01 - 20241218 Port Orchard Comprehensive Plan FINAL FULLCity of Port Orchard
Comprehensive Plan
December 2024 Update
Acknowledgements
The City of Port Orchard Comprehensive Plan would not be possible without the
enthusiasm and support of community stakeholders, including the businesses neighbors,
and agency partners throughout the Port Orchard community. A special thanks to
everyone who contributed their time and effort to the development of this plan.
Mayor
Rob Putaansuu
City Council Members:
Mark Trenary
Jay Rosapepe
Scott Diener
Eric Worden
Heidi Fenton
Fred Chang
John Morrissey
Planning Commission (2022-2024):
Tyler McKlosky
Annette Stewart
Stephanie Bailey
Joe Morrison
Wayne Wright
Louis Ta
Paul Fontenot
Bek Ashby
Dave Bernstein
Phil King
City Staff:
Nicholas Bond, AICP, Community
Development Director
James Fisk, AICP, Principal Planner
Stephanie Andrews, Senior Planner
Shaun Raja, Associate Planner
Connor Dahlquist, Assistant Planner
Josie Rademacher, Assistant Planner
Denis Ryan, Public Works Director
Chris Hammer, PE, City Engineer
Christian Williams, PE, Asst. City Engineer
Noah Crocker, Finance Director
Consultant Team:
AHBL, Inc.
MAKERS
Transportation Solutions Inc.
Leland Consulting Group
Farallon Consulting
Table of Contents
Chapter1 Introduction..............................................................................................................................1-0
1.1
Introduction...............................................................................................................................1-0
1.2
2044 Targeted Outcomes...........................................................................................................1-0
1.3
Centers.......................................................................................................................................1-2
1.4
Port Orchard History..................................................................................................................1-2
1.5
The Context of Planning in Port Orchard...................................................................................1-4
1.6
Community Involvement in the 2044 Update...........................................................................1-8
1.7
Organization of the Plan..........................................................................................................1-10
Chapter2 Land Use..................................................................................................................................2-11
2.1
Introduction.............................................................................................................................2-11
2.2
Key Issues and Concepts..........................................................................................................2-11
2.3
Land Use Designations.............................................................................................................2-13
2.4
Zoning and Current Land Use Characteristics..........................................................................2-15
2.5
Buildable Land Capacity...........................................................................................................2-16
2.6
Overlay Districts.......................................................................................................................2-17
2.7
Land Use Goals and Policies.....................................................................................................2-17
2.8
The Centers Strategy................................................................................................................2-22
Chapter3 Housing....................................................................................................................................3-39
3.1
Introduction.............................................................................................................................3-39
3.2
Conditions and Trends.............................................................................................................3-40
3.3
Housing Affordability...............................................................................................................3-45
3.4
Housing Projection...................................................................................................................3-49
3.5
Housing Capacity by Income Band...........................................................................................3-50
3.6
Housing Goals and Policies.......................................................................................................3-52
Chapter 4 Parks and Recreation..............................................................................................................4-56
4.1
Introduction.............................................................................................................................4-56
4.2
Public Involvement...................................................................................................................4-56
4.3
Parks Vision — Connections......................................................................................................4-57
4.4
Existing Conditions...................................................................................................................4-57
4.5
Future Planned Parks Facilities................................................................................................4-57
4.6
Challenges and Opportunities..................................................................................................4-58
4.7
Parks and Recreation Goals and Policies.................................................................................4-59
Chapter5 Natural Systems......................................................................................................................5-64
5.1
Introduction.............................................................................................................................5-64
5.2
Existing Conditions...................................................................................................................5-65
5.3
Critical Areas and Shorelines....................................................................................................5-66
5.4
Natural Systems Goals and Policies.........................................................................................5-70
Chapter
6 Economic Development..........................................................................................................6-83
6.1
Introduction.............................................................................................................................6-83
6.2
Economic Conditions................................................................................................................6-84
6.3
Challenges................................................................................................................................6-89
6.4
Economic Development Goals and Policies.............................................................................6-89
Chapter7
Utilities....................................................................................................................................7-94
7.1
City -Managed Utilities.............................................................................................................7-95
7.2
Non -City Managed Utilities......................................................................................................7-95
7.3
Existing Conditions...................................................................................................................7-96
7.4
Relationship to Centers............................................................................................................7-98
7.5
Future Needs............................................................................................................................7-98
7.6
Utilities Goals and Policies.....................................................................................................7-100
Chapter8
Transportation......................................................................................................................8-103
8.1
Transportation Element Context.............................................................................................8-103
8.2
Transportation Vision.............................................................................................................8-103
8.3
Transportation System Inventory..........................................................................................8-104
8.4
Nonmotorized System Vision.................................................................................................8-114
8.5
Level of Service......................................................................................................................8-122
8.6
Traffic Forecasting..................................................................................................................8-130
8.7
Transportation System Needs................................................................................................8-135
8.8
Transportation Demand Management..................................................................................8-139
8.9
Financial Analysis and Concurrency.......................................................................................8-143
8.10
Intergovernmental Coordination...........................................................................................8-149
8.11
Equity Framework for Transportation Planning....................................................................8-150
8.12
Transportation Goal and Policies...........................................................................................8-151
Chapter
9 Capital Facilities.....................................................................................................................9-154
9.1
Introduction...........................................................................................................................9-154
9.2
Financial Overview.................................................................................................................9-155
9.3
Planning Connections.............................................................................................................9-156
9.4
Functional Plans.....................................................................................................................9-156
9.5
Future Needs..........................................................................................................................9-156
9.6
Capital Facilities Goals and Policies........................................................................................9-158
9.6
Capital Facilities.....................................................................................................................9-162
Chapter10
Climate Change.................................................................................................................10-182
10.1
Introduction.........................................................................................................................10-182
10.2
Greenhouse Gas Emissions..................................................................................................10-183
10.3
Climate Resilience................................................................................................................10-183
10.4
Baseline Conditions..............................................................................................................10-185
10.5
Goals and Policies................................................................................................................10-189
Chapter I Introduction
1.1 Introduction
Port Orchard is a small but growing city in the Puget Sound region of Washington State. It is near major
urban and employment centers and enjoys an outstanding natural setting. Port Orchard's residents have
a strong community spirit and value the area's important maritime history. These aspects contribute to
a high quality of life that influences people's choice to live and work in Port Orchard.
Like most cities in the Puget Sound region, rapid population growth in the last decade has contributed to
increasing demands for goods, services, housing, and infrastructure. These demands on the local
community represent some of the biggest challenges facing the City since it last undertook updating its
Comprehensive Plan in 2016. Downtown Port Orchard has continued to be a focal point with its
waterfront location and access to transit, including passenger ferry service with connections to
downtown Seattle. How Port Orchard manages its growth in the years to come is crucial to the City's
businesses and residents.
Bolstered by its rich history, active community participants, and scenic location, Port Orchard has the
opportunity to build on its many assets to create a more connected and vibrant city. There are great
opportunities to continue revitalizing the downtown area, draw more attractions to the city, and
encourage appreciation for Port Orchard's natural resources and friendly, close-knit community. The
City will take strategic steps to identify and strengthen the relationship between the built environment,
natural environment, community members, and government to further the goals of a cohesive
community based on a deep understanding of the need to balance development with the preservation
of unique and critical environmental resources.
1.1.1 Statement of Purpose and Intent
The Port Orchard Comprehensive Plan establishes a framework for addressing the challenges of today
and the future. The Plan integrates the desires of the community and best practices in contemporary
city planning, making the government more responsive to the needs of the community and more
connected with residents. Used properly, this document will guide decision -making and development in
Port Orchard by ensuring that ordinances, regulations, programs, and projects are developed in
accordance with community values and goals. The goals and policies of the Comprehensive Plan specify
measurable, achievable actions that most effectively utilize resources, retain the small-town character
of Port Orchard, and build a stronger community.
Developed with significant public input and City leaders' review, this document will guide Port Orchard's
development and growth patterns for the next 20 years through 2044. This document will update the
existing Comprehensive Plan, which was last fully updated in 2016.
1.2 2044 Targeted Outcomes
With continued hard work that is focused and coordinated in accordance with the goals and policies in
this comprehensive plan, Port Orchard will remain one of the best small cities in Washington State. By
careful planning, Port Orchard's increasing number of residents will enjoy a sustained high quality of life
that is founded upon its supportive community, healthy economy, and pristine environment.
Port Orchard Comprehensive Plan I December 2024 Page 1-0
Using the community's vision for the future, by the year 2044 the City will have built upon these positive
attributes and will have achieved the following:
• Port Orchard has retained its small-town character and strong community spirit.
• The historic downtown is attractive and vibrant.
• Efficient patterns of development have reduced real per capita infrastructure costs.
• Housing has remained available to all members of the community, and the diversity of housing
types has expanded.
• Housing has remained available and affordable to all members of the community, and the
diversity of housing types and densities has expanded.
• Walking, biking, driving, and transit infrastructure make it easy to get around the city.
• Port Orchard's waterfront and open space resources are highly enjoyable by the community.
• Community organizations are better empowered to coordinate events and activities.
• Residents continue to enjoy a comfortable and productive relationship with City government.
• Residents have access to well -paying jobs, have short commutes, and choose to shop locally.
• Local businesses are supported by the community and government policies that promote
economic development.
• Residents are better informed and connected to the planning process.
• Port Orchard's critical areas, shorelines, and other natural resources are appropriately
protected with no net loss to critical areas and their functions, and where feasible critical areas
and shorelines are restored or enhanced.
• Native American cultural and historic resources (archeological sites) will be protected through
conditions on development approvals that require identification and preservation of
designated sites, along with notification to the State and the Suquamish Tribe.
• Impacts to natural systems are minimized while population and job growth targets are met.
• Provide equitable service and access to opportunities for people of color, people with low
incomes, and historically underserved communities.
1.1.2 Visioning: Connections
Port Orchard is defined by its physical and social environments and the ways in which they are
connected. This Comprehensive Plan lays out a vision for Port Orchard that is founded on connectivity
and the idea that stronger connections will ultimately lead to a stronger community. In addition to
meeting state laws, addressing local and regional planning goals, and serving as a record of community
input, this Comprehensive Plan seeks to bridge the specific goals and policies of the different elements
to the needs and desires of the community through the established connections framework. It is
important to think of Port Orchard not just as its parts, but as a cohesive whole. The City aims to
improve the connections between land uses, housing, businesses, transportation, and the natural
environment. As well as promote a higher level of interaction between the City government and
community members. There are some key ways in which this can be achieved.
Port Orchard Comprehensive Plan I December 2024 Page 1-1
Primary Connections:
• Connect individual neighborhoods to the greater city
• Connect people to the waterfront
• Connect people to downtown
• Connect downtown and the waterfront
• Connect people via land use choices that encourage meaningful interactions (i.e. housing within
walking distance to shops and restaurants that allows people to interact with each other on the
street)
• Connect separate areas of the city with a variety of transportation options
• Connect people to the history of the city through the built environment
• Connect neighborhoods to the regional trail network
• Connect parks to housing and other parks
• Connect residents and government officials
• Connect business and government through a high level of partnership and cooperation
• Connect identified wildlife habitat areas and corridors with greenbelts and other open space
areas.
• Connect the community to the natural environment through education and voluntary
stewardship.
1.1.3 Elements of Connection
Within the comprehensive planning process, physical, social, and governmental influences must be
considered in how Port Orchard is connected.
Physical element: The infrastructure, housing, transportation, parks, natural amenities, topography,
critical areas, restaurants, shops, businesses, schools, and all other built and natural aspects that make
up the city.
Social element: The residents, the groups, and the interests they represent.
Government element: The professional, public services, and regulatory side of the City that must work
to maintain and foster a relationship with residents that is healthy and responsive to community needs
and desires.
1.3 Centers
Building concentrations of activity in Port Orchard will help create a more vibrant city. Within
countywide centers, a mix of land uses will lead to higher levels of local connectivity. Centers can
connect housing, businesses, and services in a more focused way, allowing for more efficient land uses
and allocation of public resources for infrastructure. See Section 2 (Land Use) for more information on
Centers.
1.4 Port Orchard History
The Port Orchard area was historically occupied by the Suquamish people, whose ancestors have lived in
the Central Puget Sound area for approximately 10,000 years. Ethnographic and archeological evidence
shows that the Suquamish people have lived, gathered food stuffs, produced ceremonial and spiritual
items, and hunted and fished for thousands of years in the area now known as Port Orchard.
Port Orchard Comprehensive Plan I December 2024 Page 1-2
Sidney M. Stevens first purchased 88.5 acres of land in 1885 with the intention of starting the town that
would become Port Orchard. His son, Frederick Stevens, platted the land in 1886 and named the new
location Sidney, after his father. Early businesses focused on lumber and a handful of saloons. Other
industries included sawmills, shingle mills, and a pottery and terra cotta plant.
The town was incorporated on September 15, 1890, and became the first town in Kitsap County to be
both platted and incorporated. Sidney became the county seat in the general election of 1892. Shortly
after, the U.S. Navy sought a suitable location for another west coast base and found it in the Sinclair
Inlet with the assistance of Sidney's residents. This location would later become the Puget Sound Naval
Shipyard. The original industries began to fade with the addition of the naval shipyard, and subsequently
many of the employees of the timber industry moved to the shipyard for work.
In December of 1892, the residents of Sidney petitioned both the state legislature and the Post Office
Department to rename the City to "Port Orchard." After much confusion with the local post office,
Sidney was finally renamed "Port Orchard" in 1903. The first school in Sidney opened in 1889 and later
the South Kitsap Union High School opened in 1922.
In 2000 the City's land area was 3.96 square miles, but after several annexations, increased to 9.63
square miles in 2012. These annexations have also increased the population of Port Orchard, growing
from 11,144 to 15,587 people between 2010 and 2020. The Washington Office of Financial Management
(OFM) estimates that Port Orchard's population as of June 28, 2024 had risen to 18,300 people.
Figure 1-1. Port Orchard Population Growth 2016-2024 OFM Estimates
20,000 7
18,000
16,000
14,000
12,000
10,000
8,000
6,000
4,000
2,000
0
0 0
00 %0
Ln
Ln
r qA0-
1
1
1,T-
2016 2017 2018 2019
2020
�OFM Population Estimate
2021 2022 2023 2024
— Annual Growth Rate
Port Orchard Comprehensive Plan I December 2024 Page 1-3
1.5 The Context of Planning in Port Orchard
1.1.4 What is a Comprehensive Plan?
A comprehensive plan is a tool that allows a City to anticipate and guide changes in a manner that is
consistent with the desires of the community. Based on extensive public input that has occurred over
the last periodic updates, this document serves as the record of the City's long-range vision, priorities,
and concerns. It translates the community's vision into goals and policies for the City to use in evaluating
and making future physical, economic, and community development decisions. When implemented, the
comprehensive plan acts as a tool for managing growth, coordinating programs and regulations and
protecting the community's quality of life and critical resources. In the face of constant and inevitable
change, it ensures that community goals are predictably, consistently, and effectively promoted and
implemented.
In Washington State, comprehensive plans cover a 20-year planning horizon and are required to be
updated every 10 years' with a 5-year mid -cycle review. These plans serve as long-range policy guides
for managing growth and development within a jurisdiction, considering both the natural environment
and available resources. In addition to being required under the Growth Management Act (GMA) to
include a 20-year outlook, this timeframe also provides enough time to accommodate and guide
population and employment growth effectively, while also providing a realistic outlook for demographic
changes, economic shifts, and workforce dynamics. This longer time frame also allows jurisdictions to
make decisions related to land use and infrastructure that can withstand short-term fluctuations, ensure
investments align with projected growth, and maintain a coherent vision for the community.
1.1.5 Population and Employment Allocations and Capacities
As population and employment continue to grow in the city, Port Orchard has been allocated a certain
amount of the region's growth and must plan to accommodate that growth through its zoning and
infrastructure capacity. In conjunction, Kitsap County has calculated how much zoned land capacity Port
Orchard has.
Port Orchard must plan for an additional 10,500 residents above its 2020 population by 2044, according
to the most recent Kitsap County Countywide Planning Policies which utilize the City's 2020 population
from the US CensusZ. The 2021 Kitsap County Buildable Lands Report calculates that the City has an
additional population capacity of 16,250 residents3. This is greater than the City's growth target (10,500
additional residents) as found in the Countywide Planning Policies and means that the City has surplus
capacity for an additional 5,750 residents. To achieve its population growth target, Port Orchard would
need to sustain a 3 percent annual growth rate until 2044. However, Port Orchard has seen a growth
rate exceeding 3 percent per year since 2020. While this accelerated growth rate is not expected to
continue, it is anticipated that Port Orchard will reach its growth target prior to 2044 if current trends
continue.
Similarly, Port Orchard must plan for an additional 5,400 jobs above its 2020 employment by 2044 in
accordance with the most recent Kitsap County Countywide Planning Policies4. The 2021 Kitsap County
Buildable Lands Report identifies that Port Orchard has an additional employment capacity of 5,243
jobs, resulting in a small employment deficit of 157 jobs by the year 2044s. This deficit has been
eliminated through minor changes proposed to the land use map in Appendix A and through the
adoption of the Bethel -Lund and Sedgwick-Bethel subarea plans as discussed in the Land Use Element.
' http://app.leg.wa.gov/RCW/default.aspx?cite=36.70A.130
Port Orchard Comprehensive Plan I December 2024 Page 1-4
These population and employment growth allocations are used throughout the Comprehensive Plan for
internal consistency. Whether Port Orchard adds over 10,500 residents and 5,400 jobs by 2044 depends
on several factors. These include the completion of infrastructure projects in support of growth as
outlined in Chapters 7-9, the health of the local economy, and the quality of public services such as
schools. These factors influence how many people move to Port Orchard and how many jobs are
created. The main goal of this Comprehensive Plan is to ensure that this growth aligns with the City's
vision, which has been shaped by community involvement and input. This will be achieved through the
implementation of the goals and policies contained within this Comprehensive Plan to facilitate
coordinated and sustainable growth.
1.1.6 Port Orchard Urban Growth Area (UGA)
The Urban Growth Area (UGA) in unincorporated Kitsap County affiliated with Port Orchard is an area
designated for eventual annexation into Port Orchard. According to the Kitsap Countywide Planning
Policies, the UGA population in 2020 was 15,370, and the County has allocated it an increase of 3,552
people by 2044. The Buildable Lands Report shows the UGA has a capacity of 3,552 people based on
existing zoning. This means that the land capacity of the Port Orchard affiliated UGA is exactly large
enough to accommodate its population growth target.
If the City were to annex all its UGA by 2044, it would need to provide infrastructure and services to
these new residents. This has significant implications for Port Orchard's Comprehensive Plan goals and
policies and its provision of public services. Even if the City doesn't annex these areas, many of the
residents living in the UGA work, shop, recreate, and travel in Port Orchard. As such, the City must
consider the proximity of these areas and impacts to the City from this population when making
decisions.
1.1.7 Washington State Growth Management Act (GMA)
The Washington State GMA was passed by the state legislature in 1990 to protect Washington's quality
of life, economy, and environment from the threat of uncoordinated and unplanned growth. It requires
state and local governments to identify and protect critical areas and natural resource lands, designate
urban growth areas, adopt and regularly update comprehensive plans, and implement them through
capital investments and development regulations. Cities and counties planning under the GMA are
required to adopt development regulations that are consistent with, and implement, their
comprehensive plans.
The GMA also promotes coordination and consistency between cities, counties, and the state, in part by
requiring that all comprehensive plans address certain goals. The 15 goals of the GMA6 are:
Urban growth. Encourage development in urban areas where adequate public facilities and
services exist or can be provided in an efficient manner.
Z https://www.kitsap.gov/dcd/PEP%20Documents/
KRCC%20Apprroved%2OGrowth%2OTargets October%202022.pdf
3 https://www.kitsap.gov/dcd/PEP%20Documents/
FINAL%20Bui Ida ble%20Lands%20Report November%202021.pdf
4https://www.kitsap.gov/dcd/PEP%20Docu ments/
KRCC%20Apprroved%2OGrowth%2OTargets October%202022.pdf
5https://www.kitsap.gov/dcd/PEP`/`20Documents/
FINAL%2013ui Ida ble%20Lands%20Report November%202021.pdf
6 https://app.leg.wa.gov/RCW/default.aspx?cite=36.70A.020
Port Orchard Comprehensive Plan I December 2024 Page 1-5
• Reduce sprawl. Reduce the inappropriate conversion of undeveloped land into sprawling, low -
density development.
• Transportation. Encourage efficient multimodal transportation systems that will reduce
greenhouse gas emissions and per capita vehicle miles traveled and are based on regional
priorities and coordinated with county and city comprehensive plans.
• Housing. Plan for and accommodate affordable housing to all economic segments of the
population of this state, promote a variety of residential densities and housing types, and
encourage preservation of existing housing stock.
• Economic development. Encourage economic development throughout the state that is
consistent with adopted comprehensive plans, promote economic opportunity for all citizens
of this state, especially for unemployed and for disadvantaged persons, promote the retention
and expansion of existing businesses and recruitment of new businesses, recognize regional
differences impacting economic development opportunities, and encourage growth in areas
experiencing insufficient economic growth, all within the capacities of the state's natural
resources, public services, and public facilities.
• Property rights. Private property shall not be taken for public use without just compensation
having been made. The property rights of landowners shall be protected from arbitrary and
discriminatory actions.
• Permits. Applications for both state and local government permits should be processed in a
timely and fair manner to ensure predictability.
• Natural resource industries. Maintain and enhance natural resource -based industries, including
productive timber, agricultural, and fisheries industries. Encourage the conservation of
productive forest lands and productive agricultural lands and discourage incompatible uses.
• Open space and recreation. Retain open space, enhance recreational opportunities, enhance
fish and wildlife habitat, increase access to natural resource lands and water, and develop
parks and recreation facilities.
• Environment. Protect and enhance the environment and enhance the state's high quality of
life, including air and water quality, and the availability of water.
• Citizen participation and coordination. Encourage the involvement of citizens in the planning
process, including the participation of vulnerable populations and overburdened communities,
and ensure coordination between communities and jurisdictions to reconcile conflicts.
• Public facilities and services. Ensure that those public facilities and services necessary to
support development shall be adequate to serve the development at the time the
development is available for occupancy and use without decreasing current service levels
below locally established minimum standards.
• Historic preservation. Identify and encourage the preservation of lands, sites, and structures
that have historical or archaeological significance.
Port Orchard Comprehensive Plan I December 2024 Page 1-6
Climate change and resiliency. Ensure that comprehensive plans, development regulations, and
regional policies, plans, and strategies under RCW 36.70A.210 and chapter 47.80 RCW adapt to
and mitigate the effects of a changing climate; support reductions in greenhouse gas emissions
and per capita vehicle miles traveled; prepare for climate impact scenarios; foster resiliency to
climate impacts and natural hazards; protect and enhance environmental, economic, and
human health and safety; and advance environmental justice.
• Shorelines of the state. For shorelines of the state, the goals and policies of the Shoreline
Management Act as set forth in RCW 90.58.020 shall be considered an element of the county's
or city's comprehensive plan.
The GMA is codified as Revised Code of Washington (RCW) chapter 36.70A. It can be accessed online at
the following link: http://apps.leg.wa.gov/RCW/default.aspx?cite=36.70A
1.1.8 Puget Sound Regional Council's VISION 2050
VISION 2050 is a regional strategy for accommodating the 5.8 million people expected to live in the
central Puget Sound region by 2050. It is administered by the Puget Sound Regional Council (PSRC), a
regional planning agency with a mission to enhance the quality of life in the region. The region is defined
as Kitsap, King, Pierce, and Snohomish counties. The PSRC develops policies and coordinates decisions
about regional growth, transportation, and economic development planning. It is also responsible for
selecting local projects to receive federal transportation funding.
VISION 2050 is an integrated, long-range vision for maintaining a healthy region. It promotes the well-
being of people and communities, economic vitality, and a healthy environment. VISION 2050 has been
refined from the previous VISION 2040 framework with the following primary tenets to support
comprehensive regional growth strategies:
• Retains the same core emphasis on a strong economy, healthy environment, preserving farms
and forests, and supporting growth within the urban growth area and centers
• Retains the same plan structure as VISION 2040, with a numeric Regional Growth Strategy,
multicounty planning policies, and actions
• Identifies new regional outcomes and a vision statement for the region
• Addresses equity and health in policies and actions throughout the plan
• Supports implementation of recent plans and initiatives, like the Regional Transportation Plan,
the Regional Economic Strategy, the Regional Open Space Conservation Plan, the Regional
Centers Framework, and Growing Transit Communities
The concept of people, prosperity, and planet provides a central theme for VISION 2050. This concept
signals that our regional leaders use an approach that considers social, cultural, economic, and
environmental benefits when making decisions. Port Orchard's Comprehensive Plan proposes a
sustainable approach to growth and future development. The Plan commits to maintaining and
restoring ecosystems, through steps to conserve and enhance key fish wildlife habitats and other critical
areas, to promote restoration of degraded shorelines, to improve water quality, and to reduce
greenhouse gas emissions.
Port Orchard Comprehensive Plan I December 2024 Page 1-7
This Comprehensive Plan has been updated based on residential and employment targets that align with
VISION 2050. Through the targeting process we have identified the number of housing units in the City
that currently exist and that are anticipated to be developed within the planning period and have
identified needs for affordable housing. Residential and employment targets for the City's designated
local centers of importance will be identified and expanded in future subarea planning for these centers.
This Plan addresses each of the policy areas in VISION 2050. The elements of the Plan include goals and
policies that address habitat protection, water conservation, air quality, and climate change.
Environmentally friendly development techniques, such as low -impact landscaping and stormwater
runoff management, are encouraged. The Plan calls for more compact urban development and
addresses mixed -use and transit -oriented development. There are directives to prioritize funding and
infrastructure investments to our centers of local importance. The Housing element commits to
expanding housing production at all income levels to meet the diverse needs of both current and future
residents. The Economic Development element supports creating jobs, creating sustainable and livable
communities, and improving connections between housing, employment, and transportation. The
Transportation element advances cleaner and more sustainable mobility, with provisions for complete
streets, context -sensitive design, and alternatives to driving alone. The City's transportation planning is
coordinated with Kitsap County, including level of service standards and concurrency provisions. The
City also commits to conservation methods in the provision of public services.
The Implementation section of the Plan addresses local implementation actions addressed in VISION
2050, including identification of underused lands and housing targets. VISION 2050 can be accessed
online at the following link: www.psrc.org/planning-2050/vision-2050
1.1.9 Kitsap Regional Coordinating Council and Countywide Planning Policies
The Kitsap Regional Coordinating Council (KRCC) is an inter -local forum for local jurisdictions and the
voice on countywide transportation planning and policy issues. Its members include Kitsap County, Port
Orchard, Bremerton, Bainbridge Island, Poulsbo, and the Port of Bremerton. Kitsap Transit and the
Suquamish & Port Gamble S'Klallam Tribes are Associate Members, and Naval Base Kitsap is an Ex
Officio member.
The Council coordinates the review and monitoring of the Kitsap Countywide Planning Policies and
related population forecasting and distribution. The Council's Executive Board is responsible for the
distribution of federal grant funds for federal transportation funding via the PSRC.
The Kitsap Countywide Planning Policies tailor the PSRC's regional growth management guidelines to
Kitsap County and is the policy framework for the County's and the Cities' comprehensive plans. The
Countywide Planning Policies address 15 separate elements, ranging from urban growth areas to
affordable housing. The Countywide Planning Policies are required by the GMA and were originally
established in 1992. The Kitsap County Planning Policies can be accessed online at the following link:
www.kitsapgov.com/dcd/Pages/Kitsap-Countywide-Planning-Policies.aspx
1.6 Community Involvement in the 2044 Update
The Plan is ultimately written for the residents of Port Orchard and to implement their visions of the
community's future. The GMA requires actively involving the public during the development and update
of the Plan. This process began with the creation of a Public Participation Program that outlines
opportunities for community involvement, how the public can submit comments, and how the public is
notified of open meetings.
Port Orchard Comprehensive Plan I December 2024 Page 1-8
The City began soliciting public input in early 2023 at a public Kickoff and Visioning meeting held in
January. At this meeting, the City outlined the scope of this 2024 Periodic Update to the Comprehensive
Plan and solicited feedback on the City's progress toward implementing the 2036 Targeted Outcomes
contained in the City's previously adopted Comprehensive Plan (2016). This feedback was used as a
baseline to review community priorities for this Periodic Update and identify new opportunities and
challenges since the City's last Comprehensive Plan update.
A Policy Workshop held in February of 2024 provided an opportunity to review, give feedback, and
revise policy language in the City's Comprehensive Plan. This meeting identified items that must be
included in the Plan for consistency with the Washington State Growth Management Act, Puget Sound
Regional Council Vision 2050, and the Kitsap County Countywide Planning Policies. The intent of this
Workshop was to give the public an opportunity to provide input on policy updates the community felt
are needed, given the growth and change throughout the City since the last major Comprehensive Plan
Update in 2016.
A Land Use Strategies Workshop in May of
2024 summarized updates to the City's
Zoning Map, Future Land Use Map, and
introduced proposed zoning code revisions.
The public was encouraged to attend this
meeting to review and provide feedback on
the City's anticipated approach to meeting
the state, regional, and county regulatory
requirements of the 2024 Comprehensive
Plan Update process related to land use,
zoning, housing, and overall growth that the
City will be experiencing over the next 20
years.
In association with the subarea planning
efforts conducted with this Comprehensive
Plan update, the City hosted a public
workshop at the Kitsap Regional Library in
Port Orchard in July 2024. The workshop
presented detailed information related to the
specific planning efforts related to the
Sedgwick-Bethel and Bethel -Lund subarea
Now
Figure 1-2. Kickoff and Visioning Meeting
plans with the intention of achieving
Countywide Center designations for those
areas. The workshop prepared interactive
maps and questionnaire boards detailing
proposed changes to these specific areas of Figure 1-3. Port Orchard Farmers Market Booth
the City to collect input on community
desires for the future of these areas that have adequate infrastructure, transit service, and developable
land to focus growth. More detailed information for these subareas is provided in the Land Use Element.
The subarea plans are included as Appendix F and Appendix G of this Comprehensive Plan.
Port Orchard Comprehensive Plan I December 2024 Page 1-9
1.7 Organization of the Plan
The Port Orchard Comprehensive Plan is designed to align with the community's vision and values. It is
built upon the concept of "connections" outlined in Section 1.3, emphasizing that the interlinking of the
physical and social environment as discussed in the elements contained within this Plan lead to a
stronger community. This leads to the centers strategy, which not only implements the Regional Growth
Strategy found in VISION 2050 but is integrated into the Land Use element. The Land Use goals, in turn,
then influence all of the other Plan elements, creating a cohesive and interconnected framework. This
comprehensive strategy ensures that every aspect of the Plan ties back to the community's vision and
overall goals, fostering a well -integrated and sustainable approach to development.
Figure 1-4. Organization of the Port Orchard Comprehensive Plan
BASELINE INFORMATION
441
CONNECTIONS CONCEPT
C%*O%
COMMUNITY VISION
0
CENTERS STRATEGY
HOUSING
PARKS
E=_> E=>
LAND USE ELEMENT
FE.Q!
0*1*i W
UTILITIES
CAPITAL
FACILITIES
PLAN ELEMENTS
e�
ECONOMIC
DEVELOPMENT
Y
NATURAL
SYSTEMS
po po
0 0
CLIMATE
TRANSPORTATION
Port Orchard Comprehensive Plan I December 2024 Page 1-10
Chapter 2 Land Use
2.1 Introduction
The Land Use element represents the nexus of the Comprehensive Plan, where land use goals, policies,
map designations, and decisions are created to connect and incorporate all other elements through a
future -looking lens as Port Orchard continues to develop. The purpose of this section is to provide a
framework to guide future land use to help Port Orchard grow in an orderly, rational, and efficient way
and help the community realize its potential during the 20-year planning horizon. The goals and policies
contained herein recognize that effectively planning for growth can result in lower taxes and fees to
fund and maintain infrastructure and services as unplanned growth can reduce efficiency and increase
the cost of utilities, roads, and other services, as well as consume valuable open space.
The Growth Management Act (GMA) requires Comprehensive Plans to contain land use elements that
describe the proposed distribution, location, and extent of land uses. Once adopted, land use goals and
policies will be functionally implemented through Port Orchard's development regulations. The Land
Use element must plan for the City's population and employment growth projections in accordance with
GMA requirements while balancing new development needs with the community's aspirations and
values.
2.2 Key Issues and Concepts
As a community, Port Orchard is growing due to a healthy birth rate, immigration, and annexation. This
plan accommodates Port Orchard's 2044 population and employment growth allocations, as distributed
through the VISION 2050 framework and agreed upon in coordination with other Kitsap County
jurisdictions in the Countywide Planning Policies. Port Orchard's land use and zoning designations
currently provide sufficient land capacity within City boundaries to accommodate the targeted 10,500
additional residents who will make Port Orchard their home (during the 2020-2044 planning period). In
conjunction with the findings of the Buildable Lands Report, the Future Land Use Map shows how the
additional 3,552 projected and allocated residents in the adjacent Urban Growth Area can be
accommodated.
A common theme heard throughout the public engagement process for this Comprehensive Plan
Update has been focused on how to manage growth in a way that protects the small-town character of
the community while allowing for new and innovative development that responds to changing
household needs and growth pressures. Figure 2-1 below shows the changes in age brackets from 2010
to 2021, with a noted increase in the 35-54 age bracket (+4% since 2010). As Port Orchard's population
ages, the City needs the flexibility to adapt to the changing needs and desires of the various age groups
and their unique needs and desires from a land -use perspective.
Port Orchard Comprehensive Plan I December 2024 Page 2-11
Figure 2-1. Age Distribution Comparison
13% 14% 18% 15%
15% 12% 13 /o 0 65 and older
1
. 55 to 64
■ 45 to 54
.•
■35to44
• ■ 20 to 34
■ 19 and younger
Port Orchard (2010) Port Orchard (2021) Kitsap County Washington
The Land Use Element establishes the broad, general direction for the City's land use policies. These land
use policies are established not only in accordance with the forward -looking population and
employment growth projections allocated to the City but are also responsive to the existing population
changes that the City has experienced since the last major Comprehensive Plan update. This element
provides the City's policy plan for growth over the next 20 years. It also implements many of the goals
and objectives in the other plan elements through suggested land use designations and other action
recommendations. The Land Use Element specifically considers the general distribution and location of
land uses and the appropriate intensity and density of land use designations to accommodate allocated
population and employment growth projections. The City's development regulations and permitting
processes are used to establish adequate development standards for growth, to ensure it occurs in a
manner consistent with both the provisions of GMA and the community's vision for the future. To
accomplish this, the Land Use element establishes goals and policies that seek to:
• Accommodate changes in population and demographics
• Encourage development in urban areas, reduce sprawl, and deliver services efficiently
• Ensure land use designations reflect need and demand
• Minimize traffic congestion and encourage the development of a multimodal
transportation system
• Protect open spaces and the natural environment
• Promote physical activity
• Support a range of employment opportunities
• Allow middle housing types in areas predominantly characterized by single family detached
housing.
Port Orchard Comprehensive Plan I December 2024 Page 2-12
2.3 Land Use Designations
The City's Comprehensive Plan Land Use Element
identifies seven different land use designations, the
distribution for which are shown in Figure 2-2 and
mapped in Figure 2-3. These land use designations are
implemented through the City's zoning regulations
contained in the Port Orchard Municipal Code. As
shown in Table 2-1, each land use designation may
correspond to one or more zoning designations for
implementation. As the City develops subarea plans for
its designated centers as described in section 2.7, new
zones and standards consistent with this Plan will be
created. In doing so, the City will ensure that the land
capacity can accommodate the population and
employment growth allocations adopted in the
countywide planning policies and take reasonable
measures to ensure that they are not surpassed.
Figure 2-3. Port Orchard Future Land Use Map
Figure 2-2. Future Land Use Designation Distribution
GB
517 acres
PCs 9%
1,274 acres
23% LDR
858 acres
15%
IND
138 acres
2%
CDM
873 acres
15%
MDR
1,928 acres
34%
HDR
61 acres
1%
`Land Use Designation
� Greenbelt (GB( —
Low -Density Residential
Medium Density Residential (MDR)
High-DensityResidential HDR®II�6
( ) ilk ,�� 4S' a L�Ji a
Commercial (CDM) r _ '�� ■ I"iijj J
� Urban Industrial (IND)
�i..
Public and Community Spaces (Pi
�� �� _�Z-fJ� l� �-9EJ4jRSTriz'S s`
�.
t � B
s , sissr'" �e
_`jU J� 5
'��� �Il w qv ► Hw 18u�- ftI�r�`�z
t _
J.
% ILI
rr
_ it
SE st:k4,Egh'.r'-�E
J.
St .,:,I :.iotuurxav Rc
LAI(E RDAl
svvatl
t_ tAli� L I
SEDCWTI, RD
40
r r—
k
BaKra RD
-
1
Port Orchard Comprehensive Plan I December 2024 Page 2-13
Table 2-1. Port Orchard Zone and Land Use Descriptions
or
,.
Protection of critical areas,
habitat management areas,
- . -
Greenbelt
greenbelts, and designated
open space.
Allows for low density
residential development.
Low Density Residential
Allows for single-family
detached housing.
R2 allows single-family
detached and attached, ADUs,
- • -
Medium Density
duplexes, cottage courts, and
Residential
townhouses.
R3 allows all of the above plus
fourplexes and apartment
buildings.
Allows for cottage courts,
• - . -
High Density Residential
fourplexes, townhouses, and
apartment buildings.
Allows for commercial uses,
�. . -.
Commercial
retail, office, mixed -use
commercial/residential, and
professional services.
Allows for manufacturing and
Urban Industrial
assembly, bulk storage and
warehousing, and transfer and
trucking services.
Allows for government
Public and Community
services, utilities, parks,
•
Spaces
schools, and other related
public facilities.
Port Orchard Comprehensive Plan I December 2024 Page 2-14
2.4 Zoning and Current Land Use Characteristics
Most land in the City is devoted to housing. Figure 2-4. Zoning Designation Distribution —September 2024
Commercial areas throughout the City offer C,
a range of goods and services and provide 143%YeS��
employment for residents and those living in
surrounding rural areas as well as contribute
138 aloes
additional tax revenue to help fund and maintain
1"Mes 2%�
public services and facilities. Industrial lands allow
for light manufacturing and warehousing
<1%
IF
8 acres
businesses, which also provide job opportunities
1%
and support the area's economy. The zoning
35 aces
designation acreage distribution is shown in Figure
DMU_
1% 48 acres
2-4 and is mapped in Figure 2-5, both of which are
1%
'd d f f I '
prove a or re erence on y since zoning is a I
21 development regulation that may be amended 4%fey
T'riac
through a quasi-judicial rezone process as defined cc 182 acreso
by the City's code. The Official Zoning Map is kept 3% BPW R4
53 acres 61 --
on file with the City of Port Orchard City Clerk. 1% 1%
Figure 2-5. Port Orchard Zoning Map — September 2024
Greenbelt (GB)
000 Downtown Mixed Use (DMU)
Residential 1 (I
Gateway Mixed Use (GMU)
Residential (R2)
Neighborhood Mixed Use (NMU)
Residential 3 (1
Industrial Flex (IF)
Residential 4 (R4)
Light Industrial (LI)
Commercial Corridor (CC)
Civic and Institutional (CI)
Commercial Heavy (CH)
Public Facd lYle6 (Pi
Business Professional Mixed Use (UPMU) Parks and Recreation (PR)
-I lit
I
858 acres
15%
R2
1.639 acres
29%
w B�q
I S7 4
w w }:
��� �'_- SE HORSTMAN
l
z AT
s � tl➢� r f o SE�. Lit DR
Ifll W lbr > s
SE MAPLE S7
fS€K--$T;
�Ek
0 _
S
7REMDN7 ST rg,)
—
M 446
oqSE DERGER LN e r w
l �v�� �.�`�'
�I /I,
�. �'a �R' �_II�
T
C `/ `L ,
�/ d L 71
I -,,/ f
A 4 SE CEDAR RI)
1 H � �F
T �., a t/_o r— �
7=—��Y`�I� F, r.
-. _ �_ T
/ �1 �' SE VAN SK�
— J L
% \� ��✓ I v,F-�,` 5EEWS CT- i �M
{ jLjjII�%
JF
I� T'1— �.
1
Port Orchard Comprehensive Plan I December 2024 Page 2-15
2.5 Buildable Land Capacity
The Kitsap County 2021 Buildable Lands Report (BLR) found that the City of Port Orchard has room to
develop, through vacant or underutilized lands, a total of 6,659 dwelling units, or enough space for
16,250 residents using a variety of housing types, with the BLR basing these calculations on an assumed
average of 2.44 people per housing unit. This means that the City has sufficient capacity to
accommodate its growth allocation developed under the VISION 2050 framework, but also that it has
surplus capacity which could potentially allow the City to exceed its growth allocation. The City's
Population Capacity is shown in Table 2-2:
Table 2-2. Port Orchard Population Capacity and Demand
2.5.1 Current and Projected Growth and Performance
Port Orchard's population growth allocation as found in Appendix B of the Countywide Planning Policies
provides a target of 10,500 people to be accommodated between 2020 and 2044. As part of the City's
2024 Comprehensive Plan Periodic Update, the City has the benefit of reviewing historic population
growth data to evaluate its performance in accommodating population allocations.
Since the City's last Comprehensive Plan Update in 2016, the City grew at an average rate of 3.1%
annually as shown in Table 2-3 below. Port Orchard experienced a housing boom beginning in 2020 that
continues in 2024. Prior to 2019, growth rates averaged around 2% per year. Since 2020, growth rates
have been significantly higher averaging around 5%. The City projects that the current housing boom
will slow in the coming years and that growth rates will return to historic averages.
Table 2-3. Port Orchard Population Growth
OFM Intercensal Population Estimate (prior to 2020)
and Postcensal Estimates (after 2020)
OFM Forecasting Year
Annual Growth
Rate
The City must maintain an average annual growth rate of 1.788% over the next 20 years to meet (and
not exceed) KRCC's growth allocation of an additional 10,500 population in 2044. Alternatively, the
City would need to add an average of 389 residents annually over the 20-year period to reach the
KRCC growth target.
Port Orchard Comprehensive Plan I December 2024 Page 2-16
2.5.2 Employment Capacity
The 2021 Kitsap County BLR identifies that the City had an additional employment capacity of 5,243
jobs at the time of writing the BLR, which would result in a small employment deficit compared to the
5,400 allocated employment target established in association with the Kitsap County Countywide
Planning Policies. In order to eliminate this deficit, the City has taken multiple regulatory steps:
• Increased permitted development heights within the Ruby Creek Subarea
• Increased permitted development heights within the Downtown Subarea
• Developed new subarea plans for Bethel -Lund and Sedgwick-Bethel areas to apply appropriate
zoning for existing/planned transit and infrastructure availability
Based on the results of the Land Capacity Analysis conducted in association with this Update, the result
of these regulatory steps has created an anticipated employment capacity of 14,015. This exceeds the
allocated 2044 employment target of the Countywide Planning Policies by 53 jobs, demonstrating
adequate employment capacity for the allocated employment target over the 20-year planning horizon.
2.6 Overlay Districts
The City's development regulations include land use overlay districts which are applied in parts of the
City. Port Orchard's overlay districts accomplish varying objectives including implementing subarea
plans, providing regulations for the development in centers, regulating specific uses, and determining
building heights. The City currently utilizes the following overlay districts:
• Downtown Height Overlay District (DHOD)
• Self -Storage Overlay District (SSOD)
• Ruby Creek Overlay District (RCOD)
• View Protection Overlay District (VPOD)
• McCormick Urban Village Overlay District (MVOD)
• Bethel Lund Subarea Height Overlay District
• Sedgwick Bethel Subarea Height Overlay District
The creation of a new overlay district may be appropriate as the City continues to develop subarea plans
under the Centers approach to growth.
2.7 Land Use Goals and Policies
Goals are not listed in any particular order. Port Orchard strives to:
LU Goal I. Retain Port Orchard's small town commercial and residential character
while accommodating allocated growth citywide.
Policy LU-1 Ensure that land use and zoning regulations maintain and enhance low density residential
neighborhoods, while encouraging that new development provides a mix of housing
types.
Policy LU-2 Limit industrial development to locations accessible from arterials or freeways and
discourage industrial access through residential areas.
Policy LU-3 Maintain building and site design standards that support an attractive and functional built
environment in all areas of the City.
Port Orchard Comprehensive Plan I December 2024 Page 2-17
Policy LU-4 Encourage the subdivision of large parcels and, through private subdivisions and public
acquisitions, the creation of a continuous street grid similar in scale to the downtown's,
especially in designated centers.
LU Goal 2. Ensure that sufficient land is available for development to accommodate
allocated growth in population and employment.
Policy LU-5 Ensure land use and development regulations enable a supply of housing units within the
City and adjacent UGA that will accommodate forecasted population growth. Ensure land
use and development regulations enable a supply of commercial retail and office space
within the City and adjacent UGA that will accommodate forecasted employment growth.
Policy LU-6 Ensure adequate land is available for light industrial and commercial uses, including high
technology, medical, and office uses, in appropriate areas to diversify Port Orchard's
economic base and provide for the community's changing needs.
Policy LU-7 Monitor the rate of residential, light industrial and commercial growth against the 20-
year targets established in VISION 2050 and the Countywide Planning Policies, and if
growth appears to deviate from a rate that complies with these targets, consider adopting
reasonable measures such as reducing/increasing adopted transportation levels of
service or accelerating/delaying projects within the City's Capital Improvement Program.
Policy LU-8 Allow for a variety of single-family, middle housing, and multi -family housing types and
employment opportunities that meet the needs of diverse socioeconomic interests.
Policy LU-9 Notify adjacent military facilities of relevant local land use decisions.
Policy LU-10 Allow for the siting of organic materials (OM) management facilities to meet OM reduction
and diversion goals as identified in the Kitsap County Solid and Hazardous Waste
Management Plan.
LU Goal 3. Implement a strategy to develop centers.
Policy LU-11 In consultation with stakeholders and the general public, develop a comprehensive
strategy to implement centers as a means of directing and prioritizing residential and
commercial growth.
Policy LU-12 Within centers, set minimum building densities that enable lively and active streets and
commercial destinations. Such limits may take the form of: minimum floors or building
height, floor -area -ratios, and lot coverage; and maximum street setbacks and parking
spaces.
LU Goal 4. Ensure that both public services and infrastructure are developed in an
efficient and cost-effective manner.
Policy LU-13 Prioritize capital facilities and transportation investment in those locations targeted for
growth and higher land use densities.
Policy LU-14 Coordinate with Kitsap County to develop a plan and timeline to annex UGA land adjacent
to the City, consistent with the City's capability to provide municipal services and
applicable law.
Port Orchard Comprehensive Plan I December 2024 Page 2-18
Policy LU-15 Identify land in the UGA that is useful for public purposes, such as utility corridors,
transportation corridors, parks, schools, and other public uses.
LU Goal S. Protect, enhance, and maintain the values and functions of Port Orchard's
natural areas, open spaces, and critical areas.
Policy LU-16 Evaluate a range of incentives to encourage compact development to preserve open
space throughout the City, possibly to include density credits, incentive zoning, and/or
transfer of development rights.
Policy LU-17 Prioritize the development of new parks, open space, and passive and active recreational
opportunities in underserved neighborhoods and centers, especially those that do not
have a park within a 5-minute walk, as identified in the Port Orchard Parks, Recreation
and Open Space Plan.
Policy LU-18 Incentivize infill development to preserve and protect open space, critical areas, and
natural resources.
Policy LU-19 Protect the quality and quantity of groundwater used for public water supplies through
zoning designations, development regulations, and the local critical areas ordinance.
LU Goal 6. Reduce congestion and greenhouse gas emissions, promote public health,
reduce auto dependency, and increase multimodal transportation
opportunities for accessing retail services, health care services, and places of
employment.
Policy LU-20 Ensure orderly development, concurrency of infrastructure provision, and protection of
environmentally sensitive areas through an effective and predictable permitting process.
Policy LU-21 Continue to review zoning, subdivision, and street regulations for barriers to low -impact
development. Encourage the minimization of impervious surface areas in development.
Policy LU-22 Promote local food security and public health by enabling the establishment of urban
agriculture, community gardens, farmers markets, and food production and distribution
infrastructure.
Policy LU-23 Enable land use patterns that allow all residents to safely and efficiently access
commercial services, especially grocery stores and healthcare facilities, without an
automobile.
Policy LU-24 Encourage the expansion of transit networks that enable both incorporated and
unincorporated neighborhoods outside of the City to access job centers within Port
Orchard.
LU Goal 7. Encourage the development of active, vibrant, and attractive destinations
throughout the community.
Policy LU-25 Incorporate the following principles in planning for commercial areas:
• Create lively and attractive places on a human scale.
• Support a mix of retail, office, and residential uses in multistory structures.
• Create transitions between commercial areas and surrounding residential
neighborhoods.
• Protect residential areas from excessive noise, exterior lighting, glare, visual
Port Orchard Comprehensive Plan I December 2024 Page 2-19
nuisances, and other conditions that detract from the quality of the living
environment.
• Encourage multi -modal transportation options, especially during peak traffic
periods.
• Promote an intensity and density of land uses sufficient to support effective transit
and pedestrian activity.
• Promote a street pattern that provides through connections, pedestrian and
vehicular access.
• Establish urban and architectural design standards that support an attractive and
functional pedestrian environment, such as block size limits and requiring street -
facing windows and doors.
• Encourage pedestrian travel to and within commercial areas by providing:
■ Safe and attractive walkways.
■ Close groupings of land uses.
■ Parking lot design that provides safe walking routes and pedestrian
connections between adjacent properties.
■ Off-street surface parking to the backs or sides of buildings to maximize
pedestrian access from the sidewalk(s).
LU Goal 8. Connect new and existing neighborhoods to each other, to commercial and
employment centers, and to public facilities.
Policy LU-26 Require adequate transitions between different land uses to mitigate potential negative
impacts of noise, light, and air pollution.
Policy LU-27 Require new development to provide connections to and through -access for existing and
planned trails and roads. Explore strategies to encourage existing development to provide
the same as part of a City- and region -wide trail and open space network.
LU Goal 9. Encourage the ongoing development of downtown as an active, vibrant
community, commercial, social, and civic center while respecting its historic
character.
Policy LU-28 In conjunction with the Centers Strategy as provided in Section 2.7, enhance downtown
Port Orchard's role as the center of the South Kitsap region, reflecting the following
principles in development standards and land use plans:
• Encourage land uses that support transit centers and promote pedestrian activity.
• Promote a mix of uses, including retail, office, and housing.
• Encourage uses that will provide both daytime and evening activities.
• Support civic, cultural, and entertainment activities.
• Provide sufficient public open space and recreational opportunities.
• Enhance, and provide access to, the waterfront.
• Develop enhanced design guidelines and design review requirements that promote
attractive, pedestrian -scale development and redevelopment within the City's
historic downtown area.
• Encourage and promote commercial building maintenance and occupancy to
enhance the downtown business core.
Port Orchard Comprehensive Plan I December 2024 Page 2-20
Policy LU-29 Consider conducting a downtown parking study to assess current and future parking
needs and develop solutions and strategies to address identified constraints or
oversupply.
Policy LU-30 Ensure land use designations and development support existing maritime industries,
promote creative uses of the waterfront, and facilitate the planning and construction of
waterfront parks and gathering places.
Goal 10. Collaborate with the County and nearby cities to develop a comprehensive
watershed plan that incorporates land use strategies aimed at improving the
health of Puget Sound.
Policy LU-31 Reduce stormwater impacts from development through watershed planning,
redevelopment and retrofit projects, and low -impact development.
Policy LU-32 Coordinate land use planning with the County and nearby cities to identify changes that
may occur to stream hydrology and water quality as a result of different land use
scenarios and under a full build -out of the City's designated land use classifications.
Policy LU-33 Implement the recommendations contained within the Downtown Basin Stormwater
Plan to ensure that development of the Downtown subarea does not result in increased
stormwater runoff and pollution to Puget Sound.
Policy LU-34 Implement the 2023 Port Orchard Stormwater and Watersheds Comprehensive Plan.
LU Goal 1 I. Ensure land use planning is equitable and does not worsen environmental
health disparities.
Policy LU-35 Integrate community health, equity, and displacement into appropriate planning
practices and decision -making processes.
Policy LU-36 Reduce impacts to vulnerable populations' and areas that have been disproportionately
affected by noise, air pollution, or other environmental impacts.
LU Goal 12. Establish land use patterns that increase the resilience of the built
environment, ecosystems, and community to climate change.
Policy LU-37 Establish development regulations that incorporate best practices for reducing the risk of
wildfire, extreme heat, flooding, and other climate -exacerbated hazards.
Policy LU-38 Identify and implement strategies for reducing residential development pressure in the
Wildland Urban Interface (WUI).
Policy LU-39 For areas within the Wildland Urban Interface, apply the requirements of the Washington
Wildland Urban Interface Code.
Policy LU-40 Develop regulations for elevating new and substantially improved structures that are at
demonstrated risk of damage caused by sea level rise.
Policy LU-41 Address rising sea water by siting and planning for relocation of hazardous industries and
essential public services away from the 500-year floodplain.
' See RCW 36.70A.030(47) for definition of vulnerable populations
Port Orchard Comprehensive Plan I December 2024 Page 2-21
LU Goal 13. Monitor population growth rates to ensure that the City is accommodating
its share of regional growth as allocated in the Countywide Planning Policies.
Policy LU-42 If the City's population growth rate varies from the rate needed to meet the 2044
population growth target, the City should consider adopting reasonable measures such
as assessing permitted structure height limits, assessing allowable densities in areas with
supporting infrastructure, assessing adopted transportation levels of service or modifying
the priority of growth -related projects within the City's Capital Improvement Program.
LU Goal 14. Coordinate and collaborate with other cities, counties, ports, special purpose
districts, agencies, tribes, and the military in furtherance of regional goals
and policies.
Policy LU-43 Consider the potential impacts of development to culturally significant sites and tribal
treaty fishing, hunting, and gathering grounds.
2.8 The Centers Strategy
2.8.1 Introduction
Throughout the post-war housing booms of the 1920s and 1940s, suburban residential development has
become synonymous with the beginning of a development pattern known as urban sprawl. Sprawl
expands development over large amounts of land, resulting in long distances between homes, jobs, and
stores. It also significantly increases dependence on the automobile and traffic on neighborhood streets
and highways, as driving is required for nearly every activity. This development pattern also draws
economic resources away from existing communities and spreads them thinly and inefficiently, far away
from a community's historic core. This increases spending on new roads, new water and sewer lines,
and police and fire protection. This ultimately leads to the degradation of the older city, higher taxes,
and fewer available resources for already existing communities. In the early 1990s, Washington sought
to combat this adverse development style by adopting the Growth Management Act (GMA). Among
other ambitions, the GMA suggested a new development pattern broadly known as "centers".
In association with the City's 2016 major update to the Comprehensive Plan, the City designated ten
"local centers" in accordance with the criteria provided in the Puget Sound Regional Council's (PSRC)
VISION 2040. In subsequent years, VISION 2040's criteria and terminology for centers have been revised,
and as such the City has revised its center terminology and boundaries for consistency. Based on the new
criteria established in PSRC's VISION 2050, the City has five designated "countywide centers" and four
designated "local centers".
Port Orchard Comprehensive Plan I December 2024 Page 2-22
Figure 2-3. The advantages of Infrastructure and Land Use Concurrency
Compact development
Power Sewer
enables efficiency in
y:py.1 �•�
capital facilities
w�
construction and
service delivery
Roads Water
A. Least Dense
2.8.2 What are Centers?
B. Moderately Dense C. Most Dense
nnn
nnn
nnn
_ nun
nnn
.•".
- / ■ w8
Traditional neighborhoods often had smaller business districts that served surrounding residential areas.
These districts typically had retail shops, markets, and services that were a short walk from the homes in
the area. Additionally, these districts created a unique identity that solidified the neighborhood. With
the increased cost of fuel and the economic recession, residents of Port Orchard have expressed a
preference for the development of smaller, local retailers and service providers in places that knit
people and commerce together on a local level.
Centers are focused areas of development that have key uses which enable the City to deliver services
more cost -efficiently and equitably pursue a development pattern that is environmentally and
economically sound and provide a means of influencing growth and change through collaboration with
the community in planning for the future of these areas. This strategy helps to accommodate growth in
designated areas while preserving the existing character of the community, thereby retaining more
open space and the dominant pattern of existing development. Centers accomplish these objectives by:
• Concentrating a thoughtful mix of supporting uses.
• Allowing more intense development while maintaining appropriate scale.
• Offering a wider variety of housing types that meets the needs of the broader community.
• Minimizing the dependence on vehicle trips.
The Centers strategy is a comprehensive and long-term approach to planning for a sustainable future
that helps preserve those aspects of the community that residents' value. This approach is intended to
maximize the benefit of public investment in infrastructure and services and promote collaboration with
private interests and the community to achieve mutual benefits.
Providing opportunities for residents, jobs, stores, services, and open spaces to be located in close
proximity can reduce the reliance on cars for shopping and commuting and offer better access to daily
wants and needs. Increasing residential and employment densities in key locations makes transit and
other public services convenient for more people and therefore makes these services more efficient.
According to VISION 2050, centers serve important roles as sub -regional hubs and secondary
concentrations of development. They provide a dense mix of housing and services, such as stores,
medical offices, and libraries. They serve as focal points where people come together for a variety of
activities, including business, shopping, living, and recreation. They often have a civic character with
community facilities, such as municipal buildings and other public places. Local centers should be served
Port Orchard Comprehensive Plan I December 2024 Page 2-23
by regular local transit and regional express transit service and should have a complete network of
sidewalks and access to bicycle paths and transit facilities.
The Regional Centers Framework' identifies the process for the designation of Centers and defines five
different types of Centers:
Regional Growth Centers
Regional Growth Centers are major centers strategically located to accommodate significant population
and employment growth. They are characterized by compact, pedestrian -oriented development, with a
mix of office, commercial, civic, entertainment, and residential uses. Regional growth centers include
two subtypes — Metro Growth Centers and Urban Growth Centers. Metro Growth Centers must meet a
minimum existing density of 30 activity units per acre and a minimum planned target density of 85
activity units per acre. Urban Growth Centers must meet a minimum existing density of 18 activity units
per acre and a minimum planned target density of 45 activity units per acre.
Manufacturing/Industrial Centers
Manufacturing/Industrial Centers are areas that preserve lands for family -wage jobs in basic industries
and trade and provide areas where that employment may grow in the future. They are characterized by
having industrial land uses and being located near ports, railroads or major highways.
Manufacturing/Industrial Centers include two subtypes — Industrial Employment Centers and Industrial
Growth Centers. Both subtypes must meet specific criteria for designation, including a minimum number
of existing jobs, capacity to meet a minimum number of planned jobs, and have a regional role.
Countywide Centers
Countywide Centers are designated in accordance with each county's countywide planning policies and
serve an important role as places for concentrating jobs, housing, shopping and recreational
opportunities. Countywide Centers include two subtypes — Countywide Growth Centers and Countywide
Industrial centers. Countywide Growth Centers must be designated within the County's Comprehensive
Plan and must also meet a minimum existing density of 10 activity units per acre and must plan for a mix
of residential and employment uses and have capacity for additional growth. Countywide Industrial
Centers must also be designated within the County's Comprehensive Plan and have a minimum of 1,000
existing jobs and/or 500 acres of industrial land, as well as be 75% zoned for industrial uses, and have
capacity for additional growth.
Local Centers
VISION 2050 calls for local jurisdictions to support a centers -based approach to planning and
development and designate Local Centers. These centers are designated through a local planning
process, not through the Regional Centers Framework process.
Military Installations
Military installations are a vital part of the region, and while they are not subject to local, regional or
state plans and regulations, recognizing the role they play in the regional economy and to regional
growth patterns is important to local planning.
s https://www.psrc.org/media/3038
Port Orchard Comprehensive Plan I December 2024 Page 2-24
Centers achieve "Designated" status when they are officially recognized by PSRC and approved in
accordance with the Regional Centers Framework. They are then eligible for infrastructure investments
and prioritized for transit access. Centers that are identified as "Candidates" are those that have been
identified for future growth but are still being planned for their suitability and feasibility as a Center.
Figure 2-4. Pedestrian -focused Town Center Concept
2.8.3 Designated Centers (Existing and Planned)
The following centers have been designated in the City's comprehensive plan by center type:
Regional Centers
The City has no designated regional centers at this time. Downtown Port Orchard was evaluated as part
of the Downtown Subarea Planning Process as a candidate for regional center designation but achieving
the PSRC requirement for 45 activity units per acre was determined to be too large of a change to
Downtown Port Orchard. As Downtown continues to grow and evolve, its candidacy as a regional center
should be revisited in the future.
Manufacturing/Industrial Centers
The City has no designated Manufacturing/Industrial Centers currently. The City's only industrial park is
too small to be considered either a Manufacturing/Industrial Center or a Countywide Center. Port
Orchard is served by the nearby Puget Sound Industrial Center — Bremerton.
Port Orchard Comprehensive Plan I December 2024 Page 2-25
Countywide Centers
The City has five designated Countywide Centers. Not all of these Countywide Centers meet the
minimum activity units per acre threshold per the PSRC Regional Centers Criteria for Countywide
Centers (ten activity units per acre). The City intends that these Countywide Centers which do not
presently meet the activity unit threshold set by PSRC will undergo land use capacity analysis in
association with future subarea planning efforts to meet the activity unit threshold. These centers may
temporarily be recognized as candidate countywide centers or local centers until the activity unit
threshold is met. The City's designated Countywide Centers are as follows:
1. Downtown Port Orchard
2. Ruby Creek
3. Mill Hill
4. Sedgwick Bethel
S. Bethel Lund
Local Centers
The City has designated the following local centers:
1. Annapolis
2. Old Clifton Industrial Park
3. Tremont Center
4. McCormick Woods
Military Installations
The City has no military installations within the City Limits.
Figure 2-5. Port Orchard Centers Map
CENTERS
ANNAPOLIS ,� I
BETHELJWND � Ts
DOWNTOWN
r r'ZNlI1FfL'd1T17
MCORMICK
'�C71I':V®IL'A
MILE HILL
OLD CLIFTON INDUSTRIAL II KITSAP ST '-~`••-' : y
RUBY CREEK
T r sL,arls:, w DrvrsrDNST
SEDGWICK(BETHEL s - E, AEA
e
�TREMONT�
KENDALLsT Ha...St11lLE.q{y�,R
77 SRouFE Sr
�'-B€loft I RR
!Tlvl� ATEY
ST
1 j.
I T
TryTI�r� Tr_ w
J !T I [
AL -JNE Av.
r_ iT. SE VAiurR
e
-j
i � TITp�I EERRk{AKc RE 1 ¢ �'
Xg
1 _
�iL.s ^ �.t460 P.D.� `�I se cEE—,c-
'
_ /h ) .. f / / f � 1 " 1•, '^� �>v6eearL _ �f' �� i i u„ ^ia -r� IZ u� :L L ]
Port Orchard Comprehensive Plan I December 2024 Page 2-26
2.8.4 General Center Policies
The following are a list of general policies that Centers should seek to fulfill. Although Centers have
common elements, it should be acknowledged that each Center is unique and have/will have a different
set of priorities. Center goals and policies should be tailored to the specific Center in question.
Generally, Centers should seek to:
Policy CN-1 Prioritize the City's residential, commercial and light industrial growth and infrastructure
investments within designated Centers, in accordance with VISION 2050 and the
Countywide Planning Policies.
Policy CN-2 Focus future growth in designated, higher intensity areas in an effort to encourage the
preservation of open space and maintain surrounding neighborhood character.
Policy CN-3 Shorten commutes by concentrating housing and employment in strategic locations,
which provides residents opportunities to live and work in the same neighborhood.
Policy CN-4 Provide commercial services that serve the population of the Center, surrounding
neighborhoods, the city, and the region (dependent on the suitability of the scale of
each Center).
Policy CN-5 Support pedestrian and transit uses by promoting compact, mixed -use areas with
appropriate infrastructure that provide a variety of activities.
Policy CN-6 Balance objectives for accommodating growth, encouraging compatibility, promoting
housing affordability, and offering a wide range of housing types.
Policy CN-7 Provide access to parks and public pedestrian spaces by creating them within each
Center or by creating connections to existing public and open spaces.
Policy CN-8 During subarea planning for Centers, develop an implementation plan that addresses
how the City will meet Center goals through appropriate land use designations,
annexation, development of capital facilities and utilities, and related measures.
Policy CN-9 The City shall direct growth to Centers of all types through focused regulations and
directed capital projects.
Policy CN-10 The City should support employment growth, the increased use of non -automobile
transportation options, and the preservation of the character of existing built-up areas
by encouraging residential and mixed -use development at increased densities in
designated Centers.
Policy CN-11 The City shall ensure that higher density development in Centers is either within walking
or biking distance of jobs, schools, and parks and is well -served by public transit.
Policy CN-12 The City shall create and designate zoning that allows a mix of uses to accommodate
concentrations of employment and housing.
Policy CN-13 The City shall encourage a broad range of housing types and commercial uses within
designated Centers, through zoning and development regulations that serve a local,
citywide, or regional market.
Policy CN-14 The City shall encourage the creation of public open space, private open space, and
parks within and serving designated centers.
Port Orchard Comprehensive Plan I December 2024 Page 2-27
2.8.5 Center Descriptions and Policies
Downtown Port Orchard Countywide Center
In 2021, the City completed a subarea plan for Downtown Port Orchard which is adopted by reference in
Appendix D. This plan combined two previous centers, the Downtown Port Orchard and County Campus
Centers into one center. The center was evaluated for possible designation as a Regional Urban Growth
Center, but there was a lack of support for increasing the level of activity in the center to a planned
target of 45 activity units per acre. The boundaries of this center are shown on the map below:
Figure 2-6. Downtown Port Orchard Countywide Center Map
DOWNTOWN
a
TT o 0
�L AROSpFcr s
y� sT
PROSPECT ALY
KITSAP S
DEKALB ST 3 - + DEKALB ST
TUGBOAT ALY--
DWIGHT ST — DWIGHTS7_—
ti�":�7 II
�dvls aN s L� —T
■ �^19II7N'ST a DIVISION ST n
m EANY ST
Ij F—F— 4 I a _
wl a ,
I� JI I I
TAYLOR S7 a AFIR — -
SMITHST ¢ 5 � L
51. r+ II t}}
Lr
KENDALL ST
wl
SROUFE ST /
ir
I—
Irr�
' �11 i
- 1 ■-
i 5E MILE RILZyo�
Port Orchard Comprehensive Plan I December 2024 Page 2-28
Tremont Local Center
The purpose of the Tremont Subarea Plan is to ensure that future development in the Tremont Corridor
is guided by specific standards and land use regulations that have been generated by community wide
involvement. Planning efforts prior to 2010 established a vision, goals, and policies for the neighborhood
which appear in this section.
Figure 2-7. Tremont Countywide Center Map
TRE�MONT ■ ♦ ,, —. • — V �JL— 1=�—SOUT"Sy
■ 1 ■ /
ss
■
7
{� �� N', ■ ,✓ SUNSET LNW
� T � CLAY LN
tI
cr souTU K[rsea si \i/ J� �n �
1 `rT _. � - - - �/ � 1 ''� �►4 � \ \� LIB
s
_ t , RT
f a' , �TTT — ■�
•—�
T �_ �(
f�
�� I
• � .� I �1 I 4� I
I 1 �`
sIL Irl�f
SSW r-e EA G o" i �` W �� nUr�dMar R61
Tremont Vision
The Tremont Corridor is one of three primary entry points into the City of Port Orchard from Highway
16. Presently the area is a mix of single-family residences, commercial, health care facilities and multi-
family residences. The expanded Harrison Hospital Urgent Care Campus and Kaiser Permanente facilities
are the anchors for businesses along the corridor, particularly from Pottery Avenue west to State Route
16 forming the basis for a Hospital Benefit District. The Tremont Corridor is a through -way for travelers
and residents wanting to access shops and services in the core of the city and businesses and homes in
outlying areas. The Tremont Corridor also announces to residents and visitors alike that Port Orchard
has economic vitality and provides services and opportunities to its citizens and residents in the south
Kitsap area.
Tremont Corridor and Port Orchard residents have determined that they would like to see the corridor
developed in way that encourage professional businesses that support the health care facilities already
Port Orchard Comprehensive Plan I December 2024 Page 2-29
in place and businesses that allow the continuing free flow of traffic from State Route 16 into the
downtown areas. Focus should be placed upon pedestrian connections within the district as well as
providing a regional connection to the South Kitsap areas served by the hospitals and emergency service
providers within the district.
The City completed a roadway reconstruction project within the Tremont Corridor in 2018, which
improved intersections, created bicycle lanes, widened sidewalks, provided street trees in landscape
strips, and a landscaped median that creates a boulevard style of roadway. The Tremont corridor is
promoted to include design standards that will necessitate new development to provide a consistent,
attractive landscape edge while maintaining a human scale to new and redevelopment projects. A
system of trails that are pedestrian and bike friendly connecting the Tremont Corridor to the Port
Orchard marine walkway with trails through natural areas are key to the success of the Tremont district.
The Tremont district is envisioned with some multi -family residences to accommodate the combination
of residential and employment land uses within walking distances of the major health care facilities.
Some cafes and neighborhood services are also envisioned to support those living, working, or visiting
the health care facilities. Regulations and design guidelines should help to ensure that parking is
provided in a manner that is beneficial to the neighborhood and enhances the flow of transportation
through the district. In addition, Tremont Corridor stakeholders envision monument signage that are
tastefully designed and constructed of natural materials.
The corridor from Pottery Avenue east to Sidney Road consists primarily of single-family residences and
small clinics. Single family uses are encouraged as a desired mix of services and residential uses within
this district.
Tremont Housing and Employment
As of 2018, the Tremont Center measured 215 acres containing 1,092 residents and 702 jobs. This
equates to eight activity units per acre under the PSRC regional centers framework.
Tremont Center Goals and Policies
TC Goal 1. Encourage development within the area that supports the major hospital and
medical installations (Harrison Hospital and Kaiser Permanente) and assists
the emergency response agencies in the corridor (South Kitsap Fire and
Rescue).
Policy TC-1 Encourage regulations that enhance existing businesses while providing incentives that
promote economic growth in the corridor while maintaining sensitivity to residents in
the area.
Policy TC-2 Encourage professional and office uses that support the medical industry and create
pedestrian oriented health care focus.
Policy TC-3 Promote the creation of a hospital benefit district that will create opportunities for
additional community and economic development funding.
TC Goal 2. Encourage residential units within walking distance to employment, services,
and health care facilities.
Policy TC-4 Require sidewalks or interconnected pedestrian paths or a system of trails for non -
motorized transportation with all new development.
Port Orchard Comprehensive Plan I December 2024 Page 2-30
TC Goal 3. Encourage development of an efficient multimodal transportation system
and develop a funding strategy and financing plan to meet its needs.
Policy TC-5 Encourage all new developments to limit direct access to Tremont Street.
Policy TC-6 All future City paving projects on streets within the Tremont Corridor should include
continuous six-foot paved walkways for pedestrian use.
Policy TC-7 Developments abutting public rights -of -way within the Tremont Corridor should include
sidewalks and bicycle lanes consistent with the non -motorized improvements identified
in the Transportation Element.
Policy TC-8 The City shall help to facilitate the development of trail systems that connect the
Tremont Corridor with transportation facilities in the surrounding areas.
Policy TC-9 Encourage the expansion of Kitsap Transit's service to increase trip frequency within the
Tremont Corridor.
Port Orchard Comprehensive Plan I December 2024 Page 2-31
Mile Hill Countywide Center
The Mile Hill Countywide Center consists of development along the Mile Hill Road commercial corridor
and adjacent multifamily development from the South Kitsap Mall to the eastern City boundary near
Whittier Avenue SW. The area is served by Kitsap Transit. As of 2018, the Lower Mile Hill Countywide
Center measured 70 acres containing 174 residents and 288 jobs. This equates to seven activity units
per acre under the PSRC regional centers framework. The City should aim to develop a subarea plan for
this center in future years.
Figure 2-8. Mile Hill Countywide Center Map
61.
rX
— 4r 1�
I ,illy 1r■y`I,I f
7 �4V oo�J s ao
rl
I- 15'�REFT. OOP : �:•
IF--��--=�I
woo
rll;'-
—I ! 7'" II IN I I I
I
- L i;'� ■ -
�Ai SE M E HILLOR
,� -- Ilioodi,. —r ■I'+Ijp
411
Tr
Ifff I -L I .701 1 01-
`� �UL• �,`+�= s� d ICI ' ir
IIon ,,ti���YF � LIN
r�
YR
41,
�IL lad
Port Orchard Comprehensive Plan I December 2024 Page 2-32
Sedgwick-Bethel Countywide Center
The Sedgwick-Bethel Subarea spans across a total of 235.7 acres and is situated at the intersection of SE
Sedgwick Road and Bethel Road SE. Sedgwick-Bethel is bordered by Port Orchard's unincorporated area
to the east and by Blackjack Creek to the west. The study area's northern boundary encompasses recent
developments and other vacant and developable lands. The Subarea's existing and pipeline
development meets the Countywide Centers Designation Criteria and, with additional land capacity, can
accommodate up to 20.6 Activity Units per acre. For detailed information related to this Center, see
Appendix F: Sedgwick-Bethel Subarea Plan.
Figure 2-9. Sedgwick-Bethel Countywide Center Map
LI if IN II I+IUM•I ��� Ilr
■
T s€ sao�eEkAv Ro —I I— _�`L Ti_I
TT Y. sE si�LMONBERRYRU —1 -
I_1 —I ��� ;IrL �I*�i-T� I�III
o a -
I
_ a 41
0
SE BLUEBERRY RD
SE KOOA QR r - — W i
SE PIPEREERRY WAY i ■
1 y I 1� � I � ■
�i61
i r 1 40 ■'
■I
—
h S€ SEDGWICK RD—
Tit
•�■1 A •too L:
�-
r
I I� � � ,- �_ �■ I I i i-I i I r�
f l i •� 1 9
L■w
t Ly .
�-
F
1
- L
Port Orchard Comprehensive Plan I December 2024 Page 2-33
Bethel -Lund Countywide Center
The Bethel -Lund Subarea is centrally located at the intersection of Bethel Road SE and SE Lund Avenue
and bounded on the west by Blackjack Creek and east by Port Orchard's unincorporated area. The study
area covers a total of 211.2 acres and extends north and south to capture areas of recent and upcoming
developments. The Subarea's existing and pipeline development meets the Countywide Centers
Designation Criteria and, with additional land capacity, can accommodate up to 14.5 Activity Units per
acre. For detailed information related to this Center, see Appendix G: Bethel -Lund Subarea Plan.
Figure 2-10. Bethel -Lund Countywide Center Map
BETHELILUND
i`y Aiv i
4,
se LUNoeER�R� �_��� ���� ��, �y. ■
I}'h�
it
— �IVE
IV
�-
f SE LUND AVE'
r---
sg�r+;IwttL�r�/ i f■• � �� I J I I I 1 1 �,. r T7 �.iL 1
w
l-s�-f—,I .�-I R�' (JI i�l■ I I � � � 1lFTR+ Kr�f
�l i fi
SE ]ERk1'�lNs...l-
OIN
h
_ �..I DENROD ST
I r � 1 I•
� �,
I I
�tl
Jr wl
�; ��
-I ■
- - �
}�!
-Vf -.1I-
albi�al
�I
ri l� NIA
di 4
IWO
—�aa r�;.
LI �hl+rr�l -�■ �rl. Imo' I,r i
��r !I I�
-NEI L
I'�I _��a�l,
I -I .I.!■I
saLrgoyvaL-�Rvx��
E11 �� I.ukl i
Port Orchard Comprehensive Plan I December 2024 Page 2-34
Sedgwick-Sidney (Ruby Creek Neighborhood) Countywide Center
The Sedgwick-Sidney Countywide Center is a rapidly developing area of the City at the intersection of
Sidney Road SW and SW Sedgwick Road that has seen significant multifamily and commercial
development since its designation in the 2016 Comprehensive Plan as a Countywide Center. The area is
served by Kitsap Transit. The City has developed the Ruby Creek Neighborhood Subarea Plan, which was
adopted in September 2020. As detailed in the Subarea Plan, the center is planned to consist of 14.82
activity units per acre (with activity units being measured by combined capacity of jobs and housing
units), with the activity units being comprised of a mix of approximately 73% residential and 27%
commercial at full build -out.
Figure 2-11. Sedgwick-Sidney Countywide Center Map
It a RUBY CREEK — ���I� — � �� 7I r4 1 - I 1 o N, i �I i _7 J t
�— BUtG3s�e._te — n` E
� I T
x m
\ v �-
L
SW HOVOE RD "� 4��� � � � � L
,I
141• I, �� �� ! ii= r �,
f—
w•r-ram �--•�-.. _.� _ _ _; u � �'\� sm \' I
A� o SW SEDGWICC
t'SW HEPBURN WAY
R�
It 1.-� ■
—— 1
t
III
swuo�u�R� �- ;
Old Clifton Industrial Park Local Center
The Old Clifton Industrial Employment Local Center is located at the site of reclaimed sand and gravel
mine. Its close proximity to transportation facilities and its isolation as a result of past mining activities
make it an ideal site for industrial and employment uses. The site is served by Kitsap Transit and is
located along Old Clifton Road near State Route 16. The City should work to develop a sub area plan for
this area as time and resources allow. There is the potential to expand this center boundary to the
south along Old Clifton Road. Any expansion should be evaluated as part of the development of a
subarea plan.
Figure 2-12. Old Clifton Industrial Park Local Center Map
1 �� \
LLD CLIFTON INDUSTRIAL- - -..
Z1-�T-
-
i
t i I I
I -
' li
CAP LN`
M �-
LUMSDEN RD - - -
LLYD PKVN
•
- -. -_
m � .•,
� Z
� � m
Port Orchard Comprehensive Plan I December 2024 Page 2-36
McCormick Woods Local Center
The McCormick Woods Local Center is located along SW Old Clifton Road near the western boundary of
Port Orchard. The Subarea includes the McCormick Village commercial district which is surrounded by a
mix of single family and middle housing types. The Center includes the McCormick Village Regional Park
and a future South Kitsap School District school site. In 2021, a subarea plan for this local center was
prepared. See Appendix E to the Comprehensive Plan — McCormick Urban Village Subarea Plan.
Figure 2-13. McCormick Woods Local Center Map
i NE eE �i Z
MCORMICK — 9 I R� \ \ F`—
— —
SW PIED LN
�'
Y
�F !0-/ �/
••I .� ' �'' q4 S�.�
Sy, r •/'
GR
I41
Y {
SW YARROW ST
• � �� �� SW OLD CL[FTON RD
7-7
;tI Z
r
Port Orchard Comprehensive Plan I December 2024 Page 2-37
Annapolis Local Center
The Annapolis Local Center is located on the Sinclair Inlet shoreline east of the Port Orchard's
Downtown Countywide Center. This center includes Mitchell Point and the Annapolis Pier, from which
Kitsap Transit operates a foot ferry service to Bremerton during the work week. Commuter parking is
located east of the pier. The area also includes several historic buildings, commercial services, and
residences, as well as a public dock and kayak launch point. The Bay Street Pedestrian Pathway will end
at the foot ferry facility.
Figure 2-14. Annapolis Local Center Map
ANNAPOLIS
�/* A
Ilk
2.8.6 Road Map to Implementation
Further planning for centers is required to implement the City's vision for the overall centers' strategy.
The City is committed to undertaking a sub area planning process for each center, to better identify
center boundaries and to develop a vision statement, goals, and policies for each center that are
responsive to the unique attributes of that center. This planning process will establish
recommendations for amending development regulations, zoning designations, design guidelines and
capital facility plans to reflect and implement the sub area plans. It also ensures that public engagement
and community outreach efforts will be conducted to provide members of the community the
opportunity to help steer the direction of the planning efforts. Subarea plans for the centers will be
adopted into the City's Comprehensive Plan.
Port Orchard Comprehensive Plan I December 2024 Page 2-38
Chapter 3 Housing
3.1 Introduction
The intent of the Housing element is to establish coordinated and comprehensive policies that will help
guide decisions on housing issues within and around Port Orchard. Provisions that ensure suitable
housing opportunities for all socioeconomic levels are a primary consideration in enhancing the quality
of life found in Port Orchard. Information in the Housing Element is supplemented by the June 2023
Housing Action Plan, which identified current housing trends
Housing Vision and developed actionable strategies through an equity lens
Enable housing opportunities for all to support and encourage housing production that meet
socioeconomic levels that local community housing needs. The Housing Element also
accommodates population growth works in conjunction with the overarching goals of the entire
while balancing new and existing Comprehensive Plan, as well as the housing goals of
neighborhood characteristics. Washington's Growth Management Act (GMA).
As Port Orchard grows, it will be important to provide a variety of housing types to suit the needs and
preferences of the expanding population. Addressing housing from various perspectives, such as
promoting homeownership and creating more diverse housing opportunities, will be necessary to meet
the housing needs of all of Port Orchard's residents now and into the future.
Through the adopted goals and policies under the Housing Element, the City will pursue opportunities
to:
• Preserve and improve existing housing stock
• Expand overall housing supply
• Encourage housing that is affordable to all income levels
• Establish mechanism to reduce displacement due to development
• Promote thriving, healthy neighborhoods
Figure 3-1. Housing example
Port Orchard Comprehensive Plan I December 2024 Page 3-39
3.2 Conditions and Trends
3.2.1 Housing Stock
Housing Type
As of 2021, there were 6,165 housing units in
the City, per 2020 census data. Port
Orchard's housing stock is predominantly
single -unit buildings (70%), nearly all of
which are single-family detached homes and
a small number of attached townhomes.
Figure 3-2. Housing Unit Type in Port Orchard 2020.
Larger apartment building with 5+units make
up the next largest category (22%). There are
relatively few "middle housing" 2-4 units and 3-4
manufactured homes. The breakdown of 4
housing unit type is shown in Figure 3-2.
Housing Age and Production
Port Orchard's housing stock is considerably
younger than regional averages. Over half of
the housing stock was built after 1990, and
two-thirds was built after 1980. This is
reflective of Port Orchard's high rate of
Man i sfarti i rarl
Source: 2020 American Community Survey S-Year
Estimates, Table DP04.
housing production and permitting in recent decades. Figure 3-3 shows an uptick in permitting starting
in the early 2000s and the prevalence of single-family and larger apartment developments. Note that
this data shows issued permits, not all these projects were and will be necessarily completed. Most of
the single-family development seen in the past five years has been in McCormick Woods subdivision,
which was annexed by the City in 2009, and the Bethel-Sedgwick area. Recent forthcoming projects of
multifamily developments have been spread out throughout Port Orchard. According to the City's
permit data, over 5,000 units are currently in the pipeline which shows some increase in housing
diversity with future developments of fourplex, townhomes, accessory dwelling units, and mixed uses
(Figure 3-3). The high rate of housing production will almost double the Port Orchard' housing inventory
within the next several years.
Figure 3-3. Permits Issued in Port Orchard by Unit Type, 1982-2022
600
■ 5+ Unit Multifamily
500 E Triplex / 4-Plex
E ■ Duplex
400
a Single -Family
300
0
a5 200
E ,z 100
0
1982 1984 1986 1988 1990 1992 1994 1996 1998 2000 2002 2004 2006 2008 2010 2012 2014 2016 2018 2020 2022
Source: U.S Department of Housing and Urban Development (HUD) State of the Cities Data Systems (SOCDS)
Port Orchard Comprehensive Plan I December 2024 Page 3-40
Figure 3-4. Number of Units Permitted with Certificates of Occupancy Expected 2022 and Later by Unit Type
3,000
2,500
2,000
1,500
E
z 1,000
500
0
2022
Source: City of Port Orchard.
2022 2024 Permitting Initiated,
Timellne Uncertain
■ Mixed -Use Development
■ 5+ Unit Apartment
4-flex
Townhouse
■ Development including single-
family homes and townhomes
Single Family
Middle housing provides solutions to expand housing choices and opportunities for households at all
income levels and stages of life. As seen in Figure 3, developments of middle housing types, including
fourplexes and townhomes, are gaining traction, likely due to the increasing need of more attainable
housing choices. Supporting the development of middle housing can help expand the overall housing
supply, potentially alleviating price pressures across the housing market. Additionally, it can create more
homeownership opportunities, as these housing types are generally more affordable than single-family
homes due to lower per -unit construction and land costs. Middle housing can also gently increase
residential density in existing residential and mixed -use neighborhoods, easing pressures for additional
infrastructure or further sprawl and foster more walkable neighborhoods as more residents can live
near job centers and transit hubs and support retail corridors.
3.2.2 Tenure
The majority of Port Orchard residents are homeowners (61%), while 39 percent are renters. This closely
mirrors the statewide averages for renter households (36%), but it is notably higher than the county
average (30%), largely due to the number of apartments in Port Orchard compared to the other parts of
the county. Renters often face greater housing instability, including risks of eviction and rent increases,
challenges that homeowners are less likely to encounter. Moreover, renters are more likely to be Black,
Indigenous, and Other People of Color (BIPOC), as well as lower -income households, compounding
these housing -related challenges. See 3.3 Housing Affordability and Figure 11, Share of Household
Tenure by Race/Ethnicity.
Port Orchard Comprehensive Plan I December 2024 Page 3-41
What is Middle Housing?
"Middle housing" includes duplexes, townhouses, cottages, courtyard apartments, and other
building types that fall between single-family detached houses and apartments. Middle housing
units tend to be more affordable to build than single-family houses and offers greater varieties of
layout and sizes that are suited for a wider range of households. Expanding the areas where middle
housing is allowed offer greater opportunities for "starter homes", or homeownership, to the new
generation.
ADUs Duplexes/ Triplexes
Townhouses
Source: Makers, 2023
Courtyard apartments
Fourplexes Cottage Clusters
Small apartments (5-10 units)
Figure 3-5 below shows that renters in Port Orchard tend to earn less than homeowners. In 2021, the
median household income for renter households was $47,785, compared to $101,318 for ownership
households. Additionally, renters have experienced slower income growth than homeowners. Between
2010 and 2021, renter incomes increase by 28 percent whereas ownership households grew by 58
percent increase. These disparities in both income and growth rate raise concerns about the ability of
renters to transition into homeownership, particularly as wealthier households may outbid them for
available housing.
Figure 3-5. Median Household Income by Tenure in Port Orchard, 2010-2021
$101,318
■ 2010 ■ 2021
$75,766
$64,068
$50,275 $47,785
$37,351
All Households Ownership Households Renter Households
Source: American Community Survey 2021 5-Year estimates, Table 52503
Port Orchard Comprehensive Plan 1 December 2024 Page 3-42
Vacancy Rates
During the mid-2010s, vacancy rates for both renters and homeowners decreased but have recently
rebounded due to the increase in housing demand and prices. The overall vacancy rate is currently
around 8.5 percent as of April 2024.
3.2.3 Demographics
Port Orchard is a rapidly growing city, currently home to 18,300 residents as of April 1, 2024. Since the
last Comprehensive Plan Update in 2016, Port Orchard has grown on average 3.1 percent annually. Over
the 20-year planning horizon for this 2024 Comprehensive Plan Update, the City is required to plan for
10,500 additional population by 2044 based on Countywide Planning Policies and population allocations.
The historical growth rate and population allocation suggests a sustained demand for housing in Port
Orchard in the coming years. Refer to the Land Use Element Section 2.5.1 for additional population
growth and population allocation information.
Port Orchard's population is notably younger. During the 2010-2021 period, over half the residents were
under 34 years old, typically working and family -building ages, resulting in a corresponding increase in
children under 19. Port Orchard also has a smaller share of residents of adults 65 and over.
Figure 3-6 shows the racial and ethnic makeup of Port Orchard residents. About two-thirds of Port
Orchard's residents are white and has a relatively large share of Hispanic/Latino and Asian populations.
Port Orchard is more diverse than Kitsap County, where 25 percent of the population identifies as
persons of color compared to 30 percent in Port Orchard. According to 2021 ACS, about 3.5 percent of
Port Orchard residents, or 351 residents, speak Spanish at home.
Figure 3-6. Race & Ethnicity in Port Orchard, 2021
Two or More
Native Hawaiian Races
American Ind
/ Alaska Nat[
1%
Black / Africai
American
2%
69%
Source: American Community Survey 2021, 5-year Estimate, Table DP02
Port Orchard Comprehensive Plan I December 2024 Page 3-43
Households
Overall, Port Orchard's average household size (2.56) is similar to county (2.53) and statewide averages
(2.55). Port Orchard has a high share of households of married or cohabitating couples with no children
(34%) and those with children (29%).
Figure 3-7. Port Orchard Population and Growth Rate, 1960 — 2020
Older Adults
Living Alo
9%
Single Adult(s)
20%
Single parents
8%
Source: Washington Office of Financial Management U.S Census Bureau, LCG
Couple, No
children
34%
, with
ren
29 %
Figure 3-8 shows the current mismatch between the need and availability of housing units for smaller
household size. Approximately 57 percent of households are made up of one or two people, whereas
only 35 percent of housing units are studio, one- or two -bedroom units. Although smaller households
may choose to live in larger units, the mismatch can lead to housing affordability issues if smaller
households are not able to find units suitable to their needs and budget.
Figure 3-8. Household Size and Housing Unit Size in Port Orchard, 2021
Household Size
4+ per—n
house[
264
3-persor
househol
17%
1-nerson
hold
rson
?hold
35%
Housing Unit Size
4+ Studio / 1
bE hPHrnnm
bedre
42%
Source: American Community Survey 2021 5-Year Estimates, Tables DP04, S2501
Port Orchard Comprehensive Plan I December 2024 Page 3-44
Port Orchard's younger population and shifting household dynamics signal the growing demand for
smaller, more affordable housing options. As younger residents age and form families, the future
demand for larger housing units is also likely to grow. To meet these evolving needs, encouraging
alternative housing solutions, such as accessory dwelling units (ADUs) and middle housing, create a
flexible and adaptable housing market. These options offer a range of benefits, from accommodating
multigenerational households to supporting older adults who wish to age in place and maintain their
independence. By diversifying housing choices, Port Orchard can better respond to its residents'
changing needs over time, ensuring long-term stability and inclusivity within the community.
3.3 Housing Affordability
Lack of affordable housing has ranked as a
very high community concern. The Port
Orchard Housing Action Plan (HAP) engaged
with housing stakeholders and the general
public, who conveyed there is a lack of
housing options in Port Orchard, even with
recent regulatory changes by the City. Low -
to -moderate income workers and fixed -
income retirees report struggling to afford
housing in Port Orchard, and long-time
residents are seeing their adult children
unable to afford buying a home in Port
Orchard. There is concern that essential
service and retail workers are leaving the
community, limiting the social and economic
diversity of Port Orchard, and thus creating
challenging conditions for local businesses.
In a survey, a little over 60 percent of
renters and almost 50 percent of
homeowners reported being at risk of losing
their home from a major unexpected
financial event (such as an illness or job
Universal Design and Aging in Place.
Housing opportunities are maximized if housing design
and choices accommodate the change people experience
over their lives due to aging or life circumstances.
Universal design principles ensure that all members of
the community, regardless of age, size, or ability, can
enjoy and use the built environment. Thus, promoting
housing options, services, proFigure 5-3. Blackjack Creek
cFigure 5-2. Flooding occurrence
nFigure 5-4. Ross Creek
s to create a more livable community.
Bathroom and kitchen designed with universal des
loss). Furthermore, housing providers report Source: U.S HUD
that cost inputs for new housing are going in
the wrong direction amid rising prices for
materials, labor, and land.
Despite these great challenges, there may be some regulatory opportunities to improve the cost
efficiency of construction plus opportunities to create partnerships with affordable housing providers.
Regulatory tweaks to the code and design standards, promoting multifamily tax exemption (MFTE)
program, and friendlier development processes for housing providers are among the solutions
stakeholders feel could help better achieve Port Orchard's housing goals.
3.3.1 Housing Tools, Incentives, and Barriers
In this section, "affordable housing" means housing reserved for people earning below a certain income
and who cannot afford market -rate costs (other interrelated terms include low-income housing,
subsidized housing, public housing, or rent -restricted housing). The main affordable housing provider in
Port Orchard is Housing Kitsap, a government agency that provides housing assistance for families who
Port Orchard Comprehensive Plan I December 2024 Page 3-45
need affordable alternatives to the private market. Housing Kitsap operates countywide.
The City of Port Orchard does not currently have any funding streams directly funding affordable
housing development or preservation. Port Orchard previously administered a multifamily tax
exemption program (adopted in 2016), under which 20 affordable housing units were developed by
private developers prior to the program's repeal in 2023.
Port Orchard does not have development regulation incentives for affordable housing. The Housing
Action Plan Existing Conditions Report identifies a number of regulatory and financial barriers, including
complex code organization, tree protection standards, high impact fees relative to Kitsap County, and
land use and form standards that make some types of housing difficult to develop.
3.3.2 Housing Prices Rising Faster than Income
In recent years, rising housing and rental costs and stagnating income has strained all households across
the state, including Port Orchard. Since 1989 (the earliest Kitsap County data is available from the
Federal Reserve of St. Louis), housing prices in Kitsap County have increased faster than incomes. From
1989 to 2022, median housing prices have approximately tripled while median incomes have only
doubled. The price of goods and services has also more than doubled; in 1989 an item that could be
purchased for $10 is now $23.22, per the Bureau of Labor Statistics inflation calculator.
Figure 3-9. Household Incoming and Housing Price in Kitsap County, 1989-2022 (Indexed to 2000)
3.50
Median Household Income {2024 $)
3.00 Housing Price Index
2.50
2.00
1.50
1.00
0.50
0.00
crnrnr arnr r Nr mr �r `r 0 r- co M a a N m0 r co M a m��2 �2 • co N
oM MM MMMMMaaa Na a a a r a a a a a a a a a a a aM M a arnrnrn a N a N N a
N N N N N CV CV CV N CV CV N CV CV N CV N
Source: Federal Reserve of St Louis (FRED) database on Household Income and Housing Price
Despite the wide range of incomes and housing prices in Kitsap County, the overall trend reveals that
many workers have not seen their incomes increase at a pace necessary to afford a typical home. The
current relationship between housing prices and income has become strained, as housing has become
more difficult to afford for the average Port Orchard resident. Households earning the median income
may not be able to afford, or have difficulty, in purchasing a median -priced home. Many renters find it
challenging to transition into homeownership. The gap between home prices and household earnings
highlights a housing market with high demand and limited affordable options, placing additional
pressure on both current residents and those seeking to buy a home in Port Orchard (Figure 3-10).
Port Orchard Comprehensive Plan I December 2024 Page 3-46
Figure 3-10. Housing Affordability at Various Price and Income Levels in Port Orchard, 2021
$900
■ Household Income ($1,000s)
$800
■ House Price ($1,000s)
$700
$600
Median Sales Price ($468)
$500
$400
$300
Median Household $202
$200 Income ($75)
$101
$25
A household earning $100,000
could not afford the median Port
Orchard sales price of $468,000
even though they are earning
nearly $30,000 more than the
median household income.
$607
$304
$200
$150
$75 1 $100 -
Source: Federal Reserve of St Louis (FRED) database on Household Income and Housing Price
$810
While all households are affected, communities of color and lower -income households are
disproportionately impacted. These groups tend to face greater housing instability as they spend a
higher percentage of their income on housing and have lower homeownership rates. The majority of
ownership households in Port Orchard are White and Asian, and lower among Native Hawaiian and
Pacific Islanders, Hispanic and Latino, and other races and ethnicities. (See Figure 11). This underscores
the need for policies that promote housing stability and accessibility, particularly for the most
vulnerable populations who face heightened risks of housing insecurity.
Figure 3-11. Share of Household Tenure by Race/Ethnicity
ALL HOUSEHOLDS
WHITE, NON -HISPANIC OR LATINO
ASIAN
BLACK
HISPANIC AND LATINO
OTHER / TWO OR MORE RACE
NATIVE HAWAIIAN / PACIFIC ISLANDER
■ Rent ■ Own
Source: AC2 2020 5-year Estimates, Table 825003
3.3.3 Racially Disparate Impacts
The Housing Element includes a Racially Disparate Impacts Analysis, as required by RCW
36.70A.070(2)(e) and (f). Taking a proactive approach in shaping policy can help reduce historical
patterns of segregation, displacement, and inequitable outcomes. As part of the 2024 periodic update,
Housing Element goals and policies were evaluated and updated to reduce racially disparate impacts.
Port Orchard Comprehensive Plan I December 2024 Page 3-47
Key findings from the analysis are:
• Port Orchard is more diverse than Kitsap County.
• Households of color, particularly Black/African American and Hispanic/Latino households, are
more likely to be cost -burdened than white households. In addition, renting is more common
among non -white households and the cost burden for renter households is significantly higher
than for owner households. Black/African American households are significantly more likely to
rent than own their home.
• There is a shortage of housing available for those making less than 30 percent of the Area
Median Income (AMI) and those making more than 80 percent AMI.
• Half of Black/African American households and nearly three quarters of Pacific Islander
households in Port Orchard are classified as extremely low-income, making less than 30 percent
of AMI. Just three percent of Black/African American households earn more than 100 percent
AMI.
• Most of Port Orchard is considered low risk for displacement by the Puget Sound Regional
Council, but Downtown and the Bethel and Sidney corridors have a moderate risk of
displacement from new housing development or redevelopment. Downtown and the Sidney
Ave. corridor area also have a higher share of BIPOC households.
Refer to the Racially Disparate Impacts Analysis in Appendix J for more information.
3.3.4 Cost -Burdened Households
The U. S Department of Housing and Urban Development
(HUD) uses a measurement of "cost burden" to describe a Area median income (AMI) is
subset of community's residents spending more that 30 another data point often used by
percent of their income for housing. "Severely cost- local government to set income
burdened" households spend more than 50% of their monthly limits for subsidized affordable
income on housing costs. These households pay a very large housing. It is the household income
share of their income on housing costs which impacts their for the region.
/'middle' household
in a givenn rregi
ability to afford other life essentials like healthcare, childcare,
and transportation. In other words, cost -burdened
households are most at risk of displacement or housing hardship and in need of housing support. Figure
12 below shows the most recent HUD data on Port Orchard cost -burdened households by income based
on percentage of HUD Area Median Income (AMI), which was $85,500 in 2019. In total, 1,670 low- and
moderate -income households, or 32 percent of Port Orchard's households, are facing cost burdens,
demonstrating the need for more subsidized affordable housing in Port Orchard, which is typically the
only type of housing that can meet these deep affordability levels. Housing Action Plan stakeholders
noted that over 1,000 people are on the waiting list for housing vouchers at the Kitsap Housing
Authority, which manages vouchers in both Bremerton and Port Orchard.
Port Orchard Comprehensive Plan I December 2024 Page 3-48
Figure 3-12. Cost -Burdened Low -Income Households by Income Bracket in Port Orchard, 2019
■ Severely Cost Burdened
80-100% AM I
0
Cost Burdened Not Cost Burdened
a I
50-80°i° AMI
E
0
V
C
0 30-50%AMI ■
v
0
< 30% AMI
0 100 200 300 400 500 600 700 800 900 1000
Number of Households
Source: 2015-2019 HUD Comprehensive Housing Affordability Strategy (CHAS)
3.3.5 Special Needs Housing
The special needs populations typically encompass individuals who require support in their daily lives
due to disabilities, health conditions, age, or other specific circumstances. These individuals may require
specific housing accommodations or assistance. Social service programs, institutional settings, and
assisted living facilities all cater to a portion of these needs. Currently, there are various supportive and
group housing options for people with mental or physical disabilities, as well as a significant number of
senior housing and assisted living facilities in Port Orchard. Port Orchard will continue to support the
development of housing for people with specials needs through partnership with the County, service
providers, and housing developers.
3.4 Housing Projection
Port Orchard is designated as a High -Capacity Transit Community in Vision 2050 (PSRC March 2021).
Using the Vision 2050 framework, the Kitsap Regional Coordinating Committee's (KRCC) adopted
Countywide Planning Policies setting a regional framework for its cities to accommodate growth while
providing a share of the region's housing. The projected population growth for Port Orchard during the
2020-2044 planning period is 10,500 people, resulting in a population of 26,087 by 2044. According to
the Kitsap County Buildable Lands Report, the average household size in Port Orchard is 2.64 people.
This means that Port Orchard will need an additional 4,943 housing units by 2044. In other terms, Port
Orchard needs to build an average of 198 new housing units per year to support projected growth.
Figure 3-13 shows the number of new housing units needed for each income level. The largest housing
needs by income in Port orchard is for very low-income households, with 30 percent of AMI or less, and
for low-income households, between 30 and 50 percent of AMI.
Port Orchard Comprehensive Plan I December 2024 Page 3-49
Figure 3-13. Port Orchard Housing Supply and Need by Income
>120% AMI 1,288 ll&; 998
100-120% AMI 717 16S76
80-100% AMI 1,246 A: 507
50-80% AMI 2,051 540
30-50% AMI 619 2
Totals
0-30%AMI, non-PSH 2880 Current Supply:
8,610 Housing Units*
0-30% AMI, PSH 0 414 New Supply Needed:
Emergency Temporary Housing 11 209 3,704 Housing Units
-500 500 1,500 2,500
Baseline Supply (2020) Built 2020-2024 ■ Remaining New Supply Needed (2024-2044)
*Note: The total current supply includes units constructed in 2020 and pending developments (2020-2024)
PSH = Permanent Supportive Housing: A low-income housing mode where social, medical, and job service are provided on -site
to help transition people out of homelessness.
Emergency housing: Temporary accommodation for individuals or families who are homeless or at imminent risk of becoming
homeless.
Source: Kitsap Countywide Planning Policies, Housing Allocation Through 2044, 2024
33 Housing Capacity by Income Band
HB 1220, passed in 2021, amended the GMA to require additional housing unit capacity analysis by what
income bands can be served by future housing units. Port Orchard's targets (based on 2020 data) and
units built and permitted (since 2020) are shown in Figure 13. A Land Capacity Analysis was conducted
as part of this comprehensive planning process to evaluate Port Orchard's ability to meet these targets
within current zoning in the City. This analysis considered vacant, redevelopable, and partially -used
parcels as classified in the City's 2019 Buildable Lands Analysis and updated based on development since
2019. Critical area acreage and deductions for future infrastructure needs and market factors were then
removed from the gross vacant, redevelopable, and partially -used acreage. The net remaining acreage
was analyzed by zone based on potential future density of development in each zone, as outlined in Port
Orchard's zoning code, and accounting for recent development densities in the city.
The results of this analysis were then aggregated by zone category based on the Department of
Commerce methodology outlined in the 2023 guidebook "Guidance for Updating Your Housing
Element." Following this framework, capacity for low-income households earning 0-80% AMI (HUD Area
Median Income) is provided in zones allowing for apartments and multifamily housing types. Capacity
for middle -income households earning 80-120%AMI is provided through townhomes, duplexes,
triplexes, and higher -end apartments. Capacity for high -income households earning 120% AMI and
above is provided through zones allowing detached single-family homes. In addition, pending units were
assigned to various income bands based on the income levels needed to afford those units based on
current rental and home price data in Port Orchard.
Port Orchard Comprehensive Plan I December 2024 Page 3-50
The results of this land capacity analysis show that Port Orchard has sufficient capacity to meet
projected housing needs of low-, moderate-, and high -income households. The table below shows the
City's housing needs, pending units, and land capacity for 0-80% AMI, 80-120% AMI, and 120% + AMI
households through 2044. A full discussion of methodology and results of this analysis can be found in
Appendix I Port Orchard Land Capacity Analysis.
Figure 3-14. Port Orchard Land Capacity Analysis
Income Band
Housing Need
Aggregated
Housing Needs
Pending Units
Remaining Needs
Total
Capacity
Surplus/
Deficit
0-307D AMI P5H
414
2,848
967
1,881
1,920
39
0-301,; AMI Non P5H
944
30-501,; AMI
810
50-801,; AMI
680
80-100',Fo AM
351
696
1,148
-452
2,302
2,754
100-1201,7o AM
345
1205. AMI +
1,399
1,399
2,308
-909
211
1,120
Total 4,943 4,943 4,423 520 4,433
3,913
Source: WA Department of Commerce, Kitsap County, City of Port Orchard, Leland Consulting Group
Port Orchard Comprehensive Plan I December 2024 Page 3-51
3.6 Housing Goals and Policies
The ability of the region to provide various housing opportunities for residents in and around Port
Orchard is very important. Limited housing opportunities adversely impact housing choice, economic
development, neighborhood/community image and pride. Creating policy language that champions
housing availability and affordability across all income levels serves to foster these concepts. This
section seeks to establish basic policy principles related to housing availability and affordability.
Port Orchard strives to:
HS Goal 1. Housing stock is planned to accommodate growth targets, housing demands,
and changes in the population.
Policy HS-1 Ensure zoned capacity is sufficient to accommodate housing development to meet
needs consistent with adopted targets. (see Figure 13 Port Orchard Housing Supply and
Need by Income).
Policy HS-2 Encourage production of diverse housing types throughout the City to expand housing
choice and access for residents in all stages of life and all household sizes to meet the
goals set under RCW 36.70A.020(4). These housing types include but are not limited to
detached single-family homes, middle housing forms, multifamily dwelling units (within
both single -purpose and mixed -use buildings), live -work dwelling units, accessory
dwelling units, pre -fabricated homes, and clustered housing forms.
Policy HS-3 Periodically evaluate City development standards and regulations to ensure it reflects
market trends and, where appropriate, modify development regulations that
unnecessarily add to housing costs and minimize the feasibility of building affordable
housing. Periodically assess the amount of housing produced under these standards.
HS Goal 2. Ensure that affordable housing options are available to all socioeconomic
levels of Port Orchard residents.
Policy HS-4 Provide opportunities through future land use and zoning districts for an economically
diversified housing supply, including extremely low, very low-, low-, moderate-, and
upper -income levels, to maximize housing options and serve a broad range of
community needs. (RCW 36.70a.070(2) (d)).
Policy HS-5 Support the development of housing and related services that are provided by regional
housing programs and agencies for special needs populations, especially the homeless,
children, the elderly, and people with mental or physical disabilities.
Policy HS-6 Coordinate with other public entities, nonprofits, and religious organizations to preserve
and facilitate development of permanent supportive housing, emergency shelters, and
emergency housing. (RCW 36.70a.070(2) (c))
Policy HS-7 Evaluate surplus public land for affordable housing. Identify opportunities to lease or
sell public land to affordable housing providers. (RCW 39.33.015(1)).
Policy HS-8 Allow an increased density bonus for affordable housing located on property owned by
a religious organization. (RCW 36.70A.545 and RCW 35A.63.300).
Policy HS-9 Ensure that City fees and permitting time are balanced between housing affordability
considerations and the need for supporting City services.
Port Orchard Comprehensive Plan I December 2024 Page 3-52
Policy HS-10 Provide incentives and work in partnership with not -for profit and for -profit developers
land trusts, and public housing authorities, such as Housing Kitsap, to develop and
preserve long-term affordable housing options.
Policy HS-11 Encourage development of housing that is affordable for workers at all income levels
that is located near transit, education and training opportunities and other employment
centers.
Policy HS-12 Promote development of attached and detached ADUs in all residential to provide
additional housing choices for all economic income levels, multi -generational
households, and smaller households in residential neighborhoods. (RCW 36.70A.680).
Policy HS-13 Expand capacity for middle housing in low -density residential neighborhoods that are
unencumbered by critical areas or their buffers throughout the city to increase home
ownership and rental housing options. (RCW 36.70A.635).
Policy HS-14 Promote middle housing and multifamily housing with family size units. Consider the
recommendations of the Port Orchard Housing Action Plan on refining the building type
and form/intensity standards, adjusting the locally adopted building code, supporting
staffing needs, and funding strategies.
Policy HS-15 Consider the creation of zoning and other land use incentives for the private
construction of affordable and special needs housing as a percentage of units in
multifamily development.
Policy HS-16 Consider adopting incentives for development of affordable multifamily homes,
including middle housing, through property tax abatement in accordance with 84.14
RCW, focusing on designated centers with identified needs for residential infill and
redevelopment.
Policy HS-17 Explore the re-establishment of a Multifamily Tax Exemption (MFTE) program as a
means of increasing the City's affordable housing supply. Consider the
recommendations of the Port Orchard Housing Action Plan on eligible zones and
properties, qualifying income levels, program duration, development incentives, and
other standards.
HS Goal 3. Promote the efficient use of residential land in order to maximize
development potential and make efficient use of municipal infrastructure.
Policy HS-18 Encourage housing growth concentration within walking and bicycling distance of public
schools, parks, transit service, and commercial centers. Promote improvements to
pedestrian and bicycles facilities where most housing growth is occurring.
Policy HS-19 Encourage the development of both vertical and horizontal forms of mixed -use
developments featuring a combination of multifamily housing and nonresidential uses
within centers.
Policy HS-20 Implement zoning and development regulations which encourage infill housing on
empty and redevelopable parcels.
Policy HS-21 Consider increasing maximum housing densities and implementing minimum housing
densities in appropriate areas to increase land and infrastructure efficiency.
Port Orchard Comprehensive Plan I December 2024 Page 3-53
Policy HS-22 Protect critical areas, or environmentally sensitive areas, from future housing
development. Determine appropriate densities and uses and implement flexible
development standards to balance the goals of housing targets and environmental
protection.
Policy HS-23 Establish a process for annexation informed by the need for infrastructure investments
in new residential areas. Evaluate the fiscal impacts of higher infrastructure
maintenance costs and additional service expenses resulting from annexation.
HS Goal 4. Reduce disparities in housing access and mitigate displacement impacts to
vulnerable communities.
Policy HS-24 When plans and investments are expected to create neighborhood change, use public
investment and coordinate with nonprofit housing organizations to mitigate impacts of
market pressure that cause involuntarily displacement of low-income households and
vulnerable communities.
Policy HS-25 Advocate for additional funding at County, Federal, State, and other levels to expand
programs that:
• facilitate home ownership for low- to moderate -income resident,
• prevent, avoidable, involuntary evictions and foreclosures, and
• provide assistance for repair, rehabilitation, energy efficiency, and
weatherization.
Policy HS-26 Encourage a variety of ownership opportunities and choices by allowing and supporting
including but not limited land trusts, tenant opportunity to purchase programs, limited
equity cooperative, and sweat equity.
Policy HS-27 Consider programs and other maintenance support, such as use of Community
Development Block Grants or Housing Repair Programs to preserve or rehabilitate
neighborhoods and areas that are showing signs of deterioration due to lack of
maintenance or abandonment.
Policy HS-28 Encourage senior and special needs housing to be integrate throughout the community
and be located near services.
Policy HS-29 Strengthen coordination between the City, county, and service providers to provide
homelessness support service and outreach. Adopt a Housing First approach.
HS Goal S. Promote functional and livable forms of housing that integrates well with its
surroundings and accommodates people in all stages of life.
Policy HS-30 Encourage the development and maintenance of all housing, especially multifamily
housing, that protects health and safety of residents and support healthy lifestyle and
active living.
Policy HS-31 Encourage energy efficient housing types that conserve non-renewable energy and help
minimize impact on air quality and climate.
Policy HS-32 Support housing options, programs, and services that allow seniors to "age in place" in
their homes or neighborhoods. Promote awareness of Universal Design improvements
to improve accessibility.
Policy HS-33 Promote healthy, livable, and functional forms of housing at all scales through code
Port Orchard Comprehensive Plan I December 2024 Page 3-54
provisions that provide for usable open space and/or recreational facilities, pedestrian
connectivity, and safe and welcoming development frontages.
Policy HS-34 Provide information and assistance to property owners of historically significant housing
to encourage preservation of these cultural resource.
Port Orchard Comprehensive Plan I December 2024 Page 3-55
Chapter 4 Parks and Recreation
4.1 Introduction
The Parks and Recreation Element of the 2024 Comprehensive Plan provides direction and guidance to
improve and maintain the City's existing parks and recreation facilities while also creating new parks and
recreation facilities to meet the needs of a growing population. This Element has been developed as a
collaborative effort with input from members of the public, elected and appointed officials, and
Parks and Recreation Vision
Parks and open space are essential components
in the fabric of a vibrant city. Our safe and well -
maintained parks and recreation facilities knit
the community together, stabilize and enhance
residential neighborhoods, and add vitality to
the downtown core while encouraging and
supporting increased shoreline access and
recreation.
Planning Department staff. The Element was
updated to reflect current (2024) data, facilities,
and population, with the planning horizon
projected to 2044. To supplement this Element,
the 2022 Parks, Recreation, and Open Space
(PROS) Plan is adopted by reference in
Appendix D.
This Element serves as a guide for general parks
and recreation improvements while the PROS
Plan identifies specific facilities and includes
more detailed plans for maintenance,
improvements, and/or additions. The City's
regulatory and non -regulatory decision making,
including budget decisions related to parks,
should be consistent with both the Parks and Recreation Element and the PROS Plan. Used in this way,
comprehensive parks planning minimizes conflict in decision -making and promotes coordination among
programs and regulations to best serve the whole Port Orchard community.
Over the next 20 years, the City of Port Orchard plans to focus on maintaining existing parks and
recreation facilities while also expanding to meet future needs. These efforts will be funded by annual
budget expenditures, grants, impact fees, and other financial means available to the City.
Although the emphasis is to maintain the existing park system, the number of parks and trails will need to
increase to meet the demands of the new population. Based on the levels of service identified in the
City's PROS Plan, over the next 20 years the City should acquire additional land for new parks, recreation
facilities, and open space opportunities consistent with the PROS Plan.
4.2 Public Involvement
Throughout the development of and subsequent updates to the Comprehensive Plan and PROS Plan, the
public has been offered several opportunities to provide input and feedback through surveys and public
meetings/workshops. Public input and feedback assist the City to build a better understanding of the
community's needs and desires, which is used to inform updates to the Plans.
As part of the public engagement for the development of the 2022 PROS Plan, a survey was distributed
to households within the Port Orchard zip codes. Survey results indicated high levels of satisfaction in
the existing park and trail levels of service. The survey results also revealed Waterfront Park and
McCormick Village Park as the most frequently used. More details on public engagement efforts and
input gathered is available in the PROS Plan in Appendix D.
Port Orchard Comprehensive Plan I December 2024 Page 4-56
4.3 Parks Vision — Connections
The City of Port Orchard 2024 Comprehensive Plan identifies designated Centers. The vision of the Parks
Element and PROS Plan is to ensure that every center contains and/or is connected to a park by safe non -
motorized routes.
Trails and open spaces were identified as a top outdoor facility (with ADA accessibility) to be added to
Port Orchard in the 2022 Parks Survey. Connecting local centers and parks with safe non -motorized
routes, including those in public right-of-way such as bike lanes and walking shoulders, will increase
access to active transportation for all residents and benefit the entire community. The Nonmotorized
section of the Transportation Element provides further detail on existing and future trails.
Figure 4-1. Parks and Open Space Map
1 Bethel South Property
2 Bravo Terrace Open Space
3 Central/Clayton Park
4 OeKalb Pier
5 Etta Turner Park
6 Givens Field/Active Club
7 Lundberg Park
8 McCormick Village Park
9 Mitchell Park
19 Old Clifton Wetlands
11 Paul Powers Jr Park
12 Rockwell Park
13 Seattle Avenue Open Space
14 Van Zee Park
15 Windfall Place Tot Lot
t , gay street Pedestrian Path
Port Orchard parks and open spaces
Qty Unt Hs Urban Growth At-
4.4 Existing Conditions
Port Orchard provides a range of parks, recreation, open space, and ecosystem services by protecting
native wildlife habitat, restoring and preserving natural systems, enjoying majestic marine and mountain
views, and ensuring new development enhances the natural environment. The existing City parks
system is supplemented by South Kitsap School District and the Kitsap County Parks and Recreation
Department facilities. An inventory of current parks facilities and maps showing park facility locations is
included in the PROS Plan in Appendix D.
4.5 Future Planned Parks Facilities
The PROS Plan provides a long-term vision and goals and objectives for the entire parks and open space
network, including trail systems, recreation facilities, historic and cultural resources, and specific City -
Port Orchard Comprehensive Plan I December 2024 Page 4-57
owned properties. The Capital Improvement Program (CIP) allocates capital facility funds to maintain and
acquire new parks and recreation facilities in the City and implements the goals and objectives of the PROS
Plan. Additional potential sources of revenue to implement the PROS Plan goals and objectives include
Port Orchard Real Estate Excise Taxes (REET) and grant applications to the Washington State Recreation
and Conservation Office (RCO).
4.6 Challenges and Opportunities
Challenges
The City of Port Orchard faces a rapidly growing population. To provide adequate parks, trails, and
recreation opportunities for the growing community, the City has developed new public park facilities
in collaboration with McCormick Communities (St. Andrews Park and McCormick West pedestrian
pathways). The City is also working toward developing a community event center with surrounding
plazas, remodeling the Givens Park sports courts, building a new regional stormwater park southeast
of Sherman Avenue, and expanding Ruby Creek Regional Park and McCormick Village Park. As the
City's population and parks facilities grow, limited City resources, including staff time are strained. In
the future, the City may wish to consider creating a Parks Department.
The relative lack of safe non -motorized transportation infrastructure (i.e.; walking and bicycling paths)
within the City is identified as a significant issue in the Non -Motorized section of the Transportation
Element. It is also a challenge for parks and recreation planning, as one of the City's identified goals is
to create non -motorized trail and path connections between local centers, parks, the waterfront, and
other areas where people live and work within the community.
The 2022 PROS Plan analyzed general walkability to recreation facilities based on existing City, Kitsap
County, Port of Bremerton, South Kitsap School District, and Homeowner Association (HOA) facilities.
The results indicate that there are significant amounts of developed areas within the City and UGA that
lack effective park and recreation services, including but not limited to the following:
• Port Orchard Centers — including portions of the designated centers in the Comprehensive Plan.
• Undeveloped lands — in the northwest portion of the City, near Ross Point,
• McCormick Woods — in the northeast portion of the development, where passive open spaces are
provided, but not active uses such as playgrounds, sports courts, or other park amenities.
Port Orchard Comprehensive Plan I December 2024 Page 4-58
Opportunities
The City of Port Orchard benefits from its proximity to centers for recreation, open space, and sports
fields outside City limits, and/or held by other agencies or groups, such as the South Kitsap School District
and Kitsap County. Creating and strengthening regional partnerships will enable Port Orchard and its
partners to provide higher quality facilities and more opportunities to access recreation opportunities
than would be possible alone.
The City of Port Orchard is already working with Kitsap County and other nearby jurisdictions to expand
a regional watertrail including shoreline access with launch points, rest areas, and parking facilities. As
identified in the Non -Motorized Transportation Plan, additional improvements to the City's non -
motorized transportation network should be a prioritized to provide residents and visitors wider access
to opportunities to enjoy a safe, interconnected system of parks and trails.
The 2022 PROS Plan was approved by the Recreation and Conservation Office (RCO), meaning the City is
eligible for recreation and conservation grant programs through the RCO, which could potentially fund
park land acquisition to keep up with the growing population and demand for parks and recreation
facilities.
4.7 Parks and Recreation Goals and Policies
The City of Port Orchard has maintained a consistent set of goals and objectives in its endeavor to
provide recreation opportunities to the community. The overall goal of the Parks Element is to develop
and maintain adequate and convenient parks, recreation, and open space areas and facilities for all
users and better serve both the existing and future population of Port Orchard and surrounding areas.
This goal can be achieved by several objectives.
Objective 1: Increase public access to the marine shoreline.
Objective 2: Preserve and enhance active and scenic open space by:
a. Enhancing and improving existing park facilities.
b. Discouraging obstructions of scenic views.
Objective 3: Increase the size and number of parks and open spaces by:
a. Establishing partnerships with other agencies to jointly utilize public facilities.
b. Promoting through public and private investments, the acquisition of open space facilities,
and proper maintenance thereof.
c. Using public input to develop plans for public parks.
Objective 4: Provide parks, trails, and open spaces within walking distance of residents by:
a. Prioritizing historically underserved communities for open space improvements and
investments.
b. Promoting equitable access to recreation opportunities.
c. Providing for a mixture of active and passive open spaces within residential and
commercial areas.
Port Orchard Comprehensive Plan I December 2024 Page 4-59
As South Kitsap County and Port Orchard continue to grow, the importance of the limited recreation
resources continue to increase. Greater population pressures demand well-defined goals and priorities.
In order to achieve these comprehensive goals and objectives, concise and realistic goals must be
specified:
PK Goal 1. Establish a coordinated and connected system of open space throughout the
City that:
• Preserves natural systems.
• Protects wildlife habitat and corridors.
• Provides land for both active and passive recreation accessible for all.
• Increases opportunities for physical activity.
• Preserves natural landforms and scenic areas.
• Is accessible by a safe non -motorized transportation system.
• Promotes equitable access to parks and recreation facilities.
Policy PK-1 Preserve and enhance the natural and aesthetic qualities of shoreline areas while
allowing reasonable development to meet the needs of all residents.
Policy PK-2 Promote visual and public access to shorelines where it is not in conflict with
preserving environmentally sensitive areas or protecting significant wildlife habitat.
Policy PK-3 Distribute parks and open spaces throughout the City, but particularly focus new
facilities in or nearby:
• Designated centers that do not currently contain parks or open spaces.
• Residential neighborhoods facing the greatest population growth where
populations are currently, or projected to be, underserved by existing parks
facilities.
• Residential neighborhoods that have historically underserved communities.
• Areas where existing facilities are deficient.
• Areas where connections could be made.
Policy PK-4 Work with nearby jurisdictions, state, federal, and tribal governments to identify and
protect open space networks to be preserved within and around Port Orchard.
Policy PK-5 Preserve environmentally sensitive areas to delineate neighborhood boundaries and
create open space corridors.
PK Goal 2. Encourage the development and maintenance of open space and recreation
facilities, where possible, in the established areas of the City.
Policy PK-6 Obtain and preserve open space areas and recreation facilities to meet established
levels of service and to link open spaces within a connected network accessible to the
existing and future population of the City.
Policy PK-7 Preserve the ecological functions of the Blackjack Creek watershed, the shoreline, and
adjacent areas in balance with residential, commercial, and other uses.
Policy PK-8 Shape and seek the right balance for urban development through the use of open space,
thereby strengthening the beauty, identity, and aesthetic qualities of the City and
surrounding areas.
Port Orchard Comprehensive Plan I December 2024 Page 4-60
Policy PK-9 Maintain and/or expand shoreline parks and trails linking the downtown core to the
shoreline. Proposed walking and biking trails should be designed to serve all residential
areas.
Policy PK-10 Encourage safe parks and recreation equipment by maintaining existing facilities.
Policy PK-11 Develop covered play structures whenever feasible to encourage use of parks and
recreation facilities in all conditions.
Policy PK-12 Work with the Port of Bremerton to identify areas within the existing Port -owned
waterfront parking lots that are suitable for conversion to open space. Upon mutual
agreement of the parking areas to be converted; develop a plan for the creation of
waterfront open space in these areas, with a focus on connecting to existing and
planned shoreline access points and pedestrian pathways.
PK Goal 3. To provide open space or natural landscaping throughout the City limits.
Policy PK-13 Zoning ordinances shall identify and preserve open space areas.
Policy PK-14 Landscaping, such as trees and shrubbery, should be included in the commercial areas of
the City.
Policy PK-15 Vacant municipal land not required for municipal services should be maintained to
provide a pleasing natural condition.
PK Goal 4. Neighborhood parks and recreation facilities should be conveniently located
throughout the City.
Policy PK-16 The Active Club should continue to be maintained and improved.
Policy PK-17 A Community Event Center should be encouraged.
Policy PK-18 To ensure that the City's parks and recreation facilities are welcoming to all, new
facilities shall be designed for accessibility to meet the requirements of the federal
American Disabilities Act, and existing facilities should be retrofitted for increased
accessibility where feasible and appropriate.
Policy PK-19 Maximize the use of State and Federal grants for future improvements whenever
possible.
Policy PK-20 Coordinate with other governmental entities and civic organizations to provide new
facilities to the public.
Policy PK-21 Encourage commercial enterprises to establish facilities which are harmonious with the
community vision and goals.
PK Goal S. Encourage commercial enterprises to establish private commercial
recreation facilities.
Policy PK-22 Athletic fields should be supplemented with picnic and playground facilities to
encourage family participation.
Policy PK-23 Athletic fields should be developed in accordance with the PROS Plan.
Policy PK-24 Continue to encourage and promote private sports and recreation programs.
Policy PK-25 Coordinate with sports councils and committees when possible.
Port Orchard Comprehensive Plan I December 2024 Page 4-61
PK Goal 6. The waterfront should be preserved and protected to enhance public use.
Policy PK-26 Boat docks and marinas should be encouraged; however, these activities are not to be
construed as the sole resource of the waterfront.
Policy PK-27 Public access to the water is required for new municipal development, unless such access
is shown to be incompatible due to reasons of safety, security or impact to the shoreline
environment. Public access to the water should be provided for new commercial
development unless such improvements are demonstrated to be infeasible or present
hazards to life and property.
Policy PK-28 Viewing decks and similar pedestrian -oriented structures are needed and should be
constructed in the urban waterfront area.
Policy PK-29 The Bay Street Pedestrian Path system should be maintained and expanded.
Policy PK-30 Beach access should be identified and developed. This should be integrated with the Bay
Street Pedestrian Path trail system and Kitsap Peninsula Water Trails system.
PK Goal 7. Provide a variety of water and shoreline related recreation opportunities for
the public.
Policy PK-31 The City, in conjunction with other agencies and organizations, should work to maintain,
enhance, and expand existing water and shoreline related recreation opportunities for
the public.
Policy PK-32 The City, in conjunction with other jurisdictions, should work to develop new and diverse
water and shoreline related recreation opportunities for the public.
PK Goal 8. Provide open space within residential and commercial developments.
Policy PK-33 Continue to require buffers and open space with new development.
Policy PK-34 Encourage creation of open and communal spaces with multi -family and commercial
development.
PK Goal 9. Preserve critical areas within open space.
Policy PK-35 Steep slopes and sensitive areas within open space should be protected with critical
area restrictions.
Policy PK-36 Preserve open space that functions as a buffer between land uses.
PK Goal 10. Promote the acquisition and maintenance of open space through public and
private investment.
Policy PK-37 Countywide open space acquisition should be encouraged.
Policy PK-38 Maintenance of City -owned open space should take precedence over acquisition of new
City parks unless the proposed park serves an identified need in the City's Parks Plan.
PK Goal 11. Enhance and expand existing park facilities.
Policy PK-39 Improvements in parks should be done continually.
Port Orchard Comprehensive Plan I December 2024 Page 4-62
Policy PK-40 Prioritize expansion of existing parks in residential areas where communities currently
underserved with parks and recreation facilities.
PK Goal 12. Place and construct community entry monuments on arterial City entrances.
Policy PK-41 Maintain and landscape existing Gateway areas.
Policy PK-42 Install wayfinding signage according to wayfinding system plan.
PK Goal 13. Provide dedicated oversight and encourage public participation in planning
for City parks and recreation facilities.
Policy PK-43 The City should establish a parks commission or similar citizen board to review major
parks development plans and proposals to purchase or sell City parks property and
provide recommendations to the Planning Commission and City Council.
Policy PK-44 The City should consider creating a Parks Department to operate and maintain City parks
and recreation facilities, and to plan and budget for future acquisitions and
improvements.
PK Goal 14. Identify and enhance the city's open spaces, trails, and park amenities to
protect natural resources and expand recreational opportunities for all
residents, ensuring accessibility and sustainable use of these areas.
Policy PK-45 The City of Port Orchard should strive to maintain the level service standards adopted in
its PROS plan including ensuring every resident has access to a park within a 10-minute
walk, fostering inclusivity and promoting outdoor recreation.
Port Orchard Comprehensive Plan I December 2024 Page 4-63
Chapter 5 Natural Systems
5.1 Introduction
Port Orchard, which is located on the Sinclair Inlet of Puget Sound, contains interconnected creeks,
wetlands and urban forests that provide amenities for residents and key habitat corridors and
environments for terrestrial and aquatic wildlife. The City of Port Orchard serves as chief steward of
Natural Systems Vision
Port Orchard embraces its stewardship of
the environment and natural resources, by
protecting and retaining natural systems
and building for a sustainable future. The
City encourages the preservation,
restoration and enhancement of natural
systems within its urban setting.
Port Orchard's environment and is responsible for the
implementation of many federal and state
environmental protection statutes. Through
regulation, operating programs and incentives, the
City actively works to protect the natural systems of
the community and promote sustainable
development.
As Port Orchard continues to grow, development has
the potential to negatively impact Port Orchard's
environmental resources, particularly natural open
spaces, water quality and tree cover. State law requires cities to plan for the protection of
environmentally sensitive areas (critical areas), such as wetlands, streams and geologically- hazardous
areas. Environmental sustainability and responsible stewardship of natural resources require a
continually improved relationship between the developed and natural environments. The City supports
an approach that includes:
• Maintaining critical areas regulations that protect and preserve the City's environmentally
sensitive areas.
• Encouraging the minimization of waste that can affect air, soil, and water resources.
• Promoting open space and opportunities for recreation within existing and new development.
• Assessing and reclaiming lost wildlife habitats when feasible. Encouraging the enhancement of
greenbelts, habitat conservation areas, and wildlife habitat corridors.
• Improving infrastructure systems to support healthy living for people and wildlife.
• Supporting Puget Sound recovery through actions such as protecting and restoring critical areas,
converting hardened shorelines to more natural conditions, protecting aquifers, promoting and
installing stormwater infrastructure and upgrading sewage treatment facilities.
• Increasing resilience by identifying and addressing the impacts of climate change and natural
hazards on the environment, infrastructure, economy and public health.
The City evaluates the impact of its administrative and legislative decisions on the urban
environment, with particular attention to impacts on environmentally sensitive areas — and weighs
the merits and costs of its environmental protection and enhancement against other important
responsibilities (e.g., public safety, infrastructure needs and economic development). Non -
regulatory efforts to protect natural resources include habitat/open space acquisition and
preservation, salmon recovery projects and monitoring, and water quality projects and monitoring.
Port Orchard Comprehensive Plan I December 2024 Page 5-64
The City recognizes the importance of protecting its unique natural setting while providing for the needs
of the growing number of residents and businesses that call Port Orchard their home. Port Orchard's
attractiveness as a place to "live, work and play' depends on preserving the natural assets of the
community while simultaneously nurturing economic growth and social vibrancy. Therefore, the City
has and will continue to support standards that preserve Port Orchard's natural systems to protect
public health, safety and welfare, and to maintain the integrity of the natural environment.
The Natural Systems element works in concert with other elements of the Comprehensive Plan,
particularly Land Use and Parks and Recreation, and within the framework of municipal financial
planning. The City's Critical Areas Ordinance is the regulatory authority for development and activities
within critical areas (wetlands, fish and wildlife habitat areas, geologically hazardous areas, frequently
flooded areas, critical aquifer recharge areas). Critical areas are discussed in more detail in Section 5.3
below. In the City's shoreline jurisdiction, the Shoreline Master Program establishes a regulatory
framework and planning policies that provides an additional layer of protection for the City's
shorelands and aquatic resources.
5.2 Existing Conditions
Port Orchard enjoys a wide variety of natural systems, recreational areas, open space, and ecosystem
connections. However, like most growing areas within the state, Port Orchard has experienced declines
in tree canopy, water quality and the health of salmon populations, as well as increases in traffic
congestion and surface water runoff from impervious surfaces.
Key elements of natural systems in the City are regulated critical areas, as defined by the state Growth
Management Act. Critical areas include the following areas and ecosystems:
• Wetlands
• Areas with a critical recharging effect on aquifers used for potable water
• Fish and wildlife habitat conservation areas
• Frequently flooded areas
• Geologically hazardous areas.
These areas are regulated through the City's Critical Areas Ordinance (POMC 20.162) and are
protected with buffers and restrictions on development type and intensity. Critical areas also
receive additional protection from other City
regulatory and planning efforts for water quality,
stormwater runoff, efficient use of land, and
provision of urban services.
Special status wildlife are those designated by
federal or state government agencies as
endangered, threatened, proposed, candidate,
sensitive and monitor species, and species of local
importance in Kitsap County. Habitat used by these
species for breeding, foraging or migration also
requires protection. At present, listed species that
have been documented in the Port Orchard vicinity
include chinook, chum, coho, cutthroat, and
steelhead salmonid species; smelt; sand lance; bald
eagles; marbled murrelet; great blue heron; and
Steller's sea lion.
Figure 5-1. Marbled murrelet
Port Orchard Comprehensive Plan I December 2024 Page 5-65
Port Orchard also has a diverse and active shoreline. The City's waterfront contains a multitude of docks,
marinas and water -dependent businesses, which provide economic vitality to the downtown merchants
and Port Orchard as a whole and provide needed services to residents throughout the region.
Maintaining the general health of Port Orchard's shorelines and aquatic areas is critical to maintaining a
viable working shoreline and a marine attraction. As in other urbanizing areas around Puget Sound,
water quality and populations of marine life have declined due to development impacts. The City
supports the restoration of natural system processes and reduction of urban impacts that reduce the
health of Sinclair Inlet and shorelands. The Inventory and Characterization that was prepared for Port
Orchard's Shoreline Master Program contains detailed analysis of the City's shorelines and regulated
water bodies.
5.3 Critical Areas and Shorelines
5.3.1 Geologically Hazardous Areas
Within Port Orchard, geologically hazardous areas include unstable slopes over 30% grade, and areas of
geologic concern include unstable slopes less than 30% grade and other slopes that meet criteria for
high erosion potential, seismic hazard or groundwater seepage. Geologically hazardous areas are
located along several stream banks and bluffs near the shoreline. Areas of geologic concern are
widespread throughout the community and are often located in proximity to other critical areas such as
wetlands and streams. Both geologically hazardous areas and areas of geologic concern areas are
regulated through the City's Critical Areas Ordinance.
Engineering provides some solutions to environmental constraints associated with geologic hazards, but
such solutions must be evaluated for suitability in individual circumstances. One of the most cost-
effective methods of preserving slope stability is the preservation of native vegetation and retention of
forested conditions within and at the top of geologic hazard areas. When vegetation removal is required
to stabilize slopes, proper replanting and maintenance in compliance with the City's Critical Areas
Ordinance is required.
In addition to providing significant habitat value in areas of high opportunity (bands of steep slope areas
extending throughout a city often provide habitat corridors in urbanized areas), the preservation of
native and non-invasive vegetation and forest features helps prevent erosion, retains important soil
binding root systems, and provides valuable open and green space. Along the shorelines, erosion of
coastal bluffs replenishes beach sediments that are lost to tidal action, storms and surface runoff.
5.3.2 Frequently Flooded Areas
Frequently flooded areas are defined as lands, shorelands, and waters that are within the 100-year
floodplain as designated by the Federal Emergency Management Agency (FEMA) on Flood Insurance
Rate and Boundary Maps (see end of the element for FEMA map). Flooding is caused by excess surface
water runoff and is exacerbated when eroded soil from cleared land or unstable slopes reduces the
waterway's natural capacity to carry water. Construction and development activity within the floodplain
reduces the floodway capacity. Flooding is also exacerbated by king tides in conjunction with heavy rain
and wind.
Port Orchard Comprehensive Plan I December 2024 Page 5-66
Flooding causes significant public safety
problems, property damage, and habitat
destruction. Small areas of floodplain exist
within Port Orchard, generally along areas of
Blackjack Creek, Johnson Creek and Ross
Creek (see City of Port Orchard
Environmental Map at the end of this
element). Under the Federal Flood
Insurance Program, a limited amount of
floodplain development is allowed if
eligibility requirements are met; however,
the City regulates land uses and land
alteration activities to minimize
development within floodplains and the
potential for damage from flooding.
Figure 5-2. Flooding occurrence
5.3.3 Fish and Wildlife Habitat Conservation Areas
Fish and wildlife habitat conservation areas are defined as those areas identified as being of critical
importance to the maintenance of fish, wildlife, and plant species, including areas with which
endangered, threatened, and sensitive species have a primary association; habitats and species of local
importance; commercial and recreational shellfish areas; kelp and eelgrass beds; forage fish spawning
areas; naturally occurring ponds and their submerged aquatic beds that provide fish or wildlife habitat;
waters of the state; lakes, ponds, streams or rivers planted with game fish by a government or tribal
entity or private organization; state natural area preserves and natural resource conservation areas.
Areas that are critical for fish and wildlife are primarily conserved via regulatory means; other areas are
primarily dealt with through non -regulatory, incentive -based approaches.
Designated fish and wildlife habitat
conservation areas in Port Orchard
include riparian corridors, wetlands,
and naturally occurring ponds and lakes.
Other lands may be given special
consideration for fish and wildlife habitat
if there is a primary association with an
endangered, threatened or sensitive
species. The City seeks to protect and
sustain the existing natural functions of
these areas and encourages the
enhancement of areas that have been
degraded in the past. Streams and water
bodies provide fish and wildlife habitat,
convey stormwater flows, provide
recreational opportunities, and enhance 3
the community's aesthetic appeal. In }
recent years, large areas of Port Orchard's drainage basins have experienced rapid development, which
increases impervious surfaces within the watershed and results in a decline in surface water quality.9
9 2023 Port Orchard Stormwater and Watersheds Comprehensive Plan
Port Orchard Comprehensive Plan I December 2024 Page 5-67
Blackjack Creek is the largest stream system in Port Orchard and extends into tributaries spanning an
area of approximately three miles within the city limits. Blackjack Creek is the only stream within the
City that falls within Shoreline Management Act (SMA) jurisdiction based on flow rate, although a
portion of both Ross Creek and Blackjack Creek estuaries are under SMA jurisdiction based on tidal
influence. Blackjack Creek is one of the major fish producing streams in South Kitsap, and supports
Chinook, coho, steelhead, cutthroat and summer chum (chinook and steelhead are ESA listed species).
The summer chum run is the only native (non -hatchery) summer chum run known in the mid -Puget
Sound area. Ross Creek is also a salmon stream and is surveyed annually for adult spawners.
In recent years, the City has taken steps to protect the Blackjack Creek corridor and encourage
restoration, while continuing to allow and improve public enjoyment through trails and overlooks.
Further protections for both Blackjack and Ross Creek are appropriate and will be implemented through
development regulations.
5.3.4 Wetlands
Wetlands are integral to the local hydrologic cycle. They reduce floods, contribute to stream flows, and
improve water quality. Each wetland provides various beneficial functions, but not all wetlands perform
all functions, nor do they perform all functions equally well. Large wetlands, and wetlands hydrologically
associated with lakes and streams, have a relatively more important function in the watershed than
small, isolated wetlands.
Urbanization within a watershed diminishes the function of individual wetlands by increasing
stormwater volume, reducing runoff quality, isolating wetlands from other habitats, and decreasing
vegetation. Undeveloped land adjacent to a wetland provides a buffer to help minimize the impacts of
urbanization. The long-term success in function of the wetland is dependent on land development
strategies that protect and restore wetland buffers. Science indicates that an undeveloped vegetated
buffer is equally as important as the wetland itself as it contributes to the function of the wetland by
providing wildlife habitat, retaining stormwater, filtering sediment and pollution, and moderating water
temperature.
When impacts to wetlands and their
buffers due to development are
unavoidable, and on -site wetland
replacement is infeasible, wetland
mitigation banks may be utilized to offset
these impacts at a corresponding ratio of
restoration, creation or enhancement in
accordance with POMC 20.162. A new
wetland mitigation banking site is
currently being developed on the Ross
Creek estuary in Port Orchard that may
provide opportunities for development
when on -site mitigation is infeasible as
well as enhance ecological functions and
habitat within the estuary.
Figure 5-4. Ross Creek
Port Orchard Comprehensive Plan I December 2024 Page 5-68
5.3.5 Aquifer Recharge Areas
All of the City of Port Orchard's public water supply is obtained from wells. The City's Critical Areas
Ordinance recognizes critical aquifer recharge areas around water system wellheads and in areas that
are highly susceptible to groundwater contamination. These areas are protected through a combination
of regulatory restrictions and low -density zoning.
Groundwater aquifers also supply water to lakes, wetlands, streams and to private wells. An aquifer is a
sizable and continuous body of porous material composed of sand, gravel or silt saturated with water
and capable of producing usable quantities of water to a well. As required by federal law, this water is
monitored and tested to ensure that it meets the high standards required for drinking water.
For water to be pumped on a sustainable basis, new water must enter the aquifer. Aquifers are
recharged by rainwater infiltrating into the ground through permeable soils and by recharge from rivers,
streams and lakes. Wetlands and natural areawide landscape depressions that allow water to stand also
may aid in groundwater infiltration by slowing runoff and allowing it to seep into the ground when
located in suitable areas. Development can lessen the water entering the aquifer by covering recharge
areas with impervious surfaces or filling wetlands and natural depressions that contain standing water.
Groundwater contamination may also result from development. Once groundwater is contaminated, it
is difficult, costly, and sometimes impossible to clean up. Preventing contamination is necessary to avoid
exorbitant costs, hardships, and potential physical harm to people.
As in any urban area, maintaining effective groundwater recharge and groundwater quality will be
a continuing challenge as urbanization occurs.
5.3.6 Shorelines
Shorelines within the City of Port Orchard include those portions of Sinclair Inlet lying within the city
limits and all lands extending landward 200 feet from the ordinary high water mark, together with any
associated wetlands, river deltas, and floodways associated with tidal waters. The City also has one
creek, Blackjack Creek, which is regulated as a "shoreline of the state" due to its average flow level. The
estuarine portion of Ross Creek and portions of two lakes (Big Lake and Square Lake) also qualify as
shorelines of the state.
The Port Orchard vicinity is experiencing
an increasing amount of urban
development, which has affected the
City's shorelines. Sinclair Inlet is a
shallow, poorly flushing estuary, and
the slow period of discharge and
replenishment is a factor influencing its
water and habitat quality in the inlet. The
Department of Ecology's Total Maximum
Daily Load (TDML) and Water Quality
Implementation Plan identifies fecal
coliform contamination, mostly from non -
point source pollution, in addition to
significant chemical contamination that
includes high levels of mercury and PCBs
have been documented in Sinclair Inlet.
Port Orchard Comprehensive Plan I December 2024 Page 5-69
Currently, existing impervious surfaces along portions of Bay Street are not treated for stormwater
runoff and flow directly into Sinclair Inlet. However, improvements are being made with adoption of
Low Impact Development Standards and within the City's Stormwater utility and updated NPDES permit
programs.
The Inventory and Characterization section of the City's Shoreline Master Program contains detailed
recommendations for land use, zoning, restoration plans and other actions that could assist in restoring
shoreline water quality and habitat functions.
5.3.7 Climate Change and Sea Level Rise
Climate change poses significant challenges to the City of Port Orchard. Rising sea levels, exacerbated by
climate shifts, threaten Port Orchard's downtown area, while warmer marine waters impact both the
natural environment and public health. According to Kitsap County's Climate Change Resiliency
Assessment, under the low -emissions scenario, Port Orchard will as likely as not (50% likelihood)
experience sea level rise of 0.4 feet by 2030, 0.8 feet by 2050, and 2.2 feet by 2100. These rising sea
levels are expected to exacerbate existing challenges with saltwater in its downtown area. Additionally,
the City may expect to experience other climate impacts, including an increase in the number of
extreme heat days during the summer and decrease in freeze -free days during the winter and increased
intensity of maximum 24-hour precipitation events.
The impacts of a changing climate over time are likely to be felt across all aspects of life in Port Orchard.
These climate impacts emphasize the importance of implementing proactive planning and adaptation
strategies to protect Port Orchard's environment, infrastructure, and community well-being.
5.4 Natural Systems Goals and Policies
General
NS Goal 1. Maintain accurate and scientifically sound development regulations that
protect the City's natural resources, while allowing for compatible growth
and development.
Policy NS-1 Maintain a Critical Areas Ordinance that protects surface water resources including fish
and wildlife habitats and wetlands with special consideration for special status wildlife
(listed species).
Policy NS-2 Utilize Best Available Science to improve the protection of and increase the accuracy of
information about wetlands, flood plains, channel migration zones, watershed
boundaries and stream locations and types.
Policy NS-3 Map wetlands, streams, fish and wildlife habitat conservation areas, geologically
hazardous areas, frequently flooded areas, flood plains, channel migration zones, and
the findings of professionally conducted local wetlands inventories into Critical Areas
maps.
Policy NS-4 Support the development of private mitigation banking programs in coordination with
county, state and federal agencies, with sites in multiple watersheds to mitigate for
unavoidable impacts to wetlands, streams, and their buffers. Ensure that replacement
of altered or displaced wetland or stream functions occurs within the drainage basin or
service area identified by the department.
Port Orchard Comprehensive Plan I December 2024 Page 5-70
Policy NS-5 Inventory and monitor natural resource and climate resilience factors, such as tree
canopy, open space, stormwater runoff, urban heat effects, and sea level rise,
establishing baselines and monitoring programs to measure future progress and
program needs.
NS Goal 2. Protect the water quality, flows and ecological integrity of streams,
wetlands, and Sinclair Inlet by appropriately regulating storm water and land
use while allowing for compatible growth and development.
Policy NS-6 Protect marine and fresh surface water resources by requiring that development,
including rights -of -way, in critical areas is consistent with the Critical Areas Ordinance,
Shoreline Master Program, Stormwater and Watersheds Comprehensive Plan, and other
applicable local, state and federal regulations.
Policy NS-7 Evaluate, avoid, minimize, and mitigate unavoidable impacts to surface water quality
and quantity during the planning and development review process. Consider the
cumulative impacts of existing and future development on surface water quantity and
quality.
Policy NS-8 Require native vegetation buffers along streams, marine and freshwater shorelines and
wetlands to protect the functions and values of those surface waters.
NS Goal 3. Preserve and enhance the City's tree canopy coverage to improve human
health, protect wildlife habitat and enhance ecological function through the
mitigation of urban heat island effects, reduction in stormwater runoff,
energy consumption and release of carbon into the atmosphere.
Policy NS-9 Adopt a canopy coverage target, consistent with NPDES Permit requirements, for the
City and monitor progress on a regular basis to determine if policy changes are
necessary to reach the City's target.
Policy NS-10 Identify parks and open spaces in the City where tree canopy coverage could be
increased.
Policy NS-11 Use trees and vegetation to mitigate erosion potential, meet drainage needs and reduce
the impacts of development.
Policy NS-12 Establish programs and policies that maintain and increase forests and vegetative cover
and prioritize the connectivity of forests that provide valuable wildlife corridors within
the City.
NS Goal 4. Adapt to changing climate conditions to minimize adverse effects on the
environment, infrastructure, economy, and public health, especially as they
relate to impacts on vulnerable populations and areas that have been
disproportionately affected by climate change.
Policy NS-13 Plan for and consider impacts from climate change including sea level rise, flooding,
wildfire hazards, and urban heat on both existing and new development.
Policy NS-14 Develop greenhouse gas (GHG) emissions inventories and climate action plans to reduce
or eliminate emissions.
Policy NS-15 Develop and implement adaptation strategies to prevent or minimize the adverse
effects of climate change.
Port Orchard Comprehensive Plan I December 2024 Page 5-71
Policy NS-16 Consider and implement where feasible nature -based solutions to address climate
change, such as tree planting programs to sequester carbon, and low impact
development strategies to address stormwater runoff, flooding and pollution.
Policy NS-17 Reduce risk from natural hazards through mitigation, prioritizing vulnerable
communities. Identify areas susceptible to flooding, wildfires, earthquakes, landslides
and other natural hazards that overlap with at -risk populations to prioritize capital
improvements.
Policy NS-18 Apply an equity lens when considering the impacts of climate change on vulnerable and
disadvantaged populations who have the least resources to deal with its impacts.
Prioritize capital improvements in areas that have been traditionally underinvested in
the City.
NS Goal S. Ensure that all residents of the City, regardless of race, social or economic
status have clean air, clean water, and other elements of a healthy
environment.
Policy NS-19 Reduce impacts to vulnerable populations and areas that have been disproportionately
affected by noise, air pollution, or other environmental impacts.
Geologically Hazardous Areas
NS Goal 6. Protect the public health, safety and welfare from geologic hazards.
Policy NS-20 Ensure that development in geologically hazardous areas occurs in a manner that
minimizes hazard to health or property and minimizes impacts to the natural
environment, including stream and shoreline processes.
Policy NS-21 Protect public safety and health, maintain water quality and habitat, minimize erosion
of soils and bluffs, and diminish the public cost of repairing areas from damage due to
landslides, erosion and seismic activities through appropriate regulation and
development conditions.
Policy NS-22 Where information about extensive fill areas is known, depict fill areas as areas of
geological hazard.
Policy NS-23 Restrict development in geologically hazardous areas according to the Critical Areas
Ordinance, unless the site is demonstrated by a qualified geotechnical engineer to be
suitable for building.
Policy NS-24 Protect forested steep slopes and ridgelines designated as geologically hazardous areas.
Policy NS-25 Require revegetation with appropriate native plant species and enhancement of existing
native vegetation on steep slopes that have been cleared in violation of the Critical
Areas Ordinance.
NS Goal 7. Consider geologically hazardous areas in assigning comprehensive plan
designations and implementing zones.
Policy NS-26 Maintain and update a City map for land use planning and regulatory purposes that
depicts both Geologically Hazardous Areas and Areas of Geologic Concern, per the
definitions in the Critical Areas Ordinance.
Port Orchard Comprehensive Plan I December 2024 Page 5-72
Policy NS-27 Maintain and update a Critical Areas Ordinance that addresses land use controls in
geologically hazardous areas.
Policy NS-28 Base the geologically hazardous areas map on best available scientific information, such
as the Coastal Zone Atlas of Washington, Quaternary Geology and Stratigraphy of Kitsap
County, and other available geotechnical reports.
Policy NS-29 Update the geologically hazardous areas map regularly to reflect the latest information.
Policy NS-30 Establish development standards in geologically hazardous areas that promote
retention and maintenance of existing native vegetation, and which discourages clearing
of ridgelines and slopes to provide scenic vistas, and to ameliorate stormwater drainage
impacts.
Policy NS-31 Encourage location of building sites away from steep slopes and breaks in slope.
Critical Aquifer Recharge Areas
NS Goal 8. Safeguard the quality and quantity of long-term water supplies by preserving
and protecting critical aquifer recharge areas through use of the appropriate
regulatory means.
Policy NS-32 Coordinate with the US Geological Survey, Kitsap County Health District, and the City
Public Works Department to maintain and update the methodology and mapping used
to identify Category I and Category II Critical Aquifer Recharge Areas.
Policy NS-33 Limit land uses listed by the Environmental Protection Agency (EPA) Office of
Groundwater and Drinking Water exhibit titled "Potential Sources of Drinking Water
Contamination Index' within Category I Critical Aquifer Recharge Areas. Within Category
II areas, require appropriate safeguards and/or mitigation for listed land uses.
Policy NS-34 Require proposed projects that present a potential threat to critical aquifer recharge
areas and groundwater quality to provide hydrogeologic information to evaluate the
proposal, in accordance with adopted plans and regulations.
Policy NS-35 Implement plans created to improve water resource management, using resources
available to accomplish higher priority actions first.
Policy NS-36 Take immediate action to correct or limit saltwater intrusion in areas with evidence of
intrusion and prevent saltwater intrusion in areas where hydrologic information
indicates that saltwater intrusion is likely.
Wetlands
NS Goal 9. Protect the water quality, flows and ecological integrity of wetlands by
appropriately regulating land uses and storm water through the
development review process.
Policy NS-37 The City's Critical Areas Ordinance shall protect existing wetland functions in order to
maintain water quality, retention, and wildlife habitat. New development adjacent to
protected wetlands shall be subject to vegetative buffers as identified in the Critical
Areas Ordinance and other applicable development standards.
Port Orchard Comprehensive Plan I December 2024 Page 5-73
Policy NS-38 Strive to achieve no net loss of wetland function in the short term, and a measurable
gain of wetland function in the long term, in the following manner: Avoid direct impacts
on wetlands and buffers; minimize direct impacts to wetlands and buffers; and mitigate
impacts through creation, restoration, or enhancement of wetlands or buffers.
Policy NS-39 Use of fencing, tape, or approved alternative to delineate wetland boundaries, buffers,
and construction setbacks during construction shall be required as a condition of the
land use permit or building permit. No construction activity or mechanical equipment
shall be allowed in these delineated areas.
Policy NS-40 Identification of wetlands and delineations of their boundaries shall be done in
accordance with the approved federal wetland delineation manual and applicable
regional supplements, and the most recent version of the Washington State Rating
System for Western Washington, or as required in the City's Critical Areas Ordinance.
Policy NS-41 Require the use of green infrastructure and low -impact development where such
approaches are feasible when mitigation is required to address increased storm
intensities and stormwater runoff.
Frequently Flooded Areas
NS Goal 10. Reduce the risk of damage to life, property, and the natural environment
from flooding through appropriate regulatory means. Prevent development
on floodplains that might have the potential to damage property or increase
height, flow or velocity of floodwater.
Policy NS-42 Avoid development in frequently flooded areas except when no conditions will be
created which will be injurious to life, property or natural systems in times of flooding.
Policy NS-43 Require improvements to existing structures within frequently flooded areas to be
constructed using methods and practices that minimize flood damage.
Policy NS-44 Minimize diking and bank protection that may alter the natural hydrology of streams,
except where used to enhance habitat.
Policy NS-45 Prohibit the construction of flood barriers that will unnaturally divert floodwaters or
that may increase flood hazards in other areas.
NS Goal 1 1. Prevent land use in floodplains that may degrade water quality during
times of flooding.
Policy NS-46 Prohibit locating hazardous materials and solid waste facilities in floodplains.
Policy NS-47 Coordinate with the Kitsap County Health District to identify failing septic systems and
connect to sewer, where available.
Fish and Wildlife Habitat Conservation Areas
NS Goal 12. Preserve natural flood control, stormwater storage and drainage or
stream flow patterns.
Policy NS-48 Minimize habitat fragmentation and maximize connectivity of open space corridors
when designating land use and zoning classifications and reviewing development
proposals.
Port Orchard Comprehensive Plan I December 2024 Page 5-74
Policy NS-49 Identify and protect habitat conservation areas throughout the city, where appropriate.
Policy NS-50 Coordinate with appropriate federal and state agencies, local tribal governments, and
community organizations to refine and maintain thorough assessments of habitat types
and areas with important habitat elements. Based upon these assessments, develop a
habitat protection plan that identifies areas most in need of protection and restoration,
with special consideration for special status wildlife species.
Policy NS-51 Consider the potential development impacts to habitat conservation areas, plant
communities, and fish and wildlife populations in designating land use and zoning
classifications.
Policy NS-52 Require appropriate native vegetative buffers along surface waters to protect fish and
wildlife habitat. Larger or enhanced buffer areas may be required to adequately protect
priority fish and wildlife species. Buffer enhancement, restoration, and/or mitigation
shall be required where buffers have been degraded or removed during new
development.
Policy NS-53 Review development applications located within identified habitat conservation areas
and forward those that may pose a potential adverse impact to the appropriate
agencies for review.
Policy NS-54 Encourage developers to protect continuous corridors of native vegetation wherever
possible, to disturb as little natural vegetation as feasible, and to enhance or restore
wildlife habitat by transplanting or planting native vegetation in the developed
landscape.
Policy NS-55 Encourage redevelopment of areas within the city that were previously developed but
that are now underutilized or vacant, to promote the highest and best use of existing
properties and minimize new environmental impacts.
Policy NS-56 Encourage cluster development to protect fish and wildlife habitat and, where possible,
plan cooperatively with adjacent property owners to provide maximum habitat
potential. Restoration of native vegetation within undeveloped areas of cluster
development should be a requirement of such development.
Policy NS-57 Encourage best management practices in the use of herbicides and pesticides near
wetlands, surface waters or drainage ditches.
NS Goal 13. Maintain accurate and sound development regulations that preserve the
biological diversity of Port Orchard and the Puget Sound.
Policy NS-58 Improve mapping of critical areas and buffers throughout Port Orchard and the South
Kitsap Urban Growth Area.
Policy NS-59 Maintain a CAO and development regulations that protect habitat conservation areas
and important habitat elements.
Policy NS-60 Identify species of local importance within Port Orchard City Limits.
Port Orchard Comprehensive Plan I December 2024 Page 5-75
NS Goal 14. Preserve the biological diversity of Port Orchard and Puget Sound using non -
regulatory means as appropriate.
Policy NS-61 Maintain a citywide inventory of existing plant, fish, and wildlife habitat, including
habitat for all species of concern identified by Washington Department of Fish and
Wildlife, and make information available to the public.
Policy NS-62 Map priority conservation areas based upon a synthesis of existing citywide assessments
of aquatic habitat quality, terrestrial habitat quality, and groundwater recharge
potential. Work with appropriate state agencies, local tribal governments, and
community organizations to refine and maintain thorough citywide assessments of
habitat types and areas with important habitat elements. Based upon these
assessments, develop a habitat protection plan that identifies areas most in need of
protection and restoration, with special consideration for special status wildlife.
Implement the habitat protection plan through the Parks Plan and other incentive -
based, non -regulatory efforts. Where inventories are incomplete, make it a high priority
to complete them.
Policy NS-63 Minimize habitat fragmentation and maximize connectivity of open space corridors
when implementing non -regulatory efforts.
Policy NS-64 Work with other government jurisdictions to coordinate watershed management and
habitat protection efforts for watersheds and corridors that cross jurisdictional
boundaries.
Policy NS-65 Ensure that the City's Parks, Recreation, and Open Space Plan is consistent with habitat
inventories and habitat protection plans.
Policy NS-66 Minimize impacts to fish and wildlife species when siting trail systems through habitat
conservation areas.
Policy NS-67 Encourage public -private partnerships and voluntary efforts to protect, restore, and
enhance fish and wildlife habitat. Provide information about existing government and
private programs pertaining to voluntary habitat protection, enhancement, and
restoration.
NS Goal 15. Protect anadromous fish runs in the City of Port Orchard using appropriate
regulatory means.
Policy NS-68 Give special consideration to the protection of anadromous fish species when
determining land use and zoning designations, and when developing and applying
development regulations. Consider the relative importance of a stream's fisheries
resource.
NS Goal 16. Protect and restore anadromous fish runs in the City of Port Orchard
using appropriate non -regulatory means.
Policy NS-69 Restore local salmon populations by participating in the West Sound Watersheds
Council Lead Entity and the Puget Sound Partnership.
Policy NS-70 Develop and implement recovery plans for anadromous fish and other listed species
under the Federal Endangered Species Act. Work with appropriate state and federal
agencies, local tribal governments, and community organizations and adjacent
jurisdictions to identify deficiencies in City programs and regulations.
Port Orchard Comprehensive Plan I December 2024 Page 5-76
Policy NS-71 Work with resource agencies, tribal governments, the County, and others to inventory
nearshore areas, prioritize and implement restoration projects.
Policy NS-72 Work with resource agencies, local tribal governments, the County, and others to
inventory, prioritize, and restore fish blockages, degraded stream reaches, and
wetlands.
Policy NS-73 Support and coordinate volunteer stream and wetland restoration and preservation
efforts.
NS Goal 17. Update the Ross and Blackjack Creek watershed plans to improve water
resource management and implement improvements for ground and surface
water quality and quantity in cooperation with tribal governments and
interested citizens.
Policy NS-74 Implement plans created to improve water resource management and monitoring,
including the recommendations of the proposed Kitsap Peninsula (WRIA 15) Watershed
Plan and Kitsap County Groundwater Management Plan, using resources available to
accomplish higher priority actions first. Use watershed plans as a means of identifying
projects with a broad base of community support and coordinating with neighborhood
jurisdictions.
Policy NS-75 Coordinate with other jurisdictions, agencies, and private landowners to reduce the
impacts of non -point source pollution upon aquatic resources by implementing the
recommendations of approved watershed action plans.
NS Goal 18. Develop a funding strategy and financing plan that uses a mix of local, state,
federal and private funds to achieve conservation and restoration priorities.
Policy NS-76 Develop locally controlled long-term funding source(s) for natural resource protection
and enhancement. Utilize these funds to the maximum extent possible to leverage grant
funds.
Policy NS-77 Coordinate with the State Department of Ecology, Kitsap Public Utility District, Kitsap
County, area tribal governments, and other jurisdictions and government agencies to
pursue funding for water resource management efforts.
NS Goal 19. Comprehensively monitor and manage water resources through non -
regulatory means to ensure their long-term viability.
Policy NS-78 Ensure that local water resources are comprehensively monitored, paying special
attention to aquifer recharge areas, groundwater levels, stream flows, and saltwater
intrusion. Maintain a citywide water quality monitoring program.
Policy NS-79 Adequately maintain groundwater quantity to avoid saltwater intrusion and to protect
in -stream flows for anadromous fish populations. Utilize Best Available Science to
determine desired streamflow and determine means of achieving those flows.
Policy NS-80 Seek opportunities to use reclaimed water for wetland augmentation, irrigation, stream
enhancement, and aquifer replenishment.
Port Orchard Comprehensive Plan I December 2024 Page 5-77
Policy NS-81 Coordinate actions of the City of Port Orchard Public Works Department with other
agencies and jurisdictions to improve runoff quality and reduce runoff flow rates to
mitigate flooding and improve water quality. Utilize a basin approach to stormwater
facility planning.
Policy NS-82 Ensure all existing City -owned stormwater facilities, and all new private facilities and
culverts are properly designed, constructed and maintained to reduce the occurrence of
flooding, improve the quality of surface waters, and enhance aquifer recharge.
Maintenance shall occur on a regular basis to ensure flood protection and water quality
functions
Policy NS-83 Employ best management practices in the City's use of herbicides and pesticides near
surface waters or drainage ditches.
Policy NS-84 Educate City residents and businesses about the natural environment and the benefits
of healthy surface and groundwater resources.
Policy NS-85 Incorporate best available science related to the effects of climate change on water
availability and quality into future water resource planning. Ensure stormwater facilities
meet or exceed requirements for managing peak flows as climate change increases the
frequency and intensity of storm events.
Shorelines and Aquatic Areas
NS Goal 20. Encourage shoreline access and diversity by recognizing the distribution and
location requirements of housing, commerce, industry, transportation,
public buildings, education, recreation and natural resources.
Policy NS-86 Encourage and support shoreline diversity through planned and coordinated
development, which gives preference to water -dependent uses, maintenance of
shoreline resource values, and continuing environmental protection.
Policy NS-87 Ensure shoreline access for all Port Orchard residents and visitors.
NS Goal 21. Water -dependent and water -related commercial uses should be encouraged
when the shoreline can accommodate such development.
Policy NS-88 Encourage and support water -related and water -dependent commercial uses that are
environmentally compatible with the City's Shoreline Master Program and other
shoreline and aquatic area protection policies and regulations.
Policy NS-89 Land use activities shall be sited and designed to minimize conflicts with and avoid
impacts to the shoreline environment.
Policy NS-90 Encourage maritime dependent services and industry to remain and to improve their
services while operating in an environmentally sustainable manner.
Port Orchard Comprehensive Plan I December 2024 Page 5-78
NS Goal 22. Increase public awareness of the historical, cultural and environmental
influences of Port Orchard's shorelines.
Policy NS-92 Historical, cultural, educational or scientific areas should be identified, preserved and/or
restored and shoreline development within them should be minimized.
Policy NS-93 Waterfront historical districts (those identified now and in the future), cultural resource
areas and specific historic sites and structures should be integrated into zoning and
planning maps and development regulations.
Policy NS-94 Public awareness of the historical, cultural and environmental influences of Port
Orchard's shoreline should be increased through educational and interpretive projects.
NS Goal 23. When development or redevelopment of shoreline properties is proposed,
the development proposal should include restoration of degraded shoreline
habitat where feasible, consistent with the requirements of the City's
shoreline master program.
Policy NS-95 Shoreline development proposals should include an analysis of potential opportunities
for restoration of degraded shoreline habitat, including but not limited to opportunities
for: removal of shoreline fill, bank armoring and overwater structures; re-establishing
intertidal and riparian vegetation; and restoring tidal processes.
Policy NS-96 Shoreline development proposals should include an analysis of anticipated impacts to
shoreline ecological functions and provide mitigation measures sufficient to ensure no
net loss of such functions.
NS Goal 24. Manage land use and water resources so that shellfish and finfish that utilize
marine and freshwater in Port Orchard are abundant and fit for human
consumption.
Policy NS-97 Maintain or improve water quality such that shellfish within Port Orchard are safe to
consume.
Policy NS-98 Maintain or improve marine habitat such that there is no net loss of shellfish habitat
quantity and quality within Port Orchard compared to a baseline of 1995.
Policy NS-99 Maintain or improve fresh, estuarine, and marine habitat such that there is no net loss
of fin fish habitat quantity and quality within Port Orchard compared to a baseline of
1995.
Port Orchard Comprehensive Plan I December 2024 Page 5-79
Figure 5-6. Port Orchard Environmental Map
0
0(% of Purl Orchard
Emironmcntal Slip
Legend
0 cn k..4.y
Fie IW.e A_
M O A% , CFWa Nave
® FE1W Z—AE
® FEiA.—A
w- FWO.,
—'omrcw+�•
�ole�rt.',i.Ylnh
0.MOOc MUN
Ann �ICanan
M� Flnre Areas
A�tl Ease W np'mM� Ner
Vowo es
W .E
Port Orchard Comprehensive Plan I December 2024 Page 5-80
Figure 5-7. Port Orchard FEMA Flood Zone Map
lAl"III ■IfJIII
■II
II :IIIII �H �I;=,''
II!i'I : � rY]LiYR.?
•.
Gil
'"
, � r'•
II1 r11��
'',
t
�
\�11
k All Ri��i•
_li
rRUDE
r
�
it �
' r'•iai�
�
ice+ Ji
u7�11♦ Aw���
�
�l.
��
� 11I�II
•3^HG,J
All
_
al
`
Ylrr IVIE
.Ilr r�l ; =
IIIIII,
0
Ix� ■ ■
�� R1' �n ■ raA'
�t (Mlunp ��fl film// exII
HIT
�'��'
��
ulliji��
•n+• mrlril
- -
Port Orchard Comprehensive Plan I December 2024 Page 5-81
ieure 5-8. Port Orchard Shoreline Jurisdiction Man
City of Port Orchard
ShomAhae Jurisdiction
�^ Shoreline Jurisdictim
i7y Boundary
roan Growth Area
Feet
1,20@,400 4,5-0 7,200
Chapter 6 Economic Development
6.1 Introduction
The purpose of the Economic Development Element is to outline the City's goals and policies for types,
intensity, and location of employment, commercial services for residents, and industrial businesses.
Economic Development Vision
Plan for a vital, sustainable economy with
a diversity of jobs and businesses that
create a healthy local employment and
economic base, supported by an
appropriate range of land uses.
This chapter also outlines goals for balancing
environmental protection and economic growth,
creating connections with the business community, and
improving the overall economic state of Port Orchard.
In addition, this chapter will briefly discuss employment
goals in Port Orchard and the potential benefits of the
City as an employment hub within Kitsap County.
The economic vision for the future of Port Orchard as a whole can be summarized by the following
guiding principles:
• Unify the business community.
• Establish investment priorities.
• Plan for a vital sustainable economy.
• Work in concert with current plans and processes.
• Promote, attract, and maintain a diversity of jobs and businesses to create a dynamic, diverse, and
vigorous employment and economic base.
• Honor and value Port Orchard's unique maritime past.
• Create opportunities for small businesses, women -owned businesses, and minority -owned
businesses to locate in the City, decreasing barriers to entry where possible.
• Continue to identify and support centers within the City where job growth opportunities and
infrastructure investments can be prioritized.
• Maintain a balanced mix of residential and commercial land uses and adjust the future land use map
as economic conditions change over time.
This Element provides goals and policies to guide development, identify key goals and opportunities,
and designate appropriately zoned land for development of primary employment. The Comprehensive
Plan promotes economic development by designating a diverse mix and appropriate range of
commercial, office, industrial, and residential land uses that, in turn, will provide opportunities for
businesses to locate within proximity to residents and create living wage jobs that contribute to a
healthy local economy.
The City of Port Orchard's economic development policies prioritize working with the private sector and
area employers to grow and improve our community and its economy. The intended outcome of this
collaboration is increasing quality of life and opportunity for our citizens. Local economic policy also
plays a strong role in balancing the needs of growth and protection of our environment. Areas
designated for economic development must have easy access to necessary public facilities such as
utilities and highways yet have a limited impact on environmentally sensitive areas such as the Puget
Sound, streams, and wetlands.
Port Orchard Comprehensive Plan I December 2024 Page 6-83
6.2 Economic Conditions
6.2.1 Geographic Setting
Port Orchard is well located. It is only a 10-minute ferry ride or 20-minute drive from the county's
largest city, Bremerton, and the Naval Shipyard (part of Naval Base Kitsap). From Bremerton, a one -hour
WSDOT ferry provides a connection to downtown Seattle, the economic and cultural center of the
Pacific Northwest. Additional Kitsap Transit operated passenger -only ferry services (fast ferries) are
available from both Bremerton and Southworth, with each providing an approximate 30-minute travel
time to downtown Seattle. Among cities in Kitsap County, Port Orchard is the closest to international
export terminals at the Port of Tacoma. Port Orchard is a one -hour drive (without traffic) from the
region's main international airport in SeaTac and is also near Bremerton National Airport and the
surrounding industrial center.
Port Orchard has taken advantage of its many miles of waterfront. Water -dependent businesses include
boat maintenance, sales, and moorage in several public and private marinas.
6.2.2 Population
Port Orchard has steadily grown since its incorporation in 1890. As of 2020, Port Orchard's population
was 15,587 according to the U.S. Census, and the Washington Office of Financial Management (OFM)
estimates the 2024 population at 18,300. The Kitsap Regional Coordinating Council's Countywide
Planning Policies have allocated the City a share of the Puget Sound Region's expected 20-year growth,
amounting to an increase of 10,500 people between the 2023 and 2044 planning horizon. This is not a
population growth projection, but rather informs the City how many new residents it must plan for by
way of zoning regulations and infrastructure capacity. The County's total allocation is established in
Vision 2050 using population estimates derived from the U.S. census.
Kitsap County Buildable Lands Report estimates that Port Orchard has an additional population capacity
of 16,250 residents as of 2020. This is greater than the City's planning target (10,500 additional
residents) as found in the Countywide Planning Policies and means that the City has surplus capacity for
an additional 5,750 residents. Technically, this surplus means the City is not bound to implement any
significant changes to its land use and zoning regulations to accommodate its allocated growth.
However, it is prudent to begin planning now so that the City grows responsibly and uses its developable
land efficiently.
Another consideration is the population of the South Kitsap Urban Growth Area (UGA), the land around
the City that has been designated for eventual annexation into Port Orchard. The 2021 Kitsap County
Buildable Lands Report shows the UGA population in 2012 was 14,505, and the County has allocated it
an increase of 3,552 people by 2044. The Buildable Lands Report shows the UGA has a capacity of 3,552
people through the planning period, which identifies adequate housing capacity within the UGA to meet
the UGA's population allocation.
Based on the 2021 Kitsap County Buildable Lands Report, the total population capacity for the City of
Port Orchard and the UGA would amount to a total population of 41,173. This has significant
implications for the City's economic development policies and its provision of public services. Even if the
City doesn't annex these areas, many of the residents living in the UGA work, shop, recreate, and travel
in Port Orchard. As such, the City must consider the proximity of these areas and impacts to the City
from this population when making decisions.
Port Orchard Comprehensive Plan I December 2024 Page 6-84
6.2.3 Employment
As of 2022, the Puget Sound Regional Council reports that Port Orchard hosts 7,722 jobs. This data is
derived from the Washington State Employment Security Department. Like recent Comprehensive Plan
Updates, the largest employment share continues to be service jobs, a broad category that includes jobs
in technical and scientific services, health care and social assistance, arts and entertainment, and
accommodations and food services. Retail jobs make up the second largest share with government jobs
ranking third, which is attributable to Port Orchard being the county seat.
Overall, job growth has been primarily confined to the service and retail sectors, with some growth in
construction jobs over the past decade, likely reflecting the large amount of homebuilding occurring in
the community. Port Orchard has a notably smaller share of technology and information jobs compared
to Seattle and other parts of the Puget Sound region. The Washington State Employment Security
Department estimates that as of summer 2023 up to 25 percent of workdays nationally are worked from
home, and this trend has potential implications for the City, particularly if technology and other
knowledge industry workers in the region choose to live in Port Orchard due to lower costs of living. The
sector breakdown is shown below in Figure 6-1.
Figure 6-1. Port Orchard Employment Sectors
3,500
Services
3,000
2,500
2,000
1,500
1,000
500
Retail --�
Government
Warehousing,Transport. Education
p Finance, Real Estate �
Manufacturi
2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022
Source: Puget Sound Regional Council (PSRQ Covered Employment
Port Orchard Comprehensive Plan I December 2024 Page 6-85
Port Orchard has also been allocated a set amount of employment growth by the Kitsap Countywide
Planning Policies. As required by the Kitsap Countywide Planning Policies, Appendix B- 2, between 2020-
2044 the City must plan for an additional 5,400 jobs, with 2,571 of those being commercial jobs and 560
being industrial jobs.
Almost two-thirds of the allocated employment growth is based on increased jobs in finance, insurance,
real estate, and services. The City must also plan for manufacturing jobs to nearly quadruple, though the
actual number is relatively small. Residents have voiced support for enabling light industrial activities in
established commercial areas, while there is less support for locating new heavy industrial businesses in
Port Orchard. The City should strike a balance between being open to new industries and encouraging
them to locate its own industrial park within the City, or in the Puget Sound Industrial Center -
Bremerton, a nearby industrial park within the City of Bremerton.
The 2021 Kitsap County Buildable Lands Report found that Port Orchard currently has the capacity for
5,243 additional jobs, which is slightly less than the allocation. This indicates Port Orchard needs to add
153 jobs worth of employment capacity to support future employment growth targets, which is resolved
by making minor adjustments to the zoning maps and by adding capacity within the Bethel Lund and
Bethel Sedgwick subareas. Jobs capacity is determined by calculating the amount of additional
commercial and industrial square footage that can be accommodated within the City.
Additionally, the Washington Employment Security Department (ESD) publishes medium- and long-term
forecasts of employment growth by region. Figure 6-2 shows forecast new jobs by sector in Kitsap,
Clallam, and Jefferson Counties through 2030. Many of Port Orchard's prominent sectors, including
government, leisure and hospitality, and retail trade, are expected to see significant regional growth in
the coming decades, some of which should be captured by Port Orchard. On the other hand, there are
also expected to be a significant number of new professional, business, and health care jobs in the
region as well, which Port Orchard may wish to consider strategies for attracting.
Figure 6-2. Forecasted Jobs by Employment Sector
GOVERNMENT
-
OTHER SERVICES
LEISURE and HOSPITALITY
EDUCATION and HEALTH SERVICES
PROFESSIONAL and BUSINESS SERVICES
FINANCIAL ACTIVITIES
■
NFORMATION
■
TRANSPORTATION, WAREHOUSING AND UTILITIES
.
RETAIL TRADE
WHOLESALE TRADE
■
MANUFACTURING
.
CONSTRUCTION
NATURAL RESOURCES and Mining
0 1,000
Source: Washington Employment Security Department
Port Orchard Comprehensive Plan I December 2024
2020-2025 ■ 2025-2030
2,000 3,000 4,000 5,000
Forecast New Jobs
Page 6-86
6.2.4 Wages
Wage data for Port Orchard is not directly available, but the U.S. Bureau of Labor Statistics does collect
data for all of Kitsap County. While this can be generally applied to Port Orchard, it should be noted that
these numbers may not account for local differences and that wage and employment conditions change
overtime. However, many Port Orchard residents work outside of the city in Bremerton and other job
centers in the county, including numerous military installations.
The county has higher than average concentrations of those working in:
• architecture and engineering
• life, physical, and social sciences
• community and social service
• healthcare support
• food service
• construction and extraction
• installation, maintenance, and repair
The median household income (MHI) in Port Orchard in 2020 was $71,719, while the MHI for Kitsap
County was $78,969 and the MHI for Washington State as a whole was $77,006. Port Orchard's MHI in
2020 represents a 21 percent increase since 2010 when adjusted for inflation, which is significantly
higher than the 12 percent increase in Kitsap County and 14 percent increase in Washington State
during the same timeframe.
6.2.5 Businesses
Port Orchard has a variety of businesses that serve residents from throughout the greater South Kitsap
region. Most shopping and service areas are characterized by large and recognized chains. Key
commercial areas include the Bethel corridor, Mile Hill, and the Sedgwick/SR-16 corridor, where national
retailers and grocery stores make up a large part of the City's tax base.
Port Orchard is also home to several business clusters. There are several healthcare facilities along the
Tremont corridor that include medical centers and assisted living facilities. Located in the industrial park
are manufacturers of building furnishings, electronics, and aerospace parts. The Kitsap County campus
south of downtown has a large concentration of government jobs, which attracts private firms
specializing in engineering, land development and law.
There are also a variety of small businesses throughout Port Orchard. Many residents take pride in that
fact nearly all the businesses on the core stretch of Bay Street are small and locally based. They include
restaurants and eateries, a theatre, antique shops, bail bondsmen and several boutiques. Creating an
economic environment that encourages small, local businesses has been identified as an important
consideration by the community, as well as the importance placed on redeveloping and improving the
Downtown core. Port Orchard also has many self-employed residents in home businesses.
Port Orchard Comprehensive Plan I December 2024 Page 6-87
6.2.6 Tax Structure
The City operates on an annual budget of approximately $128 million in 2024, with operating funds
representing approximately $47.6 million of the budget. The budget is divided into multiple accounts
that have dedicated funding sources, and each must have balanced revenues and expenditures each
year. Much of the budget pays for Port Orchard's streets, water system, sewer system, and stormwater
system, which are vitally important to maintaining quality of life and the local economy. The "Current
Expense" fund is perhaps the most visible to the public, as this fund is supported by property and sales
taxes and primarily pays for the operations of each City department.
The sales tax rate in Port Orchard is 9.3% and breaks down as follows:
State: 6.5%
City of Port Orchard: 0.94%
Criminal Justice: 0.10%
Kitsap County: 0 .35%
Kitsap Transit: 1.10%
Emergency Communications: 0.20%
KC Mental Health Treatment Services: 0.10%
State Administration Fee: 0.01%
Figure 6-3. Taxable Retail Sales in Port Orchard 2012-2022
$1,000,000,000
$900r000r000
$800,000r000
$700r000r000
$60 ,WG,000
$500,wo, 0o
$400,000,Q00
$300,000,ow
$200,000,ow
S100,000,o00
So
2012 2013 2014 2015 2016 21017 2018 2019 2CM 2021 2022
As of 2024 the City's annual property tax is 1.072 cents per $1,000 of assessed value. Other property
taxes levied by a number of other local governments combine for a total rate of 8.42 cents per
$1,000 of assessed value. For a residential property assessed at the area's median value of
$469,750, the rate is equivalent to $3,044 per year.
Port Orchard Comprehensive Plan I December 2024 Page 6-88
6.3 Challenges
VISION 2050 calls on local governments to address the obstacles and special needs related to
economically disadvantaged populations, particularly through a housing lens. The City is committed to
improving the economic conditions of its residents by providing opportunities for living -wage businesses
to locate and grow within Port Orchard, by supporting educational and vocational training opportunities,
by promoting efficient land use with housing, jobs and mass transit in proximity to each other, and by
encouraging development and maintenance of affordable, adequate housing options to serve a variety
of household types. Emphasis is placed on providing these services within designated local centers
where a need for revitalization, infill development, and/or improvements to transportation facilities
have been identified.
6.4 Economic Development Goals and Policies
This Plan addresses Economic Development in several categories, each with associated goals and
policies which provide the primary foundation for this Economic Development Element, supporting both
the overall vision of the Comprehensive Plan and the needs and desires of the community.
ED Goal 1. Support a diversified economy that provides primary living wage jobs for
residents, supported by adequate land for a range of employment uses, and
which encourages accomplishment of local economic development goals.
Policy ED-1 The City should maintain an adequate inventory of land to accommodate targeted
employment growth.
Policy ED-2 The City should enable the establishment of new businesses and the expansion of
existing businesses through fair, consistent, and timely permitting processes.
Policy ED-3 Encourage new economic development opportunities that utilize regional
infrastructure, including highway, rail, aviation, and marine links between Port Orchard,
the Puget Sound Industrial Center -Bremerton, the Port of Tacoma, Naval Base Kitsap,
and the greater region.
Policy ED-4 Promote business opportunities that utilize and attract the availability of a highly skilled
workforce and within geographic proximity to military facilities.
Policy ED-5 Promote business opportunities that provide on-the-job training, educational
opportunities, and other means of assistance for disadvantaged populations to achieve
living -wage employment.
ED Goal 2. Encourage new commercial development to occur within designated centers
near housing, multi -modal transportation connections, and urban services.
Policy ED-6 The City should encourage residential and commercial growth in centers where job
opportunities and a diverse mix of retail and professional/technical office activities are
concentrated.
Policy ED-7 The City shall prioritize economic development and redevelopment in local centers.
Policy ED-8 The City shall undertake efforts to redevelop downtown in the interest of vibrancy,
community, and small business.
Policy ED-9 The City shall encourage the continuation and marketing efforts of downtown events
and holiday festivals.
Port Orchard Comprehensive Plan I December 2024 Page 6-89
Policy ED-10 The City shall continue to implement a citywide wayfinding system that directs residents
and visitors to civic and commercial centers of local importance.
ED Goal 3. Encourage growth and diversification that maximizes employment and
improves the opportunity for residents to both work and live in Port
Orchard.
Policy ED-11 The City shall implement long-term economic policies that support the needs of
employers while meeting diversification and employment objectives and improving the
City's tax base.
Policy ED-12 The City should improve economic competitiveness by developing incentives for
business growth, expansion, and relocation, and by utilizing tools such as tax incentives
and modernization and streamlining of development regulations.
Policy ED-13 The City shall strive to ensure its future employment allocation is met with primary jobs,
which produce goods or services principally sold to clients outside of the City, to support
the creation of secondary jobs, which produce goods or services principally sold to
clients within the City.
Policy ED-14 Attract a variety of retailers, services, and light industry to provide diverse shopping and
service opportunities.
Policy ED-15 Identify and eliminate disparities in access to economic opportunities by gathering and
incorporating community feedback in future land use planning activities.
Policy ED-16 Establish relationships with community stakeholder groups to better understand how
local and regional policies affect City residents, particularly as they relate to people of
color and people with low incomes.
ED Goal 4. Promote and support a healthy, diverse economy that provides for a strong
and diverse tax base, maintains an industrial base, and encourages the
retention, attraction, and expansion of business in Port Orchard.
Policy ED-15 Recognize the arts as a contribution to the economic diversity of Port Orchard. Prefer
local, qualified artists for public art commissions.
Policy ED-16 Recognize and encourage tourism as a growing contribution to the economic diversity of
Port Orchard.
Policy ED-17 Encourage small business enterprises and cottage industries.
Policy ED-18 The City shall allow traditional home occupations as permitted by local regulations,
including live -work units.
Policy ED-19 Maintain Port Orchard as a unique and significant waterfront destination with
recreation and retail opportunities for tourists and residents.
Policy ED-21 The City shall support the full utilization and build out of industrially zoned properties in
the Port Orchard Industrial Park. Explore streamlined permitting processes for future
development.
Port Orchard Comprehensive Plan I December 2024 Page 6-90
ED Goal S. Increase residents' ability to enjoy a high quality of life and access to healthy
living opportunities, such as locally produced food, nearby grocery stores,
parks and open space, and safe streets for all users.
Policy ED-22 The City shall ensure its land use code permits urban agriculture and community
gardens within compatible zoning districts.
Policy ED-23 Encourage the continuation and expansion of the Port Orchard Farmer's Market into a
year-round event and identify other sites around the City that could be used for
additional farmer's markets.
Policy ED-24 Support the local food economy and its capacity to grow, process, and distribute food
within Port Orchard and throughout the South Kitsap area and encourage local
restaurants and food retailers to buy and sell local products.
Policy ED-25 The City shall ensure that centers allow for neighborhood scale grocery stores and
restaurants to ensure that the City's residents have access to healthy food options.
Policy ED-26 The City shall prioritize pedestrian, bicycle, and transit facility improvements that
connect grocery stores, healthcare facilities, and general commercial centers to
surrounding residential areas.
ED Goal 6. Provide a diverse mix and appropriate range of commercial, industrial, and
business park uses within Port Orchard and South Kitsap area that will
provide living wage jobs.
Policy ED-27 The City shall encourage mixed use developments within centers and other areas
designated for mixed -use development that will enhance the visual, economic, and
environmental quality of these areas and improve the transition between commercial
and residential districts.
Policy ED-28 The City shall require pedestrian orientation for non-residential uses and office or
residential uses above ground floor retail uses within centers.
Policy ED-29 The City should encourage the redevelopment of strip commercial areas through
changes to the land use code, landscaping code, and signage code.
ED Goal 7. Balance business and industrial development with environmental protection
and continue to maintain and enhance the quality of life in Port Orchard as
growth occurs.
Policy ED-30 The City should encourage new industrial uses to locate its own industrial park within
the City, or in the Puget Sound Industrial Center -Bremerton.
Policy ED-31 The City should encourage the use of "green" materials and techniques in all types of
construction by adopting the US Green Building Council Leadership in Energy and
Environmental Design (LEED) standard for public projects.
Policy ED-32 The City should remove barriers that prevent innovative low -impact development
strategies consistent with the adopted stormwater manual. Allow for multiple uses of
landscaping and reduction in impervious surface areas, such as bioswales, porous
paving, and vegetated roofs.
Port Orchard Comprehensive Plan I December 2024 Page 6-91
Policy ED-33 The City should encourage solid waste reduction by residents and businesses.
Policy ED-34 The City should ensure that development standards and regulations are permissive of
modern technologies that mitigate potential environmental impacts and provide
environmental benefits, with regular review and updating as new technologies emerge.
Policy ED-35 The City should pursue ongoing actions and policies that are consistent with the Puget
Sound Clean Air Agency's targets for local emission reductions in an effort to address
and reduce greenhouse gas emissions.
ED Goal 8. Coordinate economic expansion so that it is concurrent with capital
facilities, multi -modal transportation networks, and urban services,
especially within centers.
Policy ED-36 Encourage the full utilization and development of designated commercial and industrial
areas. Promote revitalization and redevelopment within existing developed areas to
take advantage of investments in existing buildings and infrastructure.
Policy ED-37 Further explore ways to reduce long-term and commuter parking on the City's
downtown waterfront, such as the addition of a parking garage.
Policy ED-38 Support increased Kitsap Transit bus and foot ferry service during evenings and
weekends year-round.
Policy ED-39 Encourage the provision of high-speed Internet service citywide, including
implementation of fiber optic infrastructure and wireless internet, and require that new
development and redevelopment allow fiber optic cable to locate in utility corridors and
easements where feasible.
Policy ED-40 Encourage and incentivize the undergrounding of utilities where feasible.
ED Goal 9. Foster and facilitate partnerships and cooperation among government,
private corporations, and nonprofit entities to promote the economic
development goals and policies of Port Orchard.
Policy ED-41 As appropriate, work with other jurisdictions, state and federal agencies, tribes, Port of
Bremerton, Kitsap Economic Development Alliance (KEDA), South Kitsap Chamber of
Commerce, Port Orchard Bay Street Association, and the Kitsap County Public Utilities
Districts, in marketing and developing the City of Port Orchard.
Policy ED-42 Work in association with community business groups, economic development
groups/agencies, and residents to create branding opportunities that identify and
promote economic development opportunities throughout the City.
Policy ED-43 Work with local community business groups to support growth and participation in the
organization, including supporting efforts to receive certification/accreditation with
other local, regional, state, and national economic development organizations.
Port Orchard Comprehensive Plan I December 2024 Page 6-92
ED Goal 10. Attract and encourage expansion of educational and medical institutions
to assure a highly skilled work force.
Policy ED-44 Encourage the maintenance and expansion of public and private schools within Port
Orchard to serve a growing population.
Policy ED-45 Encourage the development of higher education institutions within Port Orchard to
provide vocational, technical, and postsecondary programs.
Policy ED-46 Encourage the development and expansion of medical institutions that serve a growing
local and regional population while utilizing and attracting a highly skilled workforce.
ED Goal 11. Ensure adequate land use capacity for job growth needs in commercial,
retail, and industrial employment sectors.
Policy ED-47 Encourage commercial land uses on the ground floor of mixed -use buildings within zoning
districts in areas designated as centers for growth.
Policy ED-48 In association with future Comprehensive Plan updates and zoning amendments related
to commercial, retail, and/or industrial uses, review the City's land use capacity needs and
projections to ensure consistency with growth targets.
ED Goal 12. Support and recognize the contributions of the region's culturally and
ethnically diverse communities, institutions, and Native Tribes.
Policy ED-49 Coordinate with Tribes in local and regional planning and economic development efforts,
recognizing the mutual benefits of coordinated growth.
Policy ED-50 Recognize Tribes' contributions to local and regional economic prosperity, land and
resource management, placemaking, and cultural enrichment.
ED Goal 13. Economic development strategies should address with environmental
concerns, promote equity and access to opportunity, minimize displacement
impacts to existing businesses, recognize the importance of existing and
emerging technologies, and protect the quality of life.
Policy ED-51 Coordinate with regional jurisdictions and agencies to develop coordinated strategies and
interjurisdictional processes to mitigate the impacts of displacement.
Policy ED-52 Utilize PSRC's Displacement Risk Mapping Tool to identify areas within the City that have
higher risk of displacement based on neighborhood conditions, and establish mitigation
programs for these areas to promote equitable outcomes.
Port Orchard Comprehensive Plan I December 2024 Page 6-93
Chapter 7 Utilities
This Utilities Element of the 2024 Comprehensive Plan Periodic Update provides direction and guidance,
based on consultant research and analysis of the City's Water System Plan10, General Sewer Plan11, and
Stormwater and Watersheds Comprehensive Plan12, in collaboration with City staff, to improve and
maintain the City's existing utility system and develop additional utility infrastructure and capacity to
Utilities Vision
Develop and maintain public and private
utilities to meet the needs of a growing
population and a 215T century economy.
Services are efficiently provided and
available to the entire community.
Utilities are sited, designed, and operated
in a manner that is consistent with
d' 1 d d 't'
meet the City's growth needs. The Element also draws
from the system plans prepared by outside agencies such
as West Sound Utility District, Bremerton Water, and Puget
Sound Energy (PSE). This Element is based on 2023 data,
facilities, population and projected growth patterns, with a
planning horizon projected to 2044.
The state Growth Management Act (GMA) requires that
comprehensive plans include a utilities element that
indicates the general location of existing facilities, the
surroun mg an uses an main ains proposed location of future facilities, and capacity of all
community character. existing and proposed utilities. The GMA also requires that
public utilities shall be adequate to serve development at
the time the development is available for occupancy and use, without decreasing current service levels
below locally established minimum standards.
Over the next 20 years, the City expects that utilities will need to be provided to approximately 26,087
residents of the incorporated City and urban growth area (UGA). Public and private utility providers must
plan for the necessary infrastructure to rehabilitate aging systems, respond to growth, and adapt the
changing technology and consumer behavior. Although the City does not control non -City managed
utilities, such as water within the City of Bremerton's water services area, water and sewer in West Sound
Utility District's service area, telecommunications, natural gas, and electrical service, it does regulate how
non -City owned utilities are developed and managed within Port Orchard.
The Utilities Element, in conjunction with the City's functional plans for water, sewer, and storm water
management, is the guiding or strategy document that the City will use to achieve its goals of providing
utilities at the appropriate levels of service to the City's existing and future residents and businesses.
The Utilities Element serves as a policy guide for general maintenance and improvement of the utility
system while the City's functional plans include more detailed inventory, analysis, and specific
recommendations for utility maintenance, improvement, and future development. The City's regulatory
and non -regulatory decisions and programs, as well as budget decisions related to utilities, should be
consistent with this Element and with the City's functional plans.
Additionally, this Element works in tandem with the Land Use Element and the Capital Facilities Element to
ensure that Port Orchard will have adequate utilities available for projected growth concurrent with the
impacts of growth and development. Policies in this Element also address environmental impacts,
facilities siting and construction, economics, and design aesthetics.
io https://Portorchardwa.gov/documents/2020-water-system-plan/
11 https://storage.googleapis.com/proudcity/portorchardwa/uploads/2017/10/General-Sewer-Plan-Update-
FINAL1.pdf
" https://Portorchardwa.gov/documents/2023-port-orchard-stormwater-and-watersheds-comprehensive-plan/
Port Orchard Comprehensive Plan I December 2024 Page 7-94
7.1 City -Managed Utilities
Sewer
The City of Port Orchard owns, operates, and maintains wastewater collection and conveyance facilities
serving portions of the City that collects and delivers wastewater to the South Kitsap Water Reclamation
Facility (SKWRF). The City has an interlocal agreement for wastewater treatment with the West Sound
Utility District (WSUD), which operates the SKWRF. WSUD also provides sewer collection and conveyance
to the eastern portion of the City and the City's UGA.
There are approximately 70 miles of sewer lines within Port Orchard's sewer utility ranging from 2 to 24
inches in diameter. These lines include approximately 49 miles of gravity sewers, 8 miles of force mains,
and 14 miles of septic tank effluent pumping (STEP) mains. There are 17 pump stations within the
system. The City also maintains a telemetry system to monitor the operating conditions of system
components.
The City's current service area is approximately 2,100 acres, with a population of about 17,480. Over the
next 20 years, the City's sewer service area is expected to grow to approximately 5,700 acres to serve
the estimated population of about 26,087.
Water
The City provides drinking water within portions of the city limits and selected adjacent areas within its
retail service area, supplied primarily by six active wells. There are two interties with the City of
Bremerton's water system and an emergency intertie with the WSUD. Eight reservoirs provide 4.8
million gallons of storage. There are three booster pump stations, and over 300,000 feet of pipe ranging
from 4 to 18 inches in diameter.
Other water suppliers within Port Orchard include Berry Lake Manors, which serves a 30-unit mobile
home park, the City of Bremerton serves areas north of Old Clifton Road in the western parts of Port
Orchard, and the WSUD, which serves selected areas on the eastern boundary of the City outside the
City water service area.
Stormwater
The City manages stormwater conveyance facilities that collect runoff and provides treatment and
discharge in accordance with federal and state requirements for water quality protection.
As detailed in the City's 2023 Stormwater and Watersheds Comprehensive Plan, much of the City's
stormwater system discharges to Sinclair Inlet through a system of more than 50 outfalls along the
waterfront that varyfrom 5 to 24 inches in diameter. The piped and ditched portions of the system are
primarily within the older, more commercial areas of Port Orchard, while the outlying, more residential
areas are largely composed of the remaining elements of the region's original natural drainage system
(i.e., lakes, streams and wetlands) and are supported by a widely distributed system of culverts, ditches,
pipes, and ponds.
7.2 Non -City Managed Utilities
The Washington Utilities and Transportation Commission (WUTC) regulates the services and defines the
costs that a utility can recover, to ensure that the utility acts prudently and responsibly. Under the GMA,
both the WUTC and the City of Port Orchard have jurisdiction over the activities of electric, gas, and
telephone utilities within the City. The City has the authority to regulate land use and, under the GMA,
the requirement to consider the locations of existing and proposed utilities and potential utility
corridors in land use planning and permit decisions.
Port Orchard Comprehensive Plan I December 2024 Page 7-95
The Telecommunications Act of 1996 established the role and responsibilities of the Federal
Communications Commission in licensing wireless communication providers. The licenses allow the right
to use a block or blocks of the radio frequency spectrum to provide wireless services. The Act recognizes
the authority of state and local governments over decisions regarding siting of wireless communication
facilities, subject to certain limitations.
Sewer
Residents within the City that are outside of the City's sewer service area are served by the West Sound
Utility District (WSUD).
Water
A small portion of the City is served by the West Sound Utility District (formerly known as Annapolis
Water District), whose service area lies east of Port Orchard and includes portions of the City's eastern
potential annexation, or urban growth area. An interlocal agreement is in place to ensure coordination
and compatibility with the City's water service.
The City's 260 Pressure Zone water supply is augmented during high demand or emergency conditions
through an intertie with the City of Bremerton.
Solid Waste and Recycling
Solid waste and recyclable materials collection is contracted to Waste Management Northwest.
Electrical Service
Puget Sound Energy (PSE) builds, operates and maintains the electrical system serving Port Orchard.
Natural Gas Service
Cascade Natural Gas builds, operates and maintains the natural gas distribution system that serves Port
Orchard. Cascade Natural Gas has indicated that their service area covers all of Port Orchard and its
UGA.
Telecommunications
Telecommunications is the transmission of information in the form of electronic signals or similar
means. Telecommunications services generally include the following categories:
• Landline telephone. CenturyLink and Astound provide landline telephone service to Port
Orchard.
Wireless communications (cell towers or antennae). A variety of cellular communication and
wireless data services are available in Port Orchard (Verizon, Sprint, etc). Currently, these
services rely on ground -based antennae located on towers or buildings.
Cable television and broadband internet. There are several providers that serve Port Orchard,
such as Astound, CenturyLink, KPUD and DIRECTV.
7.3 Existing Conditions
Asset Management
In 2024, the City of Port Orchard will begin the initial implementation of a comprehensive Asset
Management Program (AMP) to enhance utility infrastructure longevity. Through rigorous assessments,
the City will develop a strategic plan prioritizing preventive maintenance, capital improvements, and
replacements. Asset management software and staff training will improve predictive maintenance. This
program implementation will assist in providing a resilient and sustainable future, ensuring utility
infrastructure would endure and efficiently serve the growing community.
Port Orchard Comprehensive Plan I December 2024 Page 7-96
Sewer
The condition and capacity of the City's wastewater collection system, including gravity sewer lines, force
mains, and lift stations, was analyzed by the City's consultant in association with the General Sewer
Plan's September 2020 Amendment. The conveyance system was analyzed using the InfoSWMM
computer modeling platform. This hydraulic model simulated the performance of the major collection
system components, including all pump stations and the major sewer mains within the City's collection
system. The General Sewer Plan13 identifies minor capacity issues under existing flow conditions in
areas throughout the City which will be addressed through implementation of the Capital Improvement
Program (CIP).
The General Sewer Plan identifies some necessary upgrades to the Bay Street Lift Station Replacement,
Marina Pump Station, Tremont Place Diversion, and Golden Pond Lift Station. Additional new facilities,
including South Sidney Lift Station and Sidney Second Force Main, have been identified to provide adequate
capacity in the City's wastewater system as future development occurs. These improvements are included in
the General Sewer Plan's 6-year Capital Improvement Program (CIP) and are described in more detail in
the adopted General Sewer Plan Update.
Water
The City's water supply and distribution system is examined on a regular basis, as required by State and
Federal requirements. The City's adopted Water System Plan14, indicates that the water system meets
the City's domestic drinking water requirements, although capacity analysis will remain an ongoing
effort as the City continues to see additional development activities. Water supply needs are met
through utilizing City wells, and an intertie with the City of Bremerton water supply. There is an
emergency intertie with the City of Bremerton to the 260 pressure zone that can be activated in the
event that additional fire flow is needed. The City has drilled additional wells and is pursuing water
rights through the Foster Pilot Project15 for future demand.
The analysis also determined that continued treatment of current and future well supplies will be
required, primarily for disinfection and removal of naturally occurring compounds. Larger size pipelines
will be needed both to replace existing and aging water mains, primarily in older sections of the City, and
to improve the flow of water during projected fire events.
Port Orchard purchases water from Bremerton through a 16-inch transmission main. A recent Interlocal
Agreement (November 2019) includes selling assets like the 580 Zone tank to Bremerton. Bremerton will
supply 750 gpm until Port Orchard meets specified conditions, allowing both systems to operate
independently.
Port Orchard, part of a pilot project under Section 301 of ESSB 6091, is demonstrating water resource
mitigation sequencing per RCW 90.94.090. To update aging wells, the City has applied for water right
changes and new water rights for Wells 12 and 13, targeting a deep sub -sea level aquifer to minimize
impacts on local streams. The Foster Pilot Mitigation projects aim to mitigate water resource impacts
within the City's service area. More information on this project can be found by following the link
referenced below.
Stormwater
The City is required to comply with the National Pollutant Discharge Elimination System (NPDES) Phase II
13 https://storage.googleapis.com/proudcity/portorchardwa/uploads/2017/10/General-Sewer-Plan-Update-
FINAL1.pdf
14 https://portorchardwa.gov/documents/2020-water-system-plan/
" https://ecology.wa.gov/water-shorelines/water-supply/water-rights/case-law/foster-decision
Port Orchard Comprehensive Plan I December 2024 Page 7-97
Municipal Permit, which is a federal Environmental Protection Agency permit program administered by
the State Department of Ecology (Ecology). As part of compliance measures, the City is required to
develop and administer a stormwater management program that reduces discharge of both point source
and nonpoint source pollution carried by stormwater. One requirement of this program is the adoption of
the minimum stormwater design standards outlined by the Washington State Department of Ecology's
Stormwater Management Manual for Western Washington (SWMMWW) and apply these standards to
all new permit applications. The SWMMWW maintains the required use of Best Management Practices
to reduce pollutant discharges and encourage low -impact development measures that minimize
creation of impervious surfaces and disturbance of native vegetation and soils. Additionally, the
SWMMWW provides guidance for development project review to ensure that water quality standards
are maintained during construction and operation phases of development proposals, and that receiving
waters are protected from adverse impacts of stormwater.
In order to comply with the NPDES Phase II Municipal Permit requirements and implement stormwater
quality goals, the City has developed and adopted the 2023 Stormwater Management Program Plan and
the 2023 Port Orchard Stormwater and Watersheds Comprehensive Plan. In addition to NPDES Phase II
Municipal Permit compliance, these policy documents address the City's goals for flooding and water
quality concerns, infrastructure maintenance and management, resources needed to implement the
goals of each Plan, and capital improvement list identifying major infrastructure upgrades and necessary
funding.
Historically, the Sinclair/Dyes Inlet water bodies have had reduced water quality, partially due to
longstanding discharges of industrial, agricultural, and septic system discharges within the contributing
watersheds. The City is required to monitor water quality for fecal coliform bacteria and respond to any
illicit discharges, including accidental spills, illegal connections, and illegal dumping into the storm sewer
system, with the long-term goal of complying with the NPDES and eliminating these discharges to
prevent further degradation of these Puget Sound Inlets.
7.4 Relationship to Centers
In accordance with VISION 2050 and the Countywide Planning Policies, several centers have been
established within the City. Centers serve important roles as sub -regional hubs and secondary
concentrations of development, with a dense mix of housing and services such as stores, medical offices,
and libraries. Additional information regarding centers locations throughout the City, and specific goals
and policies for those centers, are contained in Chapter 2: Land Use of this Comprehensive Plan.
One purpose of centers is to enable the City to deliver services more cost -efficiently and equitably
within a development pattern that is environmentally and economically sound. Through subarea
planning, the City will designate desired development types, locations, and patterns within each Center.
Provision of utilities and improvements to utility services within Centers should be a City priority.
7.5 Future Needs
Sewer
Future needs for the City's sewer collection system primarily arise from a need to address deficiencies
that have been identified in the City's existing wastewater system, generally due to aging and
insufficient capacity. If not corrected, these deficiencies will be exacerbated as the City continues to
grow. In addition, future needs include the provision of the needed infrastructure to accommodate
future growth.
Port Orchard Comprehensive Plan I December 2024 Page 7-98
In the near -term future (0-6 years), the focus of the CIP for the sewer collection system is the
replacement and/or retrofitting of key components for several pump stations. Long-term improvements
(7-20 years) will be required for conveyance pipelines throughout the City, including the McCormick
Woods Drive SW, Bay Street, and Port Orchard Boulevard gravity sewer lines. These issues are discussed
in the City's Sewer Plan in greater detail. Table 7-1provides an overview of the near -term future
improvements.
Water
The primary challenge for future water service in the City of Port Orchard is meeting the needs of future
development while maintaining sufficient yield from its permitted ground water supply. Both short and
long term needs of the City regarding water utility services are primarily oriented around the ability to
withdraw, treat, and supply water to the increasing development pressures the City faces. The initial
planning and analysis efforts have identified a series of projects that will be required to maintain and
strengthen the performance of the City's water supply system. To improve the water supply system
reliability, the City intends to develop additional well supply(ies) to provide sufficient capacity for the
City to become self-sufficient, thus using the Bremerton intertie as a standby/emergency source of
drinking water rather than a continuous source of water supply. New pipelines will also be installed to
improve the system's capability to move water throughout the system. In addition, new storage
reservoir(s)will be needed to optimize system performance and provide water to meet operational and
firefighting capacity requirements. Providing an intertie between the City's existing upper water
pressure zone (660pz/580pz) and the existing lower water pressure zone (390pz/260pz) will also
enhance system redundancy, improving overall service and reliability.
Beyond 2025, additional water rights may be required, however, the City will want to keep detailed
water use records and monitor peaking rates. With reductions in water use due to conservation, type of
development changes, or lifestyle changes, it is possible that the existing system could support future
development without additional improvements. However, there are multiple projects programmed in
the near -term future, as detailed in the Capital Facilities Element.
Stormwater
The City's CIP identifies five capital projects for stormwater that are intended to address localized
flooding, stabilize stream bank erosion, protect habitat and water quality, resolve conveyance capacity
issues, and protect public and private roads and other infrastructure from flood damage These planned
improvements and priority rankings are accurate at the time of issuance of this Plan but may be revised
as facility conditions and other situations change.
Non -city utility providers will experience increased demand for services as the City grows and will need to
plan for new or improved facilities. As new technologies for Internet, wireless telephone, and other
telecommunications systems are implemented, these improvements will further the City's goal of
economic growth and competitiveness. Through its land use regulation and permitting authority, the
City should ensure that these utilities are broadly available to residents and businesses throughout the
City, and that there are not excessive visual impacts within existing neighborhoods and local centers.
Port Orchard Comprehensive Plan I December 2024 Page 7-99
7.6 Utilities Goals and Policies
UT Goal 1. Ensure utilities are provided in a timely manner to meet the needs of Port
Orchard's future population.
Policy UT-1 Facilitate planning for utility improvements by providing utility purveyors with population
and employment projections on a regular basis.
Policy UT-2 Improvements and additions to utility facilities shall be planned and constructed
so that utility services are sufficient to serve anticipated growth.
Policy UT-3 Encourage the designation and development of utility corridors and facilities in a
manner consistent with the needs and resources of the City.
Policy UT-4 Coordinate provision of utilities with future development by designating appropriate
sites for utility facilities and ensuring their availability and consider future annexations in
developing coordinated strategies for supplying future utilities to the City.
Policy UT-5 Coordinate provision of utility services with planned development by improving
mechanisms to process development permits and approvals in a fair and timely manner.
Policy UT-6 Consider impacts and timing of future phases of development when permitting
large utility projects.
Policy UT-7 Ensure that development regulations allow timely development of utility facility
additions and improvements.
Policy UT-8 Establish capacity and levels of service for City managed utilities.
Policy UT-9 The City shall not allow for the extension of municipal utilities outside City limits, except
extensions in specific circumstances that are necessary to protect public health and
safety, the environment, and when they are financially supportable at rural densities
that do not permit urban development.
Policy UT-10 Prioritize the provision of utilities and improvements to existing utilities within
designated centers importance. Ensure utility services are provided in an efficient,
coordinated, and comprehensive manner.
Policy UT-11 City decisions regarding utility corridors and facilities should consider regional utility
needs as well as City interests.
Policy UT-12 Enhance efficiency of planning for utilities by facilitating coordination between the
City of Port Orchard, City of Bremerton, WSUD, WUTC, and utilities regulated by the
WUTC during development of comprehensive utility plans.
Policy UT-13 Coordinate collection, integration and maintenance of Geographic Information
System (GIS) utility data among utility providers to ensure consistent and up-to-date
information on facility locations and capacities.
Policy UT-14 Enhance efficiency by coordinating the implementation of utility facility additions
and improvements affecting multiple jurisdictions.
Policy UT-15 Coordinate land use, transportation, and utility planning and development.
Policy UT-16 Ensure that utility policies and regulations are consistent with, and complementary to,
utility public service obligations.
Port Orchard Comprehensive Plan I December 2024 Page 7-100
Policy UT-17 Ensure that utilities are provided consistent with applicable rules, regulations, and
prudent utility practice.
Policy UT-18 Ensure all chapters of the Port Orchard Comprehensive Plan (and implementing
development regulations) are consistent with, and do not otherwise impair the
fulfillment of, public service obligations imposed upon the utility provider by federal and
state law.
Policy UT-19 Utilize software and technology that facilitates effective and efficient utility data
collection and analysis.
Policy UT-20 Encourage reductions in the per capita rate of water consumption through
conservation, efficiency, reclamation, and reuse.
UT Goal 2. Maintain and enhance utility service quality.
Policy UT-21 Encourage utility providers to protect and enhance the performance, reliability and
stability of their utility systems.
Policy UT-22 Encourage utilities to incorporate new and improved technologies to enhance the
quality and cost effectiveness of their services consistent with the provider's public
service obligations.
Policy UT-23 When stormwater BMPs are deemed ineffective due to site -specific conditions, explore
and apply appropriate site -specific BMPs.
UT Goal 3. Minimize environmental and aesthetic impacts of utility facilities.
Policy UT-24 Place utility facilities along public rights- of -way and encourage underground
distribution lines in accordance with state rules and regulations.
Policy UT-25 Encourage siting of large, above ground utilities (e.g.; antennas, towers) in industrial or
commercial areas or along appropriate transportation and utility corridors.
Policy UT-26 Minimize the visual impact of utility facilities on view corridors, vistas, and adjacent
properties by developing design guidelines for cellular towers, antennas, and other
types of utility facilities.
Policy UT-27 For new development, retrofitting and major remodels, including upgrades to site
utilities, the City shall require the undergrounding of future or existing utility lines
including gas, cable television, electric distribution lines, and telephone as appropriate
during the design review process and in accordance with local, regional, and state rules,
regulations, and tariffs.
Policy UT-28 As new development occurs and creates additional demand for public services, assess
the potential to conserve/upgrade existing utility facilities before developing new
facilities.
UT Goal 4. Support and promote energy conservation.
Policy UT-29 Encourage and support development of renewable energy projects and technologies.
Policy UT-30 Establish and support renewable energy incentives for businesses and residents.
Policy UT-31 Encourage programs to educate utility users on the benefits and means of conservation.
Port Orchard Comprehensive Plan I December 2024 Page 7-101
UT Goal S. Support the extension of fiber optic cable in the City of Port Orchard.
Policy UT-32 Recognize broadband's influence and importance to economic diversification in Port
Orchard.
Policy UT-33 Encourage installation of broadband infrastructure in all new residential subdivisions,
economic development projects, and arterial improvements.
Policy UT-34 Partner with broadband and fiber optic service providers within the City to ensure
coordination efforts for enhanced access to high-speed internet for new development
proposals.
UT Goal 6. Enhance community resilience to natural hazards through effective siting,
design, construction, and operation of public services and infrastructure.
Policy UT-35 Identify challenges resulting from natural hazards such as earthquakes, landslides,
wildfires, and sea level rise as they relate to the siting and design of new public services
and infrastructure.
Policy UT-36 Recognize historical disproportionate impacts to vulnerable populations, who tend to
have greater exposure to natural hazards and the resulting impacts on public services.
Port Orchard Comprehensive Plan I December 2024 Page 7-102
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).
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.
8.3 Transportation System Inventory
8.3.1 Existing Roadway Network
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,
Port Orchard Comprehensive Plan I December 2024 Page 8-104
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.
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 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.
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
Description
Classification
High capacity, high speed, regional connections.
Freeway
Maximum mobility with full access control.
Principal
Provide connectivity between different areas of a region.
Arterial
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
Port Orchard Comprehensive Plan I December 2024 Page 8-105
zs-1. cuz4 aireez runctlonai Liassmcation
Functional Classification
Freeway
Principal Arterial
Minor Arterial
Collector
-I City Limit Outline
Urban Growth Area
_ J-
1
I
I
I
, I I
Transportation Solutions
I N w•I
SK"<iaFR 7
� RO
SE 61ELMCI)_R R
0 0.5 1 9.5 2 mi
Port Orchard Comprehensive Plan I December 2024 Page 8-106
8.3.2 Transit Service
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
Cedar Heights Jr HS, Sedgwick Landing
Sa 10:00 AM-5:25PM
60 min.
Bethel: PO Ferry, Bethel Ave, Walmart, Fred Meyer, Mitchell
M-F 5:OOAM-7:52PM;
8
Ave, South Kitsap High School
Sa 10:OOAM-5:25PM
30 min.
South Park: PO Ferry, Albertson's, Town Square, Walmart,
M-F 6:50AM-8:15PM;
9
Jackson Ave, Center, Veterans Home on Bay Dr
Sa 10:30AM-5:15PM
60 min.
Annapolis Commuter: PO Ferry, Annapolis P&R, Towne
M-F 5:15-7:15 AM;
81
Square, Armory P&R, Mitchell, Jackson, Lund, Madrona
M-F 3:00-5:49PM
15 min.
Southworth Shuttle: PO Ferry, Armory P&R, Mile Hill,
M-F 4:35-10:25AM;
86
Manchester, South Colby, Southworth Ferry
M-F 2:00-8:18PM
30 70 min.
Purdy Connector: PO Ferry, Mullenix P&R, Purdy P&R
M-F 6:00-9:OOAM;
PC
On -demand
M-F 3:00-6:0013M
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 SR166.
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.
Other Transit Services
Kitsap Transit operates several alternative transit services in the Port Orchard planning area:
Worker/Driver buses are driven by employees at Naval Base Kitsap (NBK)-Bremerton and NBK-Bangor.
The buses operate like a large vanpool where the driver boards the bus near home in the morning and
picks up coworkers on the way to work. Kitsap Transit has 32 Worker/Driver routes, including several in
the Port Orchard Planning Area.
ACCESS is a demand -response paratransit service under the Americans with Disabilities Act (ADA).
ACCESS provides door-to-door transportation for eligible riders who are unable to use the fixed -route
bus system. The service is available in Port Orchard and the surrounding area.
VanLink is a shared -cost ACCESS -alternative program which provides local social service agencies with
Port Orchard Comprehensive Plan I December 2024 Page 8-107
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.
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
Port Orchard Comprehensive Plan I December 2024 Page 8-108
Long -Range Transit Planning
The Kitsap Transit Long -Range Transit Plan 2022-204216 (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 (18/36). 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 Motorsports Park
facility.
16 https://bit.ly/3WDNSZG
Port Orchard Comprehensive Plan I December 2024 Page 8-109
Figure 8-2. Existing Public Transit Facilities
Transit Routes
1
Route 4
°
Route S
Route 8
T
Route 9
1t
Route 81
�
r
m
1
Route 86°
■
Purdy Connection
166
U
$
9
m
! Y
16
-- Port Orchard Foot Ferry
-- Annapolis Foot Ferry
OTransit Center
1 1
cyo
OT Planned Transit Center
VE
a Park & Ride
g
Limit
1 City Outline
4 o
i
�
Urban Growth Area
SW BERRY LAKE RD
L
SE 34LMDNB
Rn
C�IFTCN
G
IOLD
RD SP10+A
1
_
i
/ 1)
I
9W
1 r�����11■■
Transportation Solutions
_
0
0.5
1
S.
4.5
2 mi
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 Plan17 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).
17 https://bit.lyhttps://bit.l�/3R31fJB
Port Orchard Comprehensive Plan I December 2024 Page 8-110
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;
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;
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.
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
Port Orchard Comprehensive Plan I December 2024 Page 8-111
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.
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 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
Port Orchard Comprehensive Plan I December 2024 Page 8-112
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 projects 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.
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.
Existing Bicycle Facilities
The Port Orchard street network currently includes marked bicycle facilities on the following routes:
• Tremont Street: Bike lanes on both sides from SR 16 interchange to Port Orchard Blvd.
• Lippert Drive: Bike lanes on both sides from Sidney Avenue to Pottery Avenue.
• Sidney Avenue: A 600-foot-long bike lane along the east side of Sidney Road at the Haven
Apartments frontage, approximately 1,500 feet north of Sedgwick Road.
• Melcher Street: Shared Lane Markings ("sharrows") from Heron Ridge Ave to Sherman Ave.
• SW Yarrow Street: Sharrows from McCormick Village Drive to Feigley Road SW.
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.
Port Orchard Comprehensive Plan I December 2024 Page 8-113
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.
Figure 8-3. Existing and Planned Arterial and Collector Nonmotorized Facilities Map
Nonmotorized Facilities µ
Existing Shared -Use Path
Existing Sidewalks & Bike Lanes m
`n
Existing Sidewalks (both sides) T / m
_— - Existing Sidewalk (one side)
Existing Paved Shoulder J
--- Planned Shared -Use Path
or �
-- Planned Sidewalks & Bike Lanes
School �o • • 1
W • • 1
t � 1
Park _ - 16 All
CommunityCenter
� 1
w � ■ 1
O Transit Center 1 r
• sF i r
O Park & Ride r
•
City Limit Outline N • If
' w ~ aLLUNDAVE
SEV
1 S
Urban Growth Area p ; �. • 1 —�
z
o
o`Y�I .i,, • 01 1 01
ff� I SW BERRYL4HE RO 1 L �-----�
1 • 1
L _�_ �-o-2,LRy
r 1 1
' I 1
' I
1 : �
SE BELMEIER R
Transportation Solutions 0 0.5 1 .5 2 ml
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 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
Port Orchard Comprehensive Plan I December 2024 Page 8-114
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)
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.
Port Orchard Comprehensive Plan I December 2024 Page 8-115
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 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.
Port Orchard Comprehensive Plan I December 2024 Page 8-116
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 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.
Port Orchard Comprehensive Plan I December 2024 Page 8-117
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.
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
Port Orchard Comprehensive Plan I December 2024 Page 8-118
a modern shared -use path, with completion planned over the next several years (as of 2024). It will run
through the downtown area and connect two waterfront parks and a public boat ramp. It will 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.
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.
Port Orchard Comprehensive Plan I December 2024 Page 8-119
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;
project)
Sedgwick Rd (SR 16 to
Sedgwick Road, consistent with 2018
0.7
97,808
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
Dr
Glenwood Rd
safety and accessibility improvements.
4.0
337
McCormick Village
McCormick Woods Dr
Complete paved shared -use path
Dev.
Dr
to north city limit
(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 diet18 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,
West
city limits
gutter, sidewalks, and bicycle facilities.
0.4
1,010
Sidney Ave
Tremont St to
Widen Sidney Ave to include
terminus
sidewalks, bike lanes, and storm
1.0
17,668
drainage.
Sidney Rd SW
Sedgwick Rd to Berry
Design phase of a project to widen the
Lake Rd
0.95-mile segment from Sedgwick
0.85
10,537
Road to Berry Lake Rd to three lanes
18 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 I December 2024 Page 8-120
Project
Limits
Description
Length
Cost
Estimate
(in $$$s)*
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 Ave
Port Orchard Blvd to
Provide concrete sidewalks, bike
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
Port Orchard Comprehensive Plan I December 2024 Page 8-121
Project
Limits
Description
Length
Cost
Estimate
(in $$$s)*
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
McCormick
TBD).
TBD
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
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.
Port Orchard Comprehensive Plan I December 2024 Page 8-122
Table 8-5. Street Segment Capacity Standards
Functional
Classification
Base
Capacity
(vphpl�)
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
Principal Arterial
850
425
595
-85
-170
-45
Minor Arterial
750
375
525
-4
-75
-4
Collectorl
62q
310
435
-3
-6
-3
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
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
LOS
Volume/
Description
Capacity
A
<_ 0.60
Facility accommodates all modes of transportation. Vehicles experience
free flow, with low volumes and high speeds.
Stable flow, with traffic conditions beginning to restrict operating speeds.
B
0.61— 0.70
Drivers still have reasonable maneuverability between multiple lanes. All
modes are accommodated.
C
0.71— 0.80
Fairly stable flow, but higher volumes more closely constrict speeds and
maneuverability.
Approaching unstable flow, with tolerable operating speeds and limited
D
0.81-0.90
maneuverability. Facilities without nonmotorized facilities and heavy
pedestrian/bike volume may experience unstable flow.
Nonmotorized users in travel lanes will conflict with heavy vehicle volume
E
0.91-1.00
and cause breakdowns in flow. Vehicles experience unstable flow with
reduced operating speeds.
F
> 1.00
Facility is unable to accommodate all modes. Vehicles experience forced
flow, operating under stop -and -go conditions.
Port Orchard Comprehensive Plan I December 2024 Page 8-123
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 I December 2024 Page 8-124
Figure 8-4. Street Design Standards
Street Design Standard
Principal Arterial A
- - - Principal Arterial B
Mlnor Arterial A
•-- Mlnor Arterial 6
- - - Mlnor Arterial C
- Collector A
- Collector B
Sedgwick-Bethel Corridor StL60
MCCOrmiCk C4mn1UnitiLES
City Limit 0,tlin,
U rba n Gr&ffUh Area
I
r
1
i
1
�FU!]Sjh7iTOtrQli �G�LCIOli.€
.e
1
0
Table 8-7. Intersection Level of Service Thresholds
LOS
Signalized and Roundabout
Delay (sec/veh)
Stop -Control
Delay (sec/veh)
A
<_10
<_10
B
>10-20
>10-15
C
>20 — 35
>15 — 25
D
>35 — 55
>25 — 35
E
>55 — 80
>35 — 50
F
>80
>50
A
F
1
1
1
1
1
�
-
r
L
i
I
#aswetin
2 mi
Port Orchard Comprehensive Plan I December 2024 Page 8-125
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. A six -foot -wide paved path separated from the paved roadway surface by either an unpaved
ditch or Swale, three feet wide;
b. An eight-to-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.
Port Orchard Comprehensive Plan I December 2024 Page 8-126
B. Traffic Capacity LOS: Traffic Capacity LOS is defined in the Highway Capacity Manual and is based on
PM peak hour vehicle capacity.
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
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.
Three -Quarter Street LOS. The street system shall consist of sidewalk, curb, gutter, all utilities,
and appurtenances, and one-half of the ultimate pavement width on the development side of the
right-of-way, plus a minimum 14-foot pavement width on the opposite side of the street. The
total width shall not exceed the ultimate design width. This will include, but not be limited to,
traffic control, drainage and other utilities, pedestrian facilities, transportation facility design,
construction, right-of-way, and easement dedications, for all transportation facilities, including
frontage improvements and arterial connections in conformance with criteria set forth in the
ultimate design LOS. 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.
Port Orchard Comprehensive Plan I December 2024 Page 8-127
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 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
Port Orchard Comprehensive Plan I December 2024 Page 8-128
must be in place on the adjacent street system to the point where they connect
to or intersect with an arterial street that meets the three-quarter street LOS on
the same side of the street as the development. Improvements may be considered
connected to adjacent improvements on the opposite side of the street, if the
connection is made with an approved pedestrian crossing facility at a controlled
intersection, providing protection to the pedestrians with a stop sign or traffic
signal, at the discretion of the city engineer.
Traffic Capacity LOS. Intersections and segments impacted 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:
1. Street Frontage. Three-quarter street LOS improvements must be in place on the project street
frontage.
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.
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.
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
Port Orchard Comprehensive Plan I December 2024 Page 8-129
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.
8.6 Traffic Forecasting
8.6.1 Land Use Assumptions
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 6,952
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
ufacturing, Wholesale Trade, Transportation, and Utilities (22, 31-
42,48-49)
F33,
405
5%
Total 1 8,615
Port Orchard Comprehensive Plan I December 2024 Page 8-130
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
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 Employment 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 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
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.
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 6t" 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.
Traffic Analysis Zone Structure
Transportation Analysis Zones (TAZs) are the geographic units used by a travel demand model to
Port Orchard Comprehensive Plan I December 2024 Page 8-131
represent land use and to generate trips into and out of the transportation network. Each TAZ's land use
determines the number of trips generated 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 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.
Trip Generation
Port Orchard Comprehensive Plan I December 2024 Page 8-132
The first step of the travel demand modeling process is to translate housing and employment into trip
origins and destinations for each TAZ. The travel demand model includes five trip types:
• Home -to -Work (HW) and Work -to -Home (WH): Trips with one end at the traveler's home and the
other end at the traveler's place of employment.
• Home -to -Other (HO) and Other -to -Home (OH): Trips with one end at the traveler's home and the
other end at somewhere other than the traveler's place of employment, e.g. shopping trips.
• Non -Home -Based (NHB): Trips without an end at the traveler's home.
Modeled trip generation rates were initially based on PM peak hour trip rates published in the Institute
of Transportation Engineers (ITE) Trip Generation Manual 11rh 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 Trip Generation Rates
Land Use
Units
HW1
WH'
HO'
OH'
NHB1D2
Total
Oz
Dz
Oz
Dz
Oz
Dz
Oz
DZ
O2
Single -Family Res.
DU
0.025
0
0
0.078
0.441
0
0.011
0.226
0.056
0.008
0.845
Multi -Family Res.
DU
0.012
0
0
0.047
0.291
0
0
0.137
0.018
0.005
0.510
RETAIL
Emp
0
0.015
0.074
0
0
0.502
0.192
0
0.472
0.221
1.476
FIRES
EMP
0
0.009
0.034
0
0
0.344
0.119
0
0.017
0.106
0.629
GOV
EMP
0
0.004
0.022
0
0
0.31
0.066
0
0.022
0.128
0.552
EDU
EMP
0
0.012
0.127
0
0
0.163
0.273
0
0.206
0.408
1.189
WTU
EMP
0
0.017
0.048
0
0
0.211
0.119
0
0.071
0.194
0.660
MANU
EMP
0
0.008
0.023
0
0
0.098
0.057
0
0.034
0.090
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
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) * (eau)
In the utility function, the independent variable U is defined as travel time between zones. The
parameters a, b, and c are calibration factors which influence the weight of travel time in the gravity
model. Gravity model parameters were calibrated with consideration for the Kitsap County travel
demand model, NCHRP Report 716 (TRB 2012), and traffic count data. The calibrated gravity parameters
are shown in Table 8-13.
Table 8-13. Trip Distribution Gravity Model Parameters
Port Orchard Comprehensive Plan Page 8-133
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
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.
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.
Figure 8-6. Travel Demand Model Calibration Statistics
3000
2500
3 2000
Q 1000
500
0 500 1000 1500 2000 2500 3000
Counted Volume
NumObs= 426
%RMSE= 15
RZ = 0.98
Slope = 0.95
Y-Int = 8.31
MeanRelError = 9%
Port Orchard Comprehensive Plan Page 8-134
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.
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 Segment 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
Delay2
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
Five 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 one segment of Sedgwick Road,
classified principal arterial roadways. 2044 street segment LOS deficiencies are identified in Table 8-16.
Port Orchard Comprehensive Plan Page 8-135
Table 8-16. 2044 Street Segment LOS Deficiencies
Name
Functional Classification
PM Peak Hour
Volume
V/C
LOS
Bethel Rd (Sedgwick Rd to Salmonberry)
Principal Arterial
1,540
1.29
F
Bethel Rd (Salmonberry to Lund Ave)
Principal Arterial
1,720
1.45
F
Sedgwick Rd/SR 160 (SR 16 to Bethel Rd)
Principal Arterial
1,770
0.93
E
Sidney Ave (Sedgwick to Berry Lk Rd)
Minor Arterial
2,500
1.69
F
Old Clifton Rd (City limit to Anderson Hill Rd)
Collector
1,590
0.95
E
By 2044, 10 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
Controls
PM Peak Hour
Volume
Delay2
LOS
On City of Port Orchard Routes
Bethel Rd SE & Salmonberry Rd
TWSC
2,135
>300
F
Bethel Rd & Blueberry Rd
TWSC
1,620
>300
F
Old Clifton Rd & McCormick Woods Dr
TWSC
1,720
47
E
Old Clifton Rd & Anderson Hill Rd
TWSC
1,840
>300
F
Old Clifton Rd & Lloyd Parkway
TWSC
1,750
62
F
Pottery Avenue & S Kitsap Boulevard
TWSC
1,090
35
E
On WSDOT Routes
Old Clifton Road & SR 16 EB ramps
TWSC
2,605
>300
F
Tremont Street & SR 16 WB ramps
TWSC
3,325
52
F
Sedgwick Road (SR 160) & Geiger Road
TWSC
2,265
99
F
Bay Street (SR 166) & Port Orchard Blvd
TWSC
1,785
92
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 Page 8-136
Figure 8-7. Street Segment and Intersection Level of Service Deficiencies
Street Segment & Intersection
Level of Service Deficiencies
Existing Deficiency l
♦` -i
2044 Deficiency t � V
1 �I City Limit Outline
Urban Growth Area J ��
<m r
W BELFAIR VALLEY RV-
- 16
! y
3
1
s w
1 Gaz
r
s��oxt
s
y
1
a
P
SE LAND AVE
Iy
SE�-
ir_
N
O
� <
1
1
SW BERRY
SE SALMONBERRY RD
1 -J
LAKE
RD
I
o
_ J—
'+
OLD CLI NRD
S>d
■
I
r
1
1
1
16
1
1
I
1
I
I
=
'
1
�
1
— -
I
1
a
—
1
I
W
N
Transportation soiutions
0
0.5
4 .5
2 mi
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).
Port Orchard Comprehensive Plan Page 8-137
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.
Table 8-18. Projects Necessary to Maintain LOS Standards
Cost Estimate (in
ID
Project Name
1
Limits
Description
$$$s)*
Projects Necessary to Mitigate Existing LOS Deficiencies
1
Bethel/Sedgwick
Bethel Rd
Complete street
Corridor Phase 3
(Sedgwick Rd
improvements per
to Blueberry
the
10,283
Rd)
Bethel/Sedgwick
Corridor Plan.
2
Bethel/Sedgwick
Bethel Rd
Complete street
Corridor Phase 4
(Salmonberry
improvements per
Rd to Lund
the
15,445
Ave)
Bethel/Sedgwick
Corridor Plan.
3
Bethel/Sedgwick
Intersection
New roundabout
Corridor Phase
improvements
halfway between SR
2,608
2a
16 and Bethel Rd.
4
Port Orchard
Tremont St to
Roundabouts at Bay
Blvd
Bay St (SR
St/PO Blvd &
Improvements
166)
Tremont St/PO Blvd;
17,977
complete street
improvements on
PO Blvd.
5
Old Clifton Rd &
Intersection
New roundabout or
SR 16 EB ramps
improvements
traffic signal
2,608
(coordinate with
WSDOT).
6
Tremont St & SR
Intersection
New roundabout or
16 WB ramps
improvements
traffic signal
(coordinate with
WSDOT).
2,608
Port Orchard Comprehensive Plan Page 8-138
Cost Estimate (in
ID
Project Name
1
Limits
Description
$$$s)*
Projects Necessary to Mitigate 2044 LOS Deficiencies
7
Bethel/Sedgwick
Sedgwick Rd
Second phase of the
Corridor Phase 2
(SR 16 to
street
Bethel Rd)
improvements per
29,443
the
Bethel/Sedgwick
Corridor Plan.
8
Old Clifton
City limit to
Separated pathway
Ped/Bike
Anderson Hill
with lighting and
5,674
Improvements
Rd
shoulder
improvements.
9
Bethel Rd &
Intersection
New roundabout
Salmonberry Rd
improvements
6,894
10
Bethel Rd &
Intersection
New roundabout.
Blueberry Rd
improvements
5,622
11
Old Clifton Rd &
Intersection
New roundabout.
McCormick
improvements
2,692
Woods Dr
12
Old Clifton Rd &
Intersection
New roundabout.
Anderson Hill Rd
improvements
4,072
13
Old Clifton Rd &
Intersection
New roundabout or
Lloyd Parkway
improvements
traffic signal.
2,524
14
Sidney Ave
Sedgwick Rd
Widen to 3 lanes
to Berry Lk Rd
w/complete street
13,158
improvements.
15
Pottery Ave &
Intersection
New all -way stop
South Kitsap Blvd
Improvements
control
100
Total
121,708
*Cost estimates are expressed in thousands of 2023 dollars.
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.
Port Orchard Comprehensive Plan Page 8-139
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 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.).
Port Orchard Comprehensive Plan Page 8-140
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
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 anyone 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 8.5%. As one international TDM study put it:
Port Orchard Comprehensive Plan Page 8-141
"packaged, complementary solutions are usually more effective than a single measure."19
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.
TraditionalTDM
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
Transit Fare Discounts
Park and Ride Lots
8.8.2 Other Impacts
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
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:
19 OECD, Road Travel Demand: Meeting the Challenge, 2002.
Port Orchard Comprehensive Plan Page 8-142
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
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/.
Port Orchard Comprehensive Plan Page 8-143
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 (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.
Port Orchard Comprehensive Plan Page 8-144
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.
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.gov/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;
Port Orchard Comprehensive Plan Page 8-145
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
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-
improvement-program.
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-improvement-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
Port Orchard Comprehensive Plan Page 8-146
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 $20 vehicle license fee and a 0.1 percent
sales tax.
8.9.4 Revenue Forecast
The projected revenues for the City's Street Operation and Street Capital funds are shown in Table 8-19.
The Transportation Benefit District and Transportation Impact Fees are expected to fund approximately
40 percent of capital improvements. An additional 8 percent of Transportation Capital Facilities Plan
improvement funding is anticipated to come from SEPA mitigation fees, developer contributions and
transfers in from other funding sources. The remainder of the Transportation Capital Facilities Plan will
be funded by through grants and appropriations as needed. This strategy ensures that the City can
accomplish the transportation plan and use the available funding options efficiently. The revenue
forecast described in this section was prepared by projecting historical trends from the City's financial
records.
Table 8-19. Transportation Revenue Forecast, 2024 to 2044
Funding Source
Description
Revenue Forecast,
Revenue Forecast,
2025-2044 ($)
2025-2044 (/)
Street Operating Fund - Unrestricted
Transportation
$20 license fee
$12,174,000
17.9%
Benefit District (TBD)
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)
Port Orchard Comprehensive Plan Page 8-147
Fees for services rendered by
Charges for Services
transportation operations
$440,000
0.6%
staff including plan review
and construction inspection
Other sources of unrestricted
Miscellaneous
revenue (Property Tax
$38,570,000
56.8%
Allocated)
Transfers to support
Transfers/Other
transportation operations,
$10,000,000
14.7%
maintenance and
administration
TOTAL - Street Operating Fund
67,857,000
100%
Street Capital Fund - Restricted
Transportation
0.1%sales tax
$6,669,252
5.5%
Benefit District (TBD)
Transportation
Fee per new vehicle trip
$42,320,000
34.8%
Impact Fee (TIF)
Intergovernmental
Grants &direct appropriations
$62,218,748
°
51.1/°
Revenue
Miscellaneous
SEPA Mitigation fees,
$500,000
0.4%
developer contributions
Transfers In
Transfers to support capital
$10,000,000
8.2%
projects
TOTAL - Street Capital Fund
$121,708,000
100%
8.9.5 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
$121,708,000. 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
$238,918,000.
8.9.6 Summary of Costs and Revenues
Based on the revenues and costs listed above, the City's expected revenues are sufficient to support the
projects 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. Table 8-20 summarizes the costs and
revenues analyzed in the Transportation Element. The 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.
Port Orchard Comprehensive Plan Page 8-148
Table 8-20. Summary of Capital Costs and Revenues
Category
Total, 2025-2044
Projected Revenues
$130,401,000
Predictable sources
$59,489,252
Grant and other sources
$70,911,748
Projected Expenditures
$238,918,000
Street and Intersection Capacity Improvements
$121,708,000
Nonmotorized-Only Improvements*
$117,210,000
*Cost of remaining nonmotorized improvements which do not overlap
with street and intersection capacity improvement projects
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.
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 Page 8-149
8.1 1 Equity Framework for Transportation Planning
Vision Statement
Port Orchard is committed to identifying and prioritizing transportation projects of benefit to
disadvantaged populations and traditionally underserved communities, especially communities of color,
populations with limited English proficiency, low-income communities, and persons with disabilities.
Equity Goals
The City aims to eliminate structural inequities in overburdened communities who have experienced
disproportionate environmental, health, and mobility impacts and prioritize these populations for
equitable distribution of transportation resources and benefits. The City will prioritize equity in
transportation planning by ensuring that policies and programs are developed with an equity lens to
eliminate disparities in transportation safety, access, and mobility. See Goals T-9 and T-10.
Community Engagement
The City will engage its overburdened and disadvantaged populations through meaningful and inclusive
public participation processes to reach people of color, low-income groups, persons with
disabilities/disability service providers, and populations with limited English proficiency. It will also
engage community members who depend on walking, bicycling, public transit or other assisted modes
of transportation for trips to daily destinations.
Transportation Equity Impact Assessment
There is no single tool, dataset, or method for integrating equity considerations into transportation
planning. In the context of transportation, equity needs identification frequently focuses on system
deficiencies (such as level of service mitigation) or geographic dispersion and can overlook the needs of
specific underserved populations. Current best practices recommend engaging multiple perspectives to
first understand a community's existing demographics and inequities and then identify and prioritize
projects to address them.
According to the US Census Bureau's 2022 American Community Survey 5-year Estimates, the City of
Port Orchard has the following demographic trends relative to Washington State as a whole:
• Poverty: 12.1% of the population meets the poverty threshold, which is higher than 10.3%
statewide.
• Language: 9.7% of homes have a language spoken other than English, which is lower than 21.5%
statewide.
• Persons of Color: Port Orchard includes small numbers of Hispanic or Latino, Asian, Black or
African American, and American Indian and Alaska Native, people of two or more races, or some
other race (comparison to statewide unavailable).
• Older Population by Age: 14.2%of the population is 65 years and older, which is lower than 17.1%
statewide.
• Disability: 12.4% of the population has a disability, which is less than 13.9% statewide.
• Veteran Status: 15.9% of the population are veterans. This is more than double than 7.6%
statewide.
Another source of information is the Puget Sound Regional Council's (PSRQ Opportunity Mapping
Report, that identifies Port Orchard census tracts with a transportation opportunity score of "low" or
,'very low" as compared to the PSRC regional average for presence of and access to resources.
Yet another source of information is the Washington Environmental Health Disparities Map produced by
the WA State Department of Health. The tool estimates cumulative environmental health impact scores
for each census tract reflecting pollutant exposures and factors that affect people's vulnerability to
Port Orchard Comprehensive Plan Page 8-150
environmental pollution. Nineteen "vulnerability" factors inform the cumulative index score and include
socioeconomic factors of race/ethnicity, population living in poverty, primary language other than
English, and transportation expense, among other factors.
According to this equity index, census tract 53035092200 which includes downtown Port Orchard ranks
a 7 out of 10 overall, 8 out of 10 for the Socioeconomic factors' subgroup, and 8 out of 10 for population
living in poverty (<_185% of federal poverty level).
These demographics indicate underserved populations exist in Port Orchard and transportation project
selection and prioritization should include considerations for the transportation needs for these
vulnerable groups across Port Orchard, particularly in census tract 53035092200.
Regular Review and Reporting
The City commits to reviewing the equity impact assessment tools, data, and methods it employs to
ensure equity considerations remain relevant and integral to the comprehensive planning process with
respect to transportation planning. Documentation of ADA Transition Plan barrier removal is one such
form of reporting that is recommended on an annual basis.
8.12 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.
T Goal 1. 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.
Local and Regional Transportation Planning
Policy T-1 Maintain and operate transportation systems to provide safe, efficient, and reliable
movement of people goods, and services.
Policy T-2 Protect the investment in the existing system and lower overall lifecycle costs through
effective maintenance and preservation programs.
Policy 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.
Policy 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.
Policy T-5 Develop a transportation system that minimizes negative impacts to, and promotes,
human health.
Policy 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.
Port Orchard Comprehensive Plan Page 8-151
Policy 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.
Policy 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.
Policy 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.
Policy T-10 Ensure mobility choices for people with special transportation needs, including persons
with disabilities, seniors, youth, and people with low incomes.
Policy 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.
Policy T-12 Emphasize transportation investments that provide and encourage alternatives to
single -occupancy vehicle travel and increase travel options.
Policy 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.
Policy T-14 Integrate transportation systems to make it easy for people and freight to move from
one mode or technology to another.
Policy T-15 Prioritize investments in transportation facilities and services in the urban growth area
that support compact, pedestrian- and transit -oriented densities and development.
Policy 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.
Policy 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.
Policy 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.
Policy T-19 Design transportation facilities to fit within the context of the built or natural
environments in which they are located.
Supporting the Economy
Policy 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.
Policy T-21 Improve key facilities connecting Port Orchard to the regional transportation network to
support the economic vitality of the city.
Port Orchard Comprehensive Plan Page 8-152
Policy T-22 Ensure the freight system supports the growing needs of global trade and state, regional
and local distribution of goods and services.
Policy 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.
Protecting the Environment
Policy T-24 Provide infrastructure sufficient to support widespread electrification of the
transportation system.
Policy T-25 Advance the resilience of the transportation system by incorporating redundancies,
preparing for disasters and other impacts, and coordinated planning for system
recovery.
Policy 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.
Facilitating Innovation
Policy T-27 Prepare for changes in transportation technologies and mobility patterns, to support
Port Orchard with a sustainable and efficient transportation system.
Policy 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 Page 8-153
Chapter 9 Capital Facilities
9.1 Introduction
This periodic update to the Capital Facilities Element of the 2024 Comprehensive Plan provides
information about the City's existing facilities and plans for future facilities needed to service the
growing population. The Capital Facilities Element helps guide the City in providing appropriate facilities
and desirable levels of service to its residents and businesses. The Capital Facilities Element reviews the
general requirements and available funding, connects capital facilities planning to other functional
plans, and reviews goals and policies that guide planning. It also provides an overview of the current
capital facility portfolio and identifies future needs and investments for the next six years.
Capital Facilities Vision The City of Port Orchard owns and manages a variety of
capital facilities, which include roads, parks, utility
Provide outstanding capital facilities to systems, police facilities, and administrative buildings. In
serve a growing and changing city, addition to the facilities owned and managed by the City,
there are publicly owned capital facilities managed by
other entities. These include, but are not limited to, schools, library, sewage treatment, and public
transit. Privately owned utilities (electrical, natural gas, and telecommunications) conduct their own
planning processes and maintain their own system plans. The City influences private system planning
through its authority to regulate land uses and its obligation to develop and maintain a Comprehensive
Plan.
The state requires the City to demonstrate comprehensive and coordinated planning for all capital
facilities serving the City's residents, businesses, and community. The Public Facilities and Services Goal
of the Growth Management Act (GMA) requires that the public facilities and services necessary to
support development shall be adequate at the time of occupancy and use, without decreasing service
levels below locally established minimum standards. Kitsap County's Countywide Planning Policies also
require the City to have a plan that ensures adequate facilities and services are or will be available to
serve the City's employment and population growth allocations. If limited funding or other
circumstances would prevent the city from providing adequate facilities and services, the GMA requires
the city to re-evaluate the Land Use Element and make sure that plans for capital facilities and land use
are consistent.
Ensuring that public facilities are available when growth occurs is critical to the quality of life for Port
Orchard's residents, businesses, and visitors. The implementation of the Capital Facilities Element and
related plans will help realize the community's vision for community facilities, as well as the vision and
goals of the Land Use Element. This Element also functions in coordination with the Comprehensive
Plan's Utilities, Parks, and Transportation Elements and functional system plans for water, wastewater,
and stormwater. These are discussed in more detail in Section 9-3.
Capital facilities and functional plans guide planning and budgetary decisions. A list of capital facility
improvements planned in the next six years are described in Section 9-3. The functional plans provide a
complete facility inventory, as well as needs, projected costs, and funding sources.
Port Orchard Comprehensive Plan Page 9-154
9.2 Financial Overview
The City strategically manages community resources and carefully balances investments in new facilities
and infrastructure with costs to maintain and operate existing facilities. Identifying costs and funding for
capital projects planned in the next six years supports the development of the City's annual budget and
provides a path toward implementing facility projects.
The Capital Facilities Element uses many revenue sources to fund the capital improvement projects,
including sales tax, business and occupation tax, utility rates, state revenues, bonds, and grants. Impact
fees and other specific revenues allowed under the Growth Management Act also offer potential
funding sources.
A partial list of capital facilities funding sources and financing tools is included below:
Tax Revenue
Bonds
• Property Tax
•
General Obligation Bonds
• Retail Sales and Use Tax
•
Revenue Bonds
• Business License Fees
•
Levy Lid Lift
• Real Estate Excise Taxes
Federal Funding Programs
• Utility Tax (Electric, Water, Sewer,
Refuse, Stormwater, Natural Gas,
•
Surface Transportation Program (STP)
Telephone)
•
Transportation Alternatives Program
• Other tax revenue may include lodging
(TAP)
excise taxes, admission tax, liquor tax,
•
Highway Bridge Program (HBP)
transportation benefit district (TBD),
•
Highway Safety Improvement Program
and motor vehicle fuel taxes
(HSIP)
•
Safe Route to School Program (SRTS)
Impact Fees
•
Transportation, Community, and
• Transportation Impact Fees
System Preservation (TCSP) Program
• Park Impact Fees
•
Recreational Trails Program
• School Impact Fees (Transferred to
•
Community Development Block Grants
South Kitsap School District pursuant to
•
Energy Retrofits for Public Buildings —
Interlocal Agreement)
Department of Commerce
Enterprise Activities
•
Public Works Board funding —
Department of Commerce
• System Development Fees (Capital
•
Climate Pollution Reduction Grants
Facility Charges, General Facility Fees,
etc.)
Washington State Funding Programs
• Water User Fees/Rates
•
Washington State Transportation
• Sewer User Fees/Rates
Improvement Board
• Stormwater Utility Fees/Rates
•
The Pedestrian Bicycle Safety
Program
•
Public Works Board funding —
Department of Commerce
Port Orchard Comprehensive Plan Page 9-155
9.3 Planning Connections
Capital improvement recommendations are drawn primarily from City leadership and the functional
plans specific to each City department or facility type. Water, sewer, and stormwater have specific
requirements according to state and federal law and planning for parks and recreation facilities is
included in a parks focused functional plan. Each plan contains a system inventory and a forecast of
demand and capacity based on population and regulatory mandates. The functional plans identify
capital investments that replace or maintain existing facilities for continued service required to meet
future demand for at least a 20-year period. The plans also define the customer service level for each
facility and provide system -specific operating policies.
Planning for capital facilities also coordinates with other agency efforts. For example, Port Orchard's
capital facilities plan considers Kitsap County's plans to redevelop the governmental campus, invest in
transportation infrastructure, etc.
9.4 Functional Plans
The Capital Facilities Element highlights recommendations from the City's functional plans in the table
below. These plans are adopted into the Capital Facilities Element by reference.
Table 9-1. Functional Plan Update Schedule
FUNCTIONAL PLAN
UPDATE FREQUENCY
Water System Plan (2021)
10-year cycle, as needed
Provides a basis for six -year capital improvement planning and forecasts
20-year needs
General Sewer System Plan (2016)
6-10-year cycle, as needed
Addresses aging infrastructure and system expansion to accommodate
development; updates policies and practices, data, finances, and growth
forecasts; Recommends improvements for the City's wastewater system
Stormwater and Watersheds Comprehensive Plan (2023)
6-10-year cycle, as needed
Establishes the city's storm and surface water policy
Parks, Recreation & Open Space (PROS) Plan (2022)
6-10-year cycle, as needed
Recommends 20-year capital project projects to guide growth and
development of Port Orchard's parks and open space system.
Transportation Improvement Program (2025)
every 1-2 years, as needed
Identifies improvements to the City's transportation network planned for
the next six years as well as within a twenty-year horizon
9.5 Future Needs
While there are unique challenges in each functional area, aging infrastructure, compliance with new
laws and regulations, and increased demand for services impact all Port Orchard's capital facilities plans.
Aging Infrastructure. Some of Port Orchard's capital facilities are aging or inadequate for current service
needs and will require repairs and replacement over the next 20 years. The costs of replacing utility
infrastructure, roads, and municipal buildings can be substantial and take years to plan and implement.
To get an accurate picture of capital facility needs, Port Orchard will conduct a comprehensive facility
condition assessment (FCA). The FCA will highlight current deficiencies at the systems and facility level
Port Orchard Comprehensive Plan Page 9-156
and projected repairs needed over the long term. It could include recommendations to prioritize
preventative maintenance and develop a feasible schedule to address capital facility needs. The FCA is a
critical first step to improve the way Port Orchard manages, maintains, and funds its capital facilities to
be more resilient and cost-effective.
New Laws and Regulations. Changing state and federal mandates governing capital facilities systems
require the City to monitor and review its systems to ensure compliance. For example, requirements for
implementing projects, programs, and maintenance continue to evolve and are more stringent than in
2007 when the City received its first National Pollutant Discharge Elimination System Municipal
Stormwater Permit (NPDES), a Federal Clean Water Act mandate that affects programs citywide. The
City operates in accordance with the 2024-2029 General Permit (Ecology 2024). The 2024 General
permit includes numerous requirements including but not limited to the adoption of the 2024
Stormwater Manual for Western Washington; updates to the City's development regulation, operations,
mapping, and public outreach; and a source control, inspection, and reporting program. The City
intends to comply with all 2024 General Permit conditions in accordance with the timelines specified
therein.
Increased Demand. Capital facility investments will also be needed to ensure the City continues to
deliver the high -quality municipal services customers expect and keep pace as the community grows and
changes. Increased demand for services will also require investing in capital facilities across all functional
areas.
To plan to meet future service demands, the City should conduct a citywide facilities study. Building on
findings from the facility condition assessment, this plan will assess current and future space needs,
recommend investments to address critical near -term deficiencies, and develop an implementation
strategy to provide facilities needed to serve the Port Orchard community into the future. This plan will
consider facilities investments to better serve the community that could potentially include expanding
the downtown civic campus, investing in appropriately sized public works and police facilities, and
increasing investments in maintenance and operations of City parks and throughout the portfolio.
Partner Efforts. The Port Orchard community benefits from its proximity to centers for recreation, open
space, and sports fields outside City limits and/or owned and managed by other agencies or groups,
such as the South Kitsap School District and Kitsap County. Creating and strengthening regional
partnerships enable Port Orchard and its partners to provide greater facilities and opportunities than
would be possible alone. The City should coordinate with and support these non -city service providers,
such as school districts, libraries, and solid waste processors, as they plan for new or improved facilities,
for example Kitsap County's campus redevelopment. The City of Port Orchard is already working with
Kitsap County and other nearby jurisdictions to implement the 2001 Mosquito Fleet Trail Master Plan to
expand a regional water trail including shoreline access with launch points, rest areas, and parking
facilities.
Port Orchard Comprehensive Plan Page 9-157
9.6 Capital Facilities Goals and Policies
The goals and policies for Port Orchard's capital facilities align with the Comprehensive Plan vision and
build on the goals and policies in each Element.
CF Goal 1. Ensure that infrastructure, facilities, and services are adequate to meet
present and future needs.
Policy CF-1 Establish minimum levels of service (LOS) and regularly monitor and update standards
for staffing and public facilities to reflect community preferences for quality -of -service
delivery and align with functional plans. Correct LOS deficiencies through capital
improvements.
Policy CF-2 Require that urban level facilities and services are provided prior to or concurrent with
development. These services include, but are not limited to, transportation
infrastructure, parks, potable water supply, sewage disposal, stormwater and surface
water management, and solid waste management.
Policy CF-3 Facilitate adequate planning for services and facilities by coordinating with utility
providers on annual updates of population, employment, and development projections.
Encourage providers to improve accessibilityto public services by making information
available, convenient, and complete.
Policy CF-4 Address disparities in historically underserved populations by ensuring transportation,
utilities, telecommunications, and other infrastructure are equitably distributed and
maintained, and that siting or expansion of essential public facilities does not unduly
affect any one group of people or geographic area.
Policy CF-5 Maintain an inventory of existing capital facilities owned by public entities.
Policy CF-6 Acquire property sufficient to provide capital facilities at established levels of service,
according to the deficiencies and needs provided in the City's functional plans.
Policy CF-7 Ensure that new growth and development pay a fair, proportionate share of the cost for
facilities needed to serve such growth and development. Seek to reduce the per unit
cost of facilities and services by coordinating improvements such as utilities and roads
and encouraging urban intensity development within the City and Urban Growth Areas.
CF Goal 2. Leverage facilities investments to efficiently use public resources and
improve quality of life.
Policy CF-8 Direct growth within the community where adequate public facilities exist or can be
efficiently provided when feasible.
Policy CF-9 Encourage the joint use of utility corridors for open space and non -motorized pathways
and trails, provided that such joint use is consistent with limitations prescribed by
applicable law and prudent utility practice. Coordinate and cooperate with other
jurisdictions to encourage cooperative planning of future facilities, reduce redundancy,
and implement multijurisdictional utility facility expansions and improvements.
Policy CF-10 Explore opportunities to acquire land to serve the public and municipal purposes.
Port Orchard Comprehensive Plan Page 9-158
Policy CF-11 Consider developing multi -use facilities that can serve more than one public need.
Explore opportunities for public/private partnerships and funding sources that could
provide a mix of public facilities and other uses such as commercial and residential
within the same development, where appropriate.
Policy CF-12 Consider investing in sidewalks, trails, and other capital facilities that enhance
walkability in an effort to reduce health disparities and improve well-being and quality
of life.
Policy CF-13 Design and locate capital facility improvements to reduce crime risks and optimize
public safety through increased visibility at joint use facilities (e.g., streets, public
buildings, etc.).
Policy CF-14 Ensure that site selection, construction, operation, and maintenance of capital facilities
is environmentally sensitive, safe and reliable, aesthetically compatible with
surrounding land uses, economical to consumers, and does not adversely impact
vulnerable populations.
CF Goal 3. Equitably engage with the community around capital facilities planning.
Policy CF-15 Provide meaningful inclusive opportunities for community involvement in the planning
of capital facilities, prioritizing the inclusion of historically underrepresented
populations.
Policy CF-16 Coordinate with local Tribes in planning capital facilities, especially in areas with cultural
significance.
Policy CF-17 Encourage public awareness and consult public input when considering the need for and
proposed locations of new public facilities.
CF Goal 4. Develop and maintain adequate and convenient parks, recreation, and open
space areas and facilities for all age groups to serve both the existing and
future population of Port Orchard and surrounding areas.
Policy CF-18 Encourage private property owners and developers to donate public trail access and
parcels for park development in areas identified for future municipal parks and trail
connections.
Policy CF-19 Increase the size and number of parks and open spaces by providing input on
development plans for public parks within Port Orchard's Urban Growth Boundary.
Policy CF-20 Reevaluate the City's park impact fee at least every four years to ensure that the fee is
appropriate based on the City's LOS for parks acquisition, improvement, and
maintenance.
Policy CF-21 Collaborate with Kitsap County to explore forming a Municipal Parks District to help
fund and develop community and neighborhood scale parks throughout the city and
Urban Growth Area.
Policy CF-22 Encourage implementation of the City's PROS Plan that outlines a citywide system of
trails that will serve park, recreation, and open space needs. Link a system of trails
between neighborhoods and parks, school sites, and other public property. Utilize public
lands and existing rights -of -way for trail purposes whenever feasible.
Port Orchard Comprehensive Plan Page 9-159
Policy CF-23 Place interpretive signs along trails to encourage community, historical, and
environmental awareness, and place distance markers along the trail for walkers and
runners.
Policy CF-24 Create new parks in recently annexed areas and update existing parks within newly
annexed portions of the City.
Policy CF-25 In conjunction with partners, develop the Port Orchard Community Events Center as a
recreational and civic amenities hub for Port Orchard and the South Kitsap region.
CF Goal S. Ensure that an adequate water supply is available to support the level of
population growth and land development projected within the City.
Policy CF-26 Maintain water system facilities and drinking water quality in accordance with State and
Federal standards to ensure the high quality of drinking water and level of service is
provided to all customers while maximizing the life of facilities to protect the investment
of ratepayers.
Policy CF-27 Provide adequate water for high quality domestic and fire protection service within the
retail service area.
Policy CF-28 Utilize City -owned and operated sources of supply to maximize efficiency and cost
effectiveness of the water system.
Policy CF-29 Construct new facilities as required to serve the existing and future populations of the
established water service area and South Kitsap Urban Growth Area.
Policy CF-30 Interconnect the City's main water system with the independent facilities serving the
City's 580 and 660 Pressure Zones (McCormick Woods System). This will allow for
combining the two existing systems under one water system identification number.
Policy CF-31 Encourage, implement, and maintain land use and water use efficiency and
conservation programs to discourage water waste, promote the prudent use of water
resources, and support protection of habitat and the environment.
Policy CF-32 Work with neighboring water utilities, participate in regional water planning efforts to
establish common goals of uniform water system standards, and facilitate coordination
of efforts toward the adequate provision of water service throughout the region.
Policy CF-33 Revise water service boundaries in cases where the designated water service provider
cannot provide timely or reasonable service.
Policy CF-34 Ensure that land uses permitted in aquifer recharge areas do not lead to contamination
of water resources.
Policy CF-35 Encourage new developments adjacent to properties with private wells or existing
septic systems to connect to the City's water system or, if not feasible, ensure that
adverse impacts to existing wells or septic systems from new development is avoided or
mitigated.
Port Orchard Comprehensive Plan Page 9-160
CF Goal 6. Provide safe, reliable, and timely sewer service to consumers at a fair and
reasonable price.
Policy CF-36 Coordinate construction of sewage improvements with other utilities. The City shall
require all new development to connect to public sewer and water systems, unless
physically or financially infeasible.
CF Goal 7. Ensure that all utility and transportation infrastructure expansion provides
an adequate level of public service to support new development and is
consistent with current land use plans and development regulations.
Policy CF-37 Utilize best construction methods and practices and innovative techniques in the design
and construction of utilities.
Policy CF-38 Evaluate, monitor, and reduce greenhouse gas emissions in the construction and
operation of capital facilities.
Policy CF-39 Whenever possible, utility construction should be scheduled to minimize disruption of
access to area residences and businesses.
Policy CF-40 Schedule utility construction activities to avoid sensitive times in the lifecycle of fish and
wildlife, such as spawning, nesting, and migration.
CF Goal 8. Minimize development related impacts to existing hydrologic conditions and
functions and strive to correct current deficiencies resulting from past
development practices such as stormwater-related flooding.
Policy CF-41 Identify areas within and adjacent to the City and its UGA which are highly sensitive to
changes in hydrologic conditions and functions. Within these highly sensitive areas,
establish standards that provide for near zero change in hydraulic and hydrologic
function on a property, such as no net increase in the peak flow or volume of runoff or
erosion products leaving a site post- development.
Policy CF-42 Encourage Low Impact Development (LID) strategies for stormwater management
through incentives and flexibility in application of regulatory requirements.
Policy CF-43 Utilize new inventories of flood hazard -prone properties in the decision -making process
to prioritize stormwater system improvements.
Policy CF-44 Coordinate the basin planning process with the community planning process to address
surface water runoff and flooding issues.
Policy CF-45 Integrate public regional stormwater detention and retention facilities into the natural
environment.
Policy CF-46 Recognize that regional facilities can provide aesthetics, recreation, and fish and wildlife
habitat in a community park -like or open space setting.
Port Orchard Comprehensive Plan Page 9-161
CF Goal 9. Support provision of adequate, timely, and efficient fire protection and
emergency medical service within the City.
Policy CF-47 Coordinate with South Kitsap Fire and Rescue on planning for the location of new fire
stations to ensure that they are dispersed throughout the City and located near areas of
high population concentration.
Policy CF-48 Encourage consolidation of duplicate services between fire districts and other entities to
use resources more effectively.
CF Goal 10. Coordinate land use and school district capital facilities planning.
Policy CF-49 Recognize that schools provide a unifying social and physical amenity that are a key
focus for successful neighborhoods. Encourage elementary schools to be located in or
near neighborhood centers and middle schools, junior high schools and senior high
schools to be located near community centers, including the McCormick Village Center.
Policy CF-50 Support the South Kitsap School District School Board in maintaining and funding
individual school levels of service as adopted and encourage proactive coordination
around growth trends to support the district's demand forecasting (e.g. sharing
permitting application data), in accordance with the City's intent to provide adequate
school facilities for the community.
Policy CF-51 Coordinate with the South Kitsap School District to develop strategies to ensure that
students are not forced to attend a school outside their neighborhood.
Policy CF-52 Review annual reports and update school impact fees as needed.
Policy CF-53 Explore opportunities to develop joint use facilities with the South Kitsap School
District, such as recreational and community center facilities. Develop neighborhood
parks adjacent to school sites whenever possible to promote facility sharing. Facilities
on the neighborhood park site should supplement uses that the school does not provide
such as trails, open space, picnic areas, playground equipment, and multi -purpose
paved sport courts.
9.6 Capital Facilities
This section addresses capital facilities in the following four categories:
Administration and Community Facilities
2. Public Safety Facilities
3. Public Works Facilities
4. Parks Facilities
Each section contains a capital facilities inventory, summarizes key context and issues, recommends
improvements, and proposes projects for the next six -year planning period, with estimated costs and
potential funding sources.
9.7.1 Administration and Community Facilities
This section first covers the facilities supporting City administration and the overall community. It also
briefly covers the Fire Protection and Schools, community facilities that are owned and maintained by
partner agencies.
Port Orchard Comprehensive Plan Page 9-162
Inventory
City Hall (includes Police Station & Municipal Court)
LocationFacility
216 Prospect St
.
28,370
720 Prospect Street Facility (DCD)
720 Prospect St
2,925
Library
87 Sidney Ave
8,586
730 Prospect Street Facility (Kitsap County
Prosecutor)
730 Prospect St
8,028
Employee Parking Lot (Gravel)
213 & 215 Prospect Street
6,500
Existing Conditions
City Hall
City Hall has served as the primary municipal building for Port
Orchard's administrative functions since it was built in 1999.
The building is approximately 28,370 square feet with three
stories and a partial fourth floor. The first floor is occupied by
the Police Department and the second floor by the Mayor's
Office, City Clerk, Public Works Administration, and Finance.
The City Council Chambers and Municipal Court are located on
the third floor. Public Works operations staff are located in the
Public Works Shop. Refer to Public Works Facilities and Public
Safety Facilities sections for more information.
Figure 9-1. City Hall
City Hall is in good condition for its age and was renovated in =_'Ii1L�
2024 to address needed repairs, security, and ADA accessibility, = �
Miami
and improve the first floor. Condition and improvement � �
information for the first floor is discussed in the Public Safety 1 —10
Facilities section. Even with these improvements, functional R
issues remain, including security concerns, challenging wayfinding, and limited parking. There is also not
enough work and support space; for example, breakrooms have been repurposed as workspace and the
Community Development Department was relocated due to space limitations. Municipal Court is
rightsized to accommodate future growth. Planning for City Hall should consider the space needed to
accommodate future growth and the operational efficiency gained by co -locating all departments.
In response to a need for a new community event center and aligned with Policy CF-25, the City is in the
process of designing the new Port Orchard Community Event Center. This new facility would have
rentable event space for community programming. Designs also include space for the library to relocate.
The City's Council Chambers could also be relocated if supported by leadership, which would free up
space for use in City Hall. See the Library section below for more information on existing conditions and
needs.
720 Prospect Street Facility
The Department of Community Development (DCD) is in two facilities, one located adjacent to City Hall
at 720 Prospect Street with Building, Code Enforcement, and Parking Enforcement functions (as well as
the City's IT department), and one at 600 Kitsap Street with Planning functions. The Kitsap Street facility
is leased.
The Prospect Street facility is undersized for current and future operations and in fair condition,
requiring maintenance to address age -related needs such as upgrades to the HVAC system. The division
Port Orchard Comprehensive Plan Page 9-163
of staff between two buildings and separation from City Hall creates communication and operational
inefficiencies. There is limited parking and City vehicles are parked at City Hall. The public interface also
requires patrons to go between the Prospect Street facility and City Hall to complete applications. For
pedestrians passing between these two buildings, there are no crosswalks and limited ADA compliance.
A downtown government campus master plan is needed to plan the long-term use of this site.
Library
Built in 1960, the City -owned library building
houses the local branch of the Kitsap Public
Library. The building is nearing the end of its
useful life, is costly to maintain, and requires
upgrades or relocation of the library functions.
A 2020 site selection process identified a site
for the new library and community events
center.
730 Prospect Street Facility
In 2024, the City purchased the building
located at 730 Prospect Street that includes 20
surface parking spaces and houses the Kitsap
County Prosecutor Family Support Division.
The Kitsap County Prosecutor plans to relocate
to the new County Courthouse Campus in the long term, and this building can be repurposed to support
the City's staffing and employee parking needs as it grows. A downtown government campus master
plan is needed to plan for the long-term use of this site.
Figure 9-2. Kitsap Regional Library's Port Orchard branch
Future Needs
As Port Orchard's population has grown, City staffing has increased to maintain service standards and
meet basic functional requirements.
The following investments are needed:
• In accordance with Policy CF-14, perform required maintenance at all administrative and
community facilities. Consider conducting a facilities condition assessment to document
current conditions and near- and long-term maintenance needs for all capital facilities. Develop
a downtown government campus master plan to plan for the long-term use of the City's
downtown offices and property.
• Invest in the following near -term projects:
o Improve wayfinding at City Hall by installing a centralized reception kiosk and improved
signage.
o Increase security by adding lighting and safety features around exits and limiting
publicly accessible areas.
o Aligned with Policy CF-10, consider paving gravel lots, acquiring property, or
constructing structured parking to increase available staff and public parking. Provide
ADA-accessible parking near public entrances. The block that includes 640 Bay Street
should be considered for this purpose, consistent with the Downtown Subarea Plan.
Port Orchard Comprehensive Plan Page 9-164
o As space becomes available, add staff work and support space, including workstations,
break rooms, and a lactation room.
• As part of a citywide facilities plan, estimate future staff and operational space needs to guide
near -term improvements and property acquisition as well as longer term investments.
Encourage public awareness and input as stated in Policies CF-15 and CF-17. Endeavor to
accommodate future needs, consolidate staff to improve operational efficiency, address
accessibility, and other functional challenges. Aligned with Policy CF-11, consider developing
multi -use facilities and partnering opportunities to meet public need. Consider Police
Department needs and coordinate with plans; see the Public Safety Facilities section.
• As the City designs the Port Orchard Community Event Center, consider relocating the Council
Chambers as an interim or long-term solution to free up space at City Hall and improve security.
Relocate the library to the event center and determine the best use for the current property.
Priority Investments
Maintaining and strategically planning for Administration and Community capital facilities are the
priorities for the next six years.
Funding Source
City Grant Unfunded 6-Year Total
City Hall Renovations 11,300,000 11,300,000
Facility Condition
Assessment
100,000
100,000
730 Prospect Street
2,000,000
2,000,000
Citywide Facilities Plan
200,000
200,000
Downtown Government
Campus Master Plan
100,000
100,000
Acquire Property for
Government Campus
500,000
500,000
Downtown Parking
Structure (including
property acquisition)
2,000,000
2,000,000
TOTAL
13,300,000
2,900,000
16,200,000
Port Orchard Comprehensive Plan Page 9-165
Expenditures
Prior Years
City Hall Renovations 3,577,775
2024-2030 Expenditures Total
7,722,225 11,300,000
Facility Condition Assessment
100,000
100,000
730 Prospect Street
2,000,000
2,000,000
Citywide Facilities Plan
200,000
200,000
Downtown Government Campus
Master Plan
100,000
100,000
Acquire Property for Government
Campus
500,000
500,000
Downtown Parking Structure
(including property acquisition)
2,000,000
2,000,000
TOTAL
3,577,775
12,622,225
16,200,000
9.7.2 Fire and Schools
Fire Protection
The City of Port Orchard formerly
maintained its own Municipal Fire
Department. In 1998, that department
was merged with Kitsap County Fire
District 7, which served the greater South
Kitsap area. In 2005, Kitsap County Fire
District 7 was renamed South Kitsap Fire
and Rescue to better represent the
communities it serves.
There are currently two staffed fire
stations located within the City of Port
Orchard: Station 17, located at 7990
McCormick Woods Drive SW, and Station 31, at 200 Tremont Street.
Figure 9-3. Tremont Fire Station
More information on Fire Protection levels of service can be found in South Kitsap Fire and Rescue's
Strategic Positioning Plan 2021-2023.
Schools
The South Kitsap School District provides public
education to Kindergarten through 12th Grade
for the residents of Port Orchard and the South
Kitsap area. It serves 9,112 students. The
facilities include ten elementary (K-5) schools,
three middle schools (6-8) schools, one high
school, one alternative high school, and an
academy that encourages family involvement.
One elementary school, Sidney Glen, is located
within Port Orchard City limits, as is one middle
school (Cedar Heights), and South Kitsap High
School and Explorer Academy. The School
District owns property at the northwest corner
Figure 9-4. Aerial view of South Kitsap High School
Port Orchard Comprehensive Plan Page 9-166
of Old Clifton Road and Feigley Road in the McCormick Village Center that was acquired for future
school facilities. The site is large enough to accommodate two schools, including a second high school
and a middle or elementary school.
The South Kitsap School District Capital Facilities Plan can provide more information on the facilities and
plans to improve them. It is adopted by reference as a part of this document.
Inventory
LocationFacility
City Hall Police Station 216 Prospect St 5,500 SF
Police Shooting Range & Storage 1278 Lloyd Parkway 13.2 acres
In addition to the facilities above, Fire Station #7 operates as the operations center in case of an
emergency. This facility is owned by the City and leased and operated by South Kitsap Fire and Rescue.
Existing Conditions
City Hall
The Police Department occupies 5,500 square feet
of the first floor of City Hall. While 2024
renovations will maximize space use and improve
some operations, they will not address many
critical needs or add space to accommodate long-
term growth. To alleviate the severely limited
space in the near term, some staff are located in a
secure off -site leased space. Like the
administrative department, most support space
has been converted to offices or workspace.
Storage space is also inadequate; many areas have
been repurposed as storage, such as the sallyport.
Police officers have take-home vehicles, but there
is no secured parking area for staff vehicles and
inadequate parking for department meetings.
Figure 9-5. Police offices on ground floor of City Hall
In addition to City Hall, the Police rent a 3,000 square foot warehouse for tactical training and storage.
This facility is also used to process vehicles for evidence prior to moving them to long-term storage.
Police Shooting Range and Storage
The police shooting range provides a safe location
for officers to train and practice using firearms. The
range is aging, in poor condition, and in need of
maintenance investments, including lane
resurfacing and roof replacement. There is a Conex
box on -site that offers limited storage, but the site
lacks bathroom facilities. There is also concern the
outdoor range may cause increased noise
disturbance as the surrounding residential areas
grow. Long-term storage is located in a fenced area
on the same parcel adjacent to the Public Works
Operations Yard.
Figure 9-6. Shooting range
Port Orchard Comprehensive Plan Page 9-167
Future Needs
The Police department has grown a lot in recent years and expects to increase staff aligned with the
City's population growth. Many Public Safety facilities are aging with most not sized to accommodate
current staff or future growth.
Continued operations to meet Port Orchard's needs rely on the following steps:
• Review operations and establish level of service standards, where appropriate to assess current
and future needs. The plan should consider workload, geography, and Port Orchard community
needs. Once current and future staffing goals are in place, space needs can be assessed in
accordance with Policy CF-13, to determine the facility space needed to support the Police
department into the future.
• Incorporate plans to construct a Public Safety facility to accommodate future staff and
operations into the citywide facilities plan. Provide secure fleet parking, co -locate large vehicle
evidence storage, and determine the future use of the long-term evidence storage property. If
possible, include tactical training space and an indoor shooting range. Consider building in a
central location free from natural hazards. Purchase property when feasible or use existing City
property for a new facility as outlined in Policies CF-6 and CF-14. Encourage public awareness
and input as stated in Policies CF-15 and CF-17.
• If unable to include in a new Public Safety facility, modernize the existing range by covering
and resurfacing lanes and upgrading parking; install sanitation, water, and electric utilities; and
add secure storage, classroom space, and a firearm cleaning station.
Priority Investments
Funding and expenditures for the needs assessment, facilities plan, and Police Station renovations are
included with financing for City Hall renovations; refer to the Priority Investments chart in the
Administration and Community Facilities section. There are no other major investments budgeted for
Public Safety in the six -year planning period.
9.7.3 Public Works Facilities
The City of Port Orchard and the Public Works Department owns, operates, and maintains infrastructure
to provide drinking water, sewer, stormwater, and surface water services to its residents and businesses.
Investment in this infrastructure is necessary for continued delivery of utility services that are critical for
human health and safety, economic development, as well as supporting a sustainable, healthy
environment. Capital facility investments help to ensure that the City can continue to deliver the high -
quality municipal utility services customers expect. This section first covers the general facilities
supporting staff and then briefly covers the individual utilities. See the Utilities Element or individual
functional plans for more detailed utility information.
Inventory
Port Orchard Comprehensive Plan Page 9-168
Existing Conditions
Public Works Shop
The Public Works Shop houses Public
Works operations crews and the City's
maintenance vehicles and equipment.
The main building is in fair condition and
provides space for crew support, shops,
and storage. Materials storage is severely
limited, often forcing crews to obtain
supplies from local vendors.
Transportation signage is purchased as
needed as the existing shop space does
not include an area for sign fabrication.
Limited crew space is unable to support
growth in staff and operations.
Figure 9-7. Public Works Shop
Staff and fleet parking space is limited and unable to accommodate growth. There are also two adjacent
structures providing covered parking for fleet and equipment. Fleet requiring heated parking can be
stored in the main building's shop space as well as in one bay at the South Shed. The rest of the site is
significantly undersized with limited yard material storage and no room for expansion.
The facility is located on the west side of Highway 16, making it well located near the McCormick Woods
development, but separated from a large portion of the City, staff, and facilities, including City Hall. This
location may provide operational challenges in the event of a natural hazard.
South Shed
The South Shed Facility is located on a 3.77-acre
site located at 2035 Sidney Avenue with 2,000
square feet of warehouse for material and
equipment storage. Most of the land at this
location is utilized as a park. Originally a fire
station, the South Shed was repurposed for
Public Works storage in addition to seasonally
providing heated parking for equipment such as
sweeper and vactor trucks. This aging facility is in
poor condition but could be rehabilitated to
provide staff workspace and storage. Expanding
outdoor storage will require the relocation of
Figure 9-8. South Shed
parks amenities, access, and parking. — - —
Operations Yard
The Operations Yard is located near the Shop and contains a decant facility and materials laydown
storage. The decant is in good condition but is at capacity as it is used as a regional facility. Spoils
frequently do not have adequate time to dewater, requiring the City to add wicking materials that
increase weight and cost when taken to the Kitsap transfer station. The site has limited materials
storage but is large enough to accommodate additional crew space and materials bins.
Port Orchard Comprehensive Plan Page 9-169
Future Needs
Public Works is anticipating an estimated staffing increase in the next ten years, growing from 25 to 32-
40 or more staff to meet the needs of the rapidly growing community. The City will need to expand
Public Work facilities to accommodate needed staff and equipment. Major needs for this planning
period as identified by Public Works leadership include:
• In accordance with Policy CF-14, perform required maintenance at all public works facilities.
Conduct a facilities condition assessment to understand the current conditions and near- and
long-term maintenance needs for Public Works and other capital facilities.
• In accordance with Policy CF-1, conduct a citywide facilities plan to review current and future
level of service standards, add staff where needed, and increase operational space to
accommodate current and future staff and operations.
• Provide a new public works annex at the industrial center public works yard to house
operations utility staff. The proposed facility should include crew support space (offices,
bathroom, showers, etc.); a heated warehousing for plumbing, electrical, and other materials
storage; employee parking; heated and covered storage bays for equipment and materials; and
expanded yard areas for laydown and materials storage.
• Upgrade the existing Public Works Shop facility to better utilize vertical storage.
• Upgrade the decant facility to increase capacity and add a new composting facility.
• Provide a new Operations East satellite streets facility west of SR16, preferably near the
intersection of Bethel and Lund, and include a crew room and restroom facilities, heated bays
for snowplow equipment, and material storage yard.
• Upgrade the south shed facility to provide additional storage and work space.
Priority Investments
Financial information to support the facility condition assessment and citywide facilities plan can be
found in the Administration and Community Facilities section. Investments for the next six years have
not been identified for the general Public Works capital facilities. Please see the Utilities section below
for priority infrastructure investments.
Funding Source
UnfundedProject City Grant Total
Public Works Annex 5,000,000 5,000,000
Decant Facilities and
Yard Improvements
1,750,000
1,750,000
PW Operations East
Station (Property
Acquisition)
5,000,000
5,000,000
PW South Shed Upgrades
2,400,000
2,400,000
TOTAL
14,150,000
14,150,000
Port Orchard Comprehensive Plan Page 9-170
Expenditures
Prior Years 2024-2030 Expenditures Total
Public Works Annex 0 5,000,000 5,000,000
Decant Facilities and
Yard Improvements
0
1,750,000
1,750,000
PW Operations East
Station (Property
Acquisition)
0
5,000,000
5,000,000
PW South Shed
Upgrades
0
2,400,000
2,400,000
TOTAL
$0
$14,150,000
$14,150,000
9.7.4 Utilities and Transportation
Port Orchard's Public Works Department operates and maintains the City's utilities and transportation
systems. Some of Port Orchard's capital facilities are aging or inadequate for current service needs and
will require repairs and replacement over the next 20 years. The costs of replacing utility infrastructure
and roads are substantial and take years for planning and implementation. The City is working to
address substandard infrastructure and comply with changing state and federal mandates governing
capital facilities. In accordance with Goal 1, the City should ensure that all utility infrastructure
expansion provides an adequate level of public service to support new development consistent with the
City's policies, criteria, and standards. In addition, utility expansion should also be consistent with
current land use plans and development regulations of the State of Washington, Kitsap County, and
appropriate local planning agencies.
The following sections list priority projects for Transportation, Stormwater, Sewer, and Water between
2023-2028. More information on these facilities is provided in the Transportation and Utilities Elements
as well as the individual functional plans.
Transportation
Port Orchard is responsible for City roads and other aspects of the City's transportation system. Details
on all City transportation systems can be found in the Transportation Element as well as the
Transportation Improvement Plan. Priority investments and funding assumptions targeted in the next six
years are summarized below.
Funding Source
Annual Street
City
Grant
UnfundedProject
Total
Preservation
6,800,000
6,800,000
Projects
Citywide Street
Lighting
210,000
1,100,000
1,310,000
Bay Street
Pedestrian
Pathway Segments
6,675,000
2,000,000
8,675,000
6-11
Bethel Phase 1
11,808,000
3,000,000
14,808,000
Bethel Phase 4a:
Lund RAB
101,250
648,750
300,000
1,050,000
Port Orchard Comprehensive Plan Page 9-171
Bethel Phase 4b;
Vallair Ct
1,000,000
1,000,000
Connector
Bethel Phase 5a:
Bethel/Lincoln/Mit
3,006,507
2,485,493
5,492,000
chel RABs
Old Clifton Non -
Motorized
600,000
2,700,000
3,300,000
Improvements
Old
Clifton/Anderson
Hill Intersection
2,300,000
2,300,000
Improvements
Pottery Ave Non -
Motorized
837,183
644,000
1,481,183
Improvements
Sedgwick Rd W
Study
300,000
300,000
Sidney Rd Non -
Motorized
1,005,000
1,395,000
2,400,000
SR 160/Sedgwick
Phase 2a
550,000
695,000
1,245,000
SR 166/Bay St
Reconstruction
3,532,000
3,000,000
1,746,000
8,278,000
SR166/Port
Orchard Blvd
Intersection
2,100,000
2,100,000
Improvements
Tremont Phase 2 &
3
732,000
4,125,000
4,857,000
TOTAL
3 ,
5,396,183
Port Orchard Comprehensive Plan Page 9-172
Expenditures
Project Prior Years
2024-2030 Expenditures Total
Annual Street Preservation
Projects N/A
6,800,000 6,800,000
Citywide Street Lighting
N/A
1,310,000
1,310,000
Bay Street Pedestrian
Pathway Segments 6-11
3,900,000
4,775,000
8,675,000
Bethel Phase 1
368,120
14,439,880
14,808,000
Bethel Phase 4a; Lund Int
1,050,000
1,050,000
Bethel Phase 4b; Vallair Ct
Intersection and Connector
1,000,000
1,000,000
Bethel Phase 5a:
Bethel/Lincoln/Mitchel
RABs
1,500,000
3,992,000
5,492,000
Old Clifton Non -Motorized
Improvements
150,000
3,150,000
3,300,000
Old Clifton/Anderson Hill
Intersection Improvements
151,000
2,149,000
2,300,000
Pottery Ave Non -Motorized
Improvements
185,000
1,296,183
1,481,183
edgwick Rd W Study
300,000
300,000
Sidney Rd Non -Motorized
2,400,000
2,400,000
R 160/Sedgwick Phase 2a
1,245,000
1,245,000
R 166/Bay St
Reconstruction
200,000
8,078,000
8,278,000
R166/Port Orchard Blvd
Intersection Improvements
2,100,000
2,100,000
Tremont Phase 2 & 3
4,857,000
4,857,000
TO
58,942,063
65,396,183
Stormwater
Port Orchard owns, maintains, and manages its stormwater collection system. Goal 8 states the City
should minimize development related impacts to existing hydrologic conditions and functions and strive
to correct current deficiencies resulting from past development practices such as stormwater-related
flooding. Details on the City's stormwater system can be found in the Utilities Element as well as the
2023 Stormwater and Watersheds Comprehensive Plan. Priority investments and funding assumptions
targeted in the next six years are summarized below.
Port Orchard Comprehensive Plan Page 9-173
Funding Sources
Johnson Creek
city
Grant
UnfundedProject
Total
Estuary Restoration
4,171,550
2,828,450
7,000,000
Annual Stormwater
Preservation
600,000
600,000
Sidney Regional
Storm
563,492
3,479,841
4,043,333
Sidney Rd. SW Fish
Pass Culvert
1,852,842
1,447,158
3,300,000
Sedgwick Balancing
Culvert
600,000
600,000
Pottery Non -
Motorized
Improvements
80,000
80,000
Annapolis Creek
Culvert
Replacement
43,333
4,000,000
4,043,333
Downtown Retrofit
2,860,000
1,350,000
Bay Street
Stormwater
Improvements
600,000
600,000
TOTAL
JU 23,126,666
Expenditures
Project Prior Years
2024-2030 Expenditures Total
Johnson Creek Estuary
Restoration (WSDOT)
7,000,000 7,000,000
Annual Stormwater
Preservation
N/A
600,000
600,000
Sidney Regional Storm
563,492
3,479,841
4,032,333
Sidney Rd. SW Fish Pass
Culvert
3,300,000
3,300,000
Sedgwick Balancing
Culvert
600,000
600,000
Pottery Non -Motorized
Improvements
80,000
80,000
Annapolis Creek Culvert
Replacement
43,333
4,000,000
4,043,333
Downtown Retrofit
2,860,000
2,860,000
Bay Street Stormwater
Improvements
600,000
600,000
606,825
23, ,
Sewer
The City is tasked to provide safe, reliable, and timely sewer service to consumers at a fair and
reasonable price, as seen in Goal 6. Port Orchard owns, operates, and maintains existing wastewater
collection and conveyance facilities. As of 2016, the City's sewer service area was approximately 2,100
acres and was expected to grow to 5,700 acres. Details on the City's sewer system can be found in the
Utilities Element as well as the 2016 General Sewer Plan Update. Priority investments and funding
assumptions targeted in the next six years are summarized below.
Port Orchard Comprehensive Plan Page 9-174
Funding Source
City/DeveloperProject
..
Annual Sewer
Preservation
300,000
3,200,000
3,500,000
Marina Lift Station
5,900,000
13,000,000
18,900,000
Bay Street Pump
Station
Replacement
1,000,000
6,000,000
7,000,000
Lift Station Controls
(6) & Generator (1)
25,000
800,000
825,000
Port Orchard BLVD
Lift Station and
Siphon
7,610,000 (WSDOT)
7,610,000
Sidney 2nd Force
Main (Pottery
Section)
731,000
731,000
Sidney 2nd Force
Main (Ruby Creek
to Pottery)
1,231,838
2,487,162
3,719,000
McCormick Lift
Station #3
(Developer Funded)
1,000,000 (D)
1,000,000
Ruby Creek Lift
Station
800,000 (D)
2,340,000
3,140,000
Sidney Road
Gravity Sewer
2,290,000
2,290,000
Bravo Terrace Lift
Station
2,500,000
2,500,000
Bravo Terrace Force
Main
4,860,000
4,860,000
Sewer Facility
Upgrades
2,000,000
2,000,000
McCormick East L/S
and Force Main
7,600,000
7,600,000
2029 General
Sewer Plan Update
350,000
350,000
TOTAL
14.800,000
33,627,162
66,025,000
Port Orchard Comprehensive Plan Page 9-175
Expenditures
Project Prior Years
2024-2030 Expenditures Total
Annual Sewer
Preservation
3,500,000 3,500,000
Marina Lift Station
3,100,000
15,800,000
18,900,000
Bay Street Pump Station
Replacement
7,000,000
7,000,000
Lift Station Controls (6) &
Generator (1)
125,000
700,000
825,000
Port Orchard BLVD Lift
Station and Siphon
0
7,610,000
7,610,000
Sidney 2nd Force Main
(Pottery Section)
0
731,000
731,000
Sidney 2nd Force Main
(Ruby Creek to Pottery)
0
3,719,000
3,719,000
McCormick Lift Station #3
(GFF Credit)
0
1,000,000
$1,000,000
Ruby Creek Lift Station
0
3,140,000
3,140,000
Sidney Road Gravity
Sewer
2,290,000
2,290,000
Bravo Terrace Lift Station
2,500,000
2,500,000
Bravo Terrace Force Main
4,860,000
4,860,000
Sewer Facility Upgrades
2,000,000
2,000,000
McCormick East L/S and
Force Main
7,600,000
7,600,000
2029 General Sewer Plan
Update
350,000
350,000
TOTAL
3.225,000
62,800,0
Water
Port Orchard Public Works Department maintains and manages the City's water system. With two
systems serving the City (City System) and McCormick Woods (McCormick Woods System), Port Orchard
serves over 4,000 connections. Goal 5 and its related policies state the City will ensure that an adequate
water supply is available to support the level of population growth and land development projected
within the City. Details on the City's water system can be found in the Utilities Element as well as the
2020 Water System Plan. Priority investments and funding assumptions targeted in the next six years
are summarized below.
Port Orchard Comprehensive Plan Page 9-176
Funding Source
City/DeveloperProject
..
Old Clifton
Transmission Main
(Reservoir to
McCormick Woods
Drive)
40,000
1,000,000
1,040,000
Annual Water
Preservation
300,000
400,000
700,000
Well #13
600,000
5,500,000
5,500,000
11,600,000
Well #12
7,000,000 (D)
7,000,000
Well #11 (#3)
465,000
8,500,000
8,965,000
Melcher PS Rebuild
(#10)
750,000
500,000
1,250,000
Well #7
500,000
1,015,000
1,515,000
580 to 660 Zone
Booster Station
750,000 (D)
750,000
390-580 Booster
Pump (Glenwood)
725,000
725,000
390-580
Transmission Main
(Glenwood)
515,624 (D)
515,624
660 Zone Storage
(CFC Credit)
2,850,000 (D)
2,850,000
Foster Mitigation
7,200,000
7,200,000
390-580 Intertie
and booster (Old
Clifton)
5,000,000
5,000,000
TOTA
13,995,624
19,115,000
49,110,624
Port Orchard Comprehensive Plan Page 9-177
Expenditures
Project Prior Years
2024-2030 Expenditures Total
Old Clifton Transmission
Main (Reservoir to
McCormick Woods Drive)
1,040,000 1,040,000
Annual Water
Preservation
N/A
700,000
700,000
Well #13
6,100,000
5,500,000
11,600,000
Well #12 (CFC Credit)
7,000,000
7,000,000
Well #11(#3)
2,100,000
6,865,000
8,965,000
Melcher PS Rebuild (#10)
114,000
1,136,000
1,250,000
Well #7
1,515,000
1,515,000
580 to 660 Zone Booster
Station (CFC Credit)
750,000
750,000
390-580 Booster Pump
725,000
(Glenwood) (CFC Credit)
725,000
390-580 Transmission
Main (CFC Credit)
(Glenwood)
515,624
515,624
660 Zone Storage (CFC
Credit)
2,850,000
2,850,000
Foster Mitigation
7,200,000
7,200,000
390-580 Intertie (Old
Clifton)
5,000,000
5,000,000
TOTAL
8,314,000
39,281,624
49,110,624
0.7.5 Parks Facilities
The Parks Element of the 2024 Comprehensive Plan, supplemented by the Parks, Recreation and Open
Space (PROS) Plan, outlines the goals, expectations, and community vision for the City's Parks. This
section draws from those plans with a concentration on capital facilities.
IVCII IUrj
Port Orchard owns 89.7 acres of parkland, with a ratio of approximately six acres per every 1,000
residents. This includes conservancies, resource parks, trails, athletic parks, community centers, special
use facilities, and support facilities.
Blackjack Creek Multi -Modal Bridge
AddressFacility
1301 Area Bay St
Boat Ramp -Launch
533 Bay St
0.82
Central Park (Clayton Park/Dwight
Park)
915 Dwight
1.4
Dekalb Pier
467 Bay St
4.1
Etta Turner Park/Blackjack Creek
Park
1301 Arena Bay Street
0.16
Givens Field/Active Club
1025 Tacoma Ave
0.6
Marina And Observation Deck
707 Sidney Pkwy
McCormick Village Park
3201 SW Old Clifton Rd
28.6
Van Zee Park
300 Tremont St
8.3
Parks capital facilities that include structures are listed below; refer to the PROS Plan for a full inventory
of parks.
Port Orchard Comprehensive Plan Page 9-178
Existing Conditions
According to the PROS Plan, the City has adequate outdoor park and recreational facilities to serve the
population during the 20-year planning horizon; however, playground, picnic, sports court, and field
sites are not evenly distributed within a 5- or 10-minute walk of all residential areas, creating a need for
more neighborhood parks. There are also deficits in indoor recreation facilities, community gardens, and
multipurpose trails.
Additional information on the City's parks and more detailed planning strategies can be found in the
City's PROS Plan and in the Parks Element of this Comprehensive Plan.
Future Needs
The City is committed to providing parks that are safe and well -maintained, enhance residential
neighborhoods, encourage shoreline access, and activate downtown areas.
Considering existing level -of -service for Port Orchard owned parks, the City's projected population
growth will create a need for an additional 61.4 acres of land and 15,661 facility units (square feet of
courts, fields, etc.) by the year 2040, requiring an estimated expenditure of $32,326,076. This does not
account for any maintenance, operation, or repair costs. See the PROs Plan for more information on
existing -level -of -service standards.
The PROS plan highlights the following investments that update and expand existing park facilities.
• In accordance with Policy CF-14, perform required maintenance at all parks and recreation
facilities. Conduct a facilities condition assessment to understand the current conditions and
near- and long-term maintenance needs for all capital facilities.
• As part of a citywide facilities plan, develop a space needs analysis to determine and justify staff
growth and investments needed to achieve the Parks goals. Aligned with Policy CF-11, consider
developing multi -use facilities and partnering opportunities to meet public need.
• Continue plans to design and construct the Port Orchard Community Event Center. The center
will be located at 619 Bay Street on the downtown waterfront and include 7,600-8,600 square
feet of event space and meeting facilities, as well as a 7,000-9,500 square foot library facility
with outdoor decks and an activities area. Consider also relocating the Council Chambers to
consolidate community functions.
• In accordance with Goal 4, perform required maintenance at all parks facilities.
• Protect existing open space and conservancies and acquire and develop parks and trail
systems.
• Designate and conserve cultural and historic resources located within park properties; seek
joint funding partnerships with local jurisdictions to create wayfinding and educational signage,
artworks, streetscapes, and gateways.
• Develop a master plan for Givens Park and assess condition, repurposing, or removal of the
Active Club.
• Develop a master plan for expanding Etta Turner Park to the west side of Blackjack Creek. Install
lighting on the bridge and enhance Blackjack Creek.
• Develop master plans for Ruby Creek Regional Park and Sherman Ave Stormwater Park.
• Create and strengthen regional partnerships to enable the City and its partners to provide
greater facilities and opportunities than would be possible alone.
Port Orchard Comprehensive Plan Page 9-179
• Acquire property for future park use in areas of need as identified in the Parks Plan, with an
emphasis on the Bethel/Lund and Bethel/Sedgwick Centers.
Priority Investments
Funding Source
Impact..
Project
City
Credit
Fees
Grant
Grant
Unfunded
6-Year Total
Port Orchard
Community
Event Center
927,430
283,900
18,729,963
6,500,000
1,658,707
28,100,000
Waterfront
Plaza
Shoreline
Restoration/
Enhancemen
t
278,920
352,300
500,000
1,376,780
2,508,000
Orchard St
Plaza
792,000
500,000
3,008,000
4,300,000
Givens Park
Sport Court
Remodel
253,600
176,400
55,000
485,000
McCormick
Village Park
Phase 3
1,250,000
1,250,000
Telford Way
Multimodal
Pathway
979,012
979,012
McCormick
Village Dr
Multimodal
Pathway
1,468,518
1,468,518
Sherman
Ave
Stormwater
Park
300,000
1,861,039
2,161,039
Paul Powers
Park Master
Plan and
Redevelopm
ent
500,000
500,000
Givens Park
Master Plan
150,000
150,000
Ruby Creek
Regional
Park Master
Plan
150,000
150,000
TOTAL
1,759,950
3,697,530
1,428,200
19,406,363
Nj!F,5Z6
142,051,569
Port Orchard Comprehensive Plan Page 9-180
Details on current and planned investments in the next 20 years can be found in the PROS Plan. Financial
information to support the facility condition assessment and citywide facilities plan can be found in the
Administration and Community Facilities section. Priority investments and funding assumptions targeted
in the next six years are summarized below.
6-Year Expenditures
Project
Prior Years
2024-2030 Expenditures
Total
Port Orchard Community
Event Center
4,064,132
24,035,868
$28,100,000
Waterfront Plaza Shoreline
Restoration/Enhancement
360,194
2,147, 806
2,508,000
Orchard St Plaza
78,822
4,221,178
4,300,000
Givens Park Sport Court
Remodel
485,000
$485,000
McCormick Village Park
Phase 3 (Impact Fee Credit)
1,250,000
1,250,000
Telford Way Multimodal
Pathway (Impact Fee
Credit)
979,012
979,012
McCormick Village Dr
Multimodal Pathway
(Impact Fee Credit)
1,468,518
1,468,518
Sherman Ave Stormwater
Park
300,000
1,861,039
2,161, 039
Paul Powers Park Master
Plan and Redevelopment
500,000
500,000
Givens Park Master Plan
150,000
150,000
Ruby Creek Regional Park
Master Plan
150,000
150,000
TOTAL
4.803.
37,248,421
42,051,569
Port Orchard Comprehensive Plan Page 9-181
Chapter 10 Climate Change
10.1 Introduction
The City of Port Orchard is likely to face challenges due to climate change over the next twenty years,
including rising sea levels, extreme weather events, and ecological shifts that will directly affect the
City's existing businesses, residents and the environment. This chapter will begin the important process
of planning for climate change in the City of Port Orchard, focusing on reducing greenhouse gas
emissions and enhancing the City's resilience to the impacts of climate change.
Puget Sound Regional Council's (PSRC) Vision 2050 provides a roadmap for managing growth,
transportation, and economic development across our
Climate Change Vision
region. By 2050, the Puget Sound region population is
Port Orchard is an environmentally
projected to reach 5.8 million people20. Vision 2050 plays
resilient community, actively
an important role in addressing climate change as the
participating in the reduction of
region grows by emphasizing clean energy, sustainable
greenhouse gas emissions in alignment transportation, and resilient communities. The document
with Washington State'sgoal of serves as a guide for local jurisdictions, including Port
achieving net zero emissions by 2050. Orchard, to prepare for growth while preserving the
environment and promoting equity.
In 2023, the Washington State Legislature passed House Bill 1181, enhancing the state's response to
climate change. This legislation amends the Growth Management Act (GMA), requiring cities and
counties fully planning under the GMA to incorporate a dedicated climate element into their
comprehensive plan. Within this element, two sub -elements must be addressed:
Reduction of Greenhouse Gas (GHG) Emissions
• The City of Port Orchard commits to ambitious goals for reducing emissions, promoting cleaner
energy sources, and minimizing our carbon footprint, consistent with Washington State's GHG
goal of net zero emissions by 2050.
The City seeks to explore innovative strategies to encourage sustainable transportation, energy
efficiency, and renewable energy adoption.
Climate Resiliency Planning
• The City of Port Orchard recognizes the inevitability of climate impacts and prioritizes resilience.
This chapter will outline strategies to enhance community preparedness, response, and
recovery efforts.
• The City aims to protect vulnerable populations, critical infrastructure, and natural systems from
climate -related disruptions.
During the course of 2024, this chapter will be a living document and will be updated as the City's
planning efforts progress. The development of a climate change element is anticipated to take
approximately one year of study and should incorporate input from stakeholders and the public. To fully
understand the impacts of climate change, the City must also have a baseline of current greenhouse gas
emissions and other climate change indicators. Some of this information is currently available through
21 Puget Sound Regional Council Vision 2050
Port Orchard Comprehensive Plan Page 10-182
the University of Washington Climate Impacts Group's (UW CIG) Climate Mapping for a Resilient
Washington (CMRW) webtool21. The City is awaiting baseline greenhouse gas (GHG) emissions from the
Department of Commerce for Kitsap County, which will then need to be disaggregated down to the City
level for Port Orchard.
The City will also be seeking grants from the Department of Commerce to complete this work. This
chapter should be read as a first draft of the City's Climate Change element, with the expectation that
future study and planning work will be completed in the future as funding is available.
10.2 Greenhouse Gas Emissions
HB 1181 identifies three minimum requirements22 that the GHG emissions reduction sub -element of this
chapter must address. These requirements can be met through the adoption of goals and policies that
identify actions to meet these requirements.
• Requirement 1: Result in reductions in overall greenhouse gas emissions generated by
transportation and land use within the City but without increasing emissions elsewhere in
Washington.
Requirement 2: Result in reductions per capita vehicle miles traveled within the City but without
increasing greenhouse gas emissions elsewhere in Washington.
• Requirement 3: Prioritize reductions that benefit overburdened communities in order to
maximize the co -benefits of reduced air pollution and environmental justice.
The Department of Commerce in its Intermediate Planning Guidance23 has outlined three pathways that
the City may take to set emissions -reduction targets and goals and policies to achieve those targets. The
City of Port Orchard has elected to pursue Pathway 3, which the Department of Commerce has
recommended for jurisdictions that are required to create a GHG reduction sub -element.
Pathway 3 requires the City of Port Orchard to utilize the GHG emissions inventory provided by the
Department of Commerce to set mitigation goals and policies to satisfy the minimum requirements. The
City is required to adopt goals and policies from the transportation, buildings and energy, and zoning
and development sectors of the Menu of Measures provided by the Department of Commerce 21 that
support achieving net -zero emissions by 2050. The City may also adopt goals and policies from the other
sectors of the Menu of Measures based on the emission inventory.
10.3 Climate Resilience
HB 118121 identifies three minimum requirements that the climate resilience sub -element of this
chapter must address. These requirements can be met through the adoption of goals and policies that
identify actions to meet these requirements.
Requirement 1: Address natural hazards created or aggravated by climate change, including sea
level rise, landslides, flooding, drought, heat, smoke, wildfire, and other effects of changes to
temperature and precipitation patterns.
21 https://cig-wa-cIimate.nkn.uidaho.edu/
22 RCW 36.70A.070(9)(e)(i)
23 Department of Commerce Intermediate Plannine Guidance. December 2023
24 Department of Commerce Intermediate Planning Guidance, December 2023, Appendix L
21 RCW 37.70A.070(9)(d)(i)(A-C)
Port Orchard Comprehensive Plan Page 10-183
Requirement 2: Identify, protect and enhance natural areas to foster climate resilience, as well
as areas of vital habitat for safe species migration.
Requirement 3: Identify, protect, and enhance community resilience to climate impacts,
including social, economic, and built -environment factors, which support adaptation to climate
impacts consistent with environmental justice.
The Department of Commerce in its Intermediate Planning Guidance26 has outlined 11 sectors of climate
resiliency that the City's Comprehensive Plan should address, with potential climate -related impacts.
Not all these sectors or climate -related impacts will affect Port Orchard, and at the time of the
development of this chapter, the City is currently beginning the process of studying the impacts of
climate change and assessing vulnerability and risk to the City's community assets (social, economic and
environmental assets). Once complete, the City will explore how changes in the climate could
exacerbate natural hazards and impact these assets and develop goals and policies to address these
impacts.
In 2020, Kitsap County, in coordination with the City of Port Orchard, prepared the Kitsap County
Climate Change Resiliency Assessment27. This assessment provides a comprehensive understanding of
climate impacts and risks specific to the City.
The Kitsap County Climate Change Resiliency Assessment highlights several specific risks that the City
faces due to climate change:
Sea Level Rise
As global temperatures increase, sea levels are rising. This poses a risk to coastal areas, including Port
Orchard. Rising sea levels are expected to exacerbate challenges with flooding and saltwater intrusion in
the City's downtown area, which the City has addressed in its Downtown Subarea Plan and Shoreline
Master Program through policies that seek to address the impacts of sea level rise through the raising of
the elevation of Bay Street.
Extreme Heat Events
More frequent and intense heatwaves are expected. Extreme heat impacts public health, especially
vulnerable populations. It strains energy systems, increases wildfire risk, and affects outdoor activities.
Ocean Acidification
Acidification of marine waters due to increased carbon dioxide absorption harms shellfish, fish, and
other marine life. Healthy marine ecosystems play an important role in the City's economy, ecosystems,
and are critical to the cultural practices and way of life of the Suquamish Tribe who have inhabited
South Kitsap County for thousands of years.
Changing Precipitation Patterns
Altered rainfall patterns affect water availability, agriculture, and stormwater management. Increased
precipitation intensity leads to flooding, landslides, and soil erosion. The City may expect to see impacts
to public infrastructure as a result of increased flooding, including disruption of transportation routes
and damage to ferry terminals, as well as damage to stormwater and wastewater infrastructure from
flood inundation and saltwater intrusion.
Health Impacts
Climate change exacerbates respiratory illnesses, heat -related illnesses, and mental health issues.
Vulnerable populations, including the elderly and low-income communities, are at higher risk. More
26 Department of Commerce Intermediate Planning Guidance, December 2023
2' Kitsap County Climate Resiliency Assessment, 2020
Port Orchard Comprehensive Plan Page 10-184
frequent heat waves may result in increased deaths and will require the investment in cooling centers
and/or public subsidies for low income households to install air-conditioning. Increased need for air
conditioning will also have an adverse impact on greenhouse gas emissions in the City.
Habitat Disruption
Changing ecosystems affect wildlife migration, breeding patterns, and food availability. Protecting
habitats is critical for biodiversity and ecosystem services. Warmer stream temperatures and lower
summer flows will affect fish species that use these habitats. New invasive species and diseases could
also emerge due to changes in the climate.
Economic Disruptions
Climate impacts can disrupt local businesses, tourism, and agriculture. Planning for economic resilience
is vital. The City has a large workforce employed in construction. Outdoor laborers are especially
vulnerable to extreme heat events and are likely to experience lost labor hours due to extreme heat and
poor air quality. Sea level rise and increased flooding may also affect property values within coastal
areas or floodplains.
Water Resources Challenges
The City provides drinking water within the City supplied by six active wells and from additional planned
wells. Altered hydrology due to climate change will affect water supply, groundwater recharge, and
streamflow. Balancing water needs for residents, agriculture, and ecosystems is a priority. Resiliency
planning will address these risks, ensuring Port Orchard remains adaptable and prepared for a changing
climate.
10.4 Baseline Conditions
Effective decision -making requires understanding baseline conditions, including greenhouse gas
emissions and climate resiliency indicators. This information will serve as a benchmark to measure the
effectiveness of any strategies or initiatives implemented towards achieving these goals.
Greenhouse Gas Emissions
Baseline Emissions (2022)
The baseline for greenhouse gas (GHG) emissions represents the starting point against which we
measure progress. It encompasses historical emissions data, including those from energy production,
transportation, industry, and land use changes.
The Department of Commerce is creating emissions inventories for the 11 counties that are required to
include a GHG reduction sub -element in their comprehensive plan. The inventories use 2022 as a
baseline year but do not disaggregate emissions to the city level.
Once the GHG emissions inventory for Kitsap County is available, the City will need to hire a consultant
to complete the technical analysis required to disaggregate the emissions down to the city level
consistent with guidance published by the Department of Commerce.
Per Capita Vehicle Miles Traveled (VMT) (2022)
Per capita VMT serves as a critical indicator of transportation -related emissions. The baseline VMT
includes historical data on miles traveled by various vehicle types (cars, trucks, buses) over time. Future
analysis will be necessary to establish per capita vehicle miles traveled for the City.
Port Orchard Comprehensive Plan Page 10-185
Climate Resilience
The CMRW developed by the UW CIG has identified the following climate hazards that may pose a risk
to the City of Port Orchard. The following climate indicators have been identified based on the historical
normal for the period of 1980-2009 and provide a baseline for addressing the risk climate change poses
to the City under the high emissions scenario for the years 2020-2049 (30-year period).
• Agriculture & Food
Systems
• Emergency
Management
• Water Resources
• Agriculture & Food
Systems
• Economic
Development
• Ecosystems
• Human Health
Sector(s)
• Buildings and
Energy
Climate Indicator Hazard Notes
Drought 29% chance any given year High emissions scenario.
will have a total summer Increase in likelihood for
precipitation below 75% of 30-year period.
the historical normal
summer Dreciaitation
Climate Impacts
Below normal summer precipitation indicates a greater likelihood of drought.
Drought can affect the well-being of people and water availability for crops and
ecosystems. More frequent droughts is also expected to increase need for
emergency services to respond to water shortages that may occur due to
voluntary or mandatory conservation requirements.
Climate Indicator
Extreme Heat
Climate I
Hazard
3.5° increase in average
summer temperature
Notes
High emissions scenario.
Increase in likelihood for
30-year period.
Warmer summers will directly impact the health and well-being of people,
create stress for crops and reduce water availability. Warmer summer
temperatures could also decrease opportunities for warm season recreation
activities. Warmer summer temperatures are expected to reduce soil moisture
and increase stress on plants and animals.
Climate Indicator
Extreme Heat
Climate Impacts
Hazard
+177 degree-days during
the 30-year period
Notes
High emissions scenario.
Increase in likelihood for
30-vear period.
Port Orchard Comprehensive Plan Page 10-186
• Cultural Resources
and Practices
• Economic
Development
• Ecosystems
• Emergency
Management
• Transportation
• Water Resources
• Zoning and
Development
• Cultural Resources
and Practices
• Ecosystems
• Zoning and
Development
• Economic
Development
• Ecosystems
• Emergency
Management
An increase in cooling degree days will increase energy demand for air
conditioning in the summer when regional hydropower supply is expected to
decrease.
Climate Indicator Hazard Notes
Sea Level Rise .75' Likely Sea Level Rise to High emissions scenario.
1.5' High Sea Level Rise Increase in likelihood for
the year 2050.
Climate Impacts
Sea Level Rise will inundate culturally relevant and important sites, such as
traditional fishing grounds. Sea level rise may also intensify coastal flooding
which can disrupt business operations, damage property, reduce the land area
suitable for development, impact coastal transportation infrastructure, and
increase need for emergency services to recover from flooding. Sea level rise
can also increase coastal erosion and flooding reducing habitats for some
aquatic, wildlife and plant species. Sea level rise is also expected to increase
saltwater intrusion into groundwater and coastal aquifers, which could reduce
water quality.
Climate Indicator
Extreme Heat
Climate Impacts
Hazard
14.3° increase in August
stream temperature
Notes
High emissions scenario.
Increase in likelihood for
2030-2059.
Warmer stream temperatures are expected to reduce habitat quality for
salmonids, reducing abundance of and access for Northwest Tribes. Warmer
stream temperature have the potential to reduce the ability to meet water
quality standards set on wastewater treatment facilities.
Climate Indicator
Flooding
Climate Impacts
Hazard
Return Interval of 25-yr
Peak Streamflow
Blackjack Creek —
9.8 years
Notes
High emissions scenario.
Increase in likelihood for
30-year period.
Port Orchard Comprehensive Plan Page 10-187
• Transportation
The 25-year peak streamflow is the streamflow that occurs on average every
• Waste Management
25 years, heavier precipitation is anticipated to cause this to occur every 9.8
• Zoning and
years for Blackjack Creek, which could leak to increased flooding and impacts
Development
to homes and businesses, increased need for emergency services, as well as
increased flood damage to roads, bridges, and railway. Increased flood zones
could also reduce the suitability of some areas for development. Increased
streamflows can also cause juvenile salmonids to be flushed downstream
prematurely, reducing salmonid migration returns. Flooding of waste
management facilities can also release contaminants and hazardous materials.
Sector(s)
Climate Indicator
Hazard
Notes
• Economic
Extreme
7% increase in the
High emissions scenario.
Development
Precipitation
magnitude of 2-year storm
Increase in likelihood for
• Transportation
30-year period.
• Waste Management
• Zoning and
Development
Climate Impacts
Heavier precipitation is expected to intensify flooding in low-lying areas and
require higher capacity storm water drainage systems. Heavier precipitation
events may lead to flooding, landslides and erosion which can interrupt
transportation routes, damage infrastructure and increase maintenance and
repair costs. Storm damage may also generate waste and debris. Increased
urban flooding could also affect zoning restrictions on new buildings and
require revised building codes or increased development in frequently flooded
areas.
Sector(s)
Climate Indicator
Hazard
Notes
• Ecosystems
Drought
7.8% decrease in late
High emissions scenario.
• Water Resources
summer precipitation
Increase in likelihood for
30-year period.
Climate Impacts
A decrease in summer precipitation is expected to lower streamflows, reduce
water quality and increase water temperatures. Less summer precipitation will
also contribute to drought stress on plant growth and will contribute to
summer water shortages. Water quality may also decrease with less summer
precipitation and warmer water temperatures.
Sector(s)
Climate Indicator
Hazard
Notes
• Emergency
Extreme Heat
+14.4 days above 90'
High emissions scenario.
Management
during the 30-year time
Increase in likelihood for
• Human Health
period
30-year period.
Climate Impacts
Port Orchard Comprehensive Plan Page 10-188
More frequent extreme heat event are expected to increase the demand for
emergency services. They may also impact emergency services due to
transportation disruptions such as warped and buckling pavement on roads. An
increase in the number of days above 90' is also expected to increase heat -
related deaths, illnesses and hospitalizations.
10.5 Goals and Policies
In this Chapter the City has set forth its vision and commitment to a sustainable future. Recognizing the
challenges posed by a changing climate, these goals and policies are designed to steer the City towards
resilience and adaptability while also aiming to reduce greenhouse gas emissions. The goals and policies
contained within this iteration of the Climate Change element represent direction to complete this
Chapter as well as preliminary goals and policies adopted from the Department of Commerce's Menu of
Measures"' to address the sectors and climate hazards identified from the CMRW in Section 10.4 above.
C Goal I. Complete this Climate Change Element.
Policy C-1 Apply for funding from the Department of Commerce to complete the climate planning
related activities necessary to complete this Chapter and implement House Bill 1181.
• When funding is available, hire a consultant to help complete the technical
analysis required to establish baseline greenhouse gas emissions and VMT.
Policy C-2 Complete a Community Assets Inventory and risk assessment of the City's social,
economic and environmental assets that the community wants to protect.
• Evaluate the current risk exposure and vulnerability of the city's community
assets against the impacts of climate change.
Policy C-3 Complete an audit of the City's existing plans to identify gaps, opportunities and barriers
to building resilience to climate change.
Policy C-4 Refine the goals and policies contained within this first iteration of the City's Climate
Change element, either adapting the goals and policies, developing new goals and
policies, or adopting a hazard mitigation plan (see Climate Resilience Pathways in the
Department of Commerce's Intermediate Planning Guidance).
Policy C-5 Conduct robust public engagement on the development of this Chapter.
Policy C-6 Set incremental emissions reduction targets that lead to achieving net zero emissions in
2050.
C Goal 2. Reduce greenhouse gas emissions within the City consistent with the
Washington State target of net -zero emissions by 2050.
Buildings and Energy
Policy C-7 Maximize solar access of site design, where practicable, for new solar -ready residential
and commercial buildings.
• Encourage solar panels on buildings with large rooftops, as well as within or
over parking areas.
28 Department of Commerce Intermediate Planning Guidance, December 2023, Appendix L
Port Orchard Comprehensive Plan Page 10-189
Policy C-8 Encourage buildings that use renewable energy, conservation, and efficiency
technologies and practices to reduce greenhouse gas emissions.
• Encourage energy efficient housing types that conserve non-renewable energy
and help minimize impact on air quality and climate. (Policy HS-25)
• Encourage the retrofit buildings for energy efficiency.
• Incentivize green building certification to improve energy and environmental
performance.
Policy C-9 Encourage the adaptive reuse of buildings, recognizing the emission -reduction benefits
of retaining existing buildings.
• Encourage the preservation and weatherization of housing in overburdened
communities, particularly at higher densities, to reduce emissions and increase
resilience.
Ecosystems
Policy C-10 Increase tree canopy cover to boost carbon sequestration, reduce heat islands, and
improve air quality, prioritizing overburdened communities.
• Require the retention and replacement of significant trees in the City.(Policy NS-
9)
• Adopt a canopy coverage target for the City and monitor progress on a regular
basis to determine if policy changes are necessary to reach the City's target.
(Policy NS-10)
• Identify parks and open spaces in the City where tree canopy coverage could be
increased. (Policy NS-11)
• Use trees and vegetation to mitigate erosion potential, meet drainage needs
and reduce the impacts of development. (Policy NS-12)
• Establish programs and policies that maintain and increase forests and
vegetative cover and prioritize the connectivity of forests that provide valuable
wildlife corridors within the City. (Policy NS-14)
Transportation
Policy C-11 Convert public fleets to zero emission vehicles and develop supporting infrastructure
and programs (e.g., charging stations and dedicated lanes for electric cars and buses).
• Require electric vehicle charging infrastructure in new and retrofitted buildings.
Policy C-12 Implement multimodal transportation planning to reduce single -occupancy vehicle
dependence and greenhouse gas emissions.
• Emphasize moving people rather than vehicles by providing a variety of ways to
commute to work. (Policy TR-45)
• Provide preferential treatments for transit, such as queue bypass lanes, traffic
signal modifications, and safe, convenient, transit stops. (Policy TR-20)
• Create a safe, well connected, and attractive bicycle and pedestrian
Port Orchard Comprehensive Plan Page 10-190
transportation network to encourage active transportation.
Policy C-13 Reduce vehicle miles traveled to achieve greenhouse gas reduction goals.
• Implement travel demand management (TDM) programs and strategies.
Prioritize, develop, and maintain mobility hubs in transportation -efficient
locations — especially in overburdened communities experiencing a scarcity of
transportation alternatives.
• Shorten commutes by concentrating housing and employment in strategic
locations, which provides residents opportunities to live and work in the same
neighborhood. (Policy CN-3)
• The City shall ensure that higher density development in Centers is either within
walking or biking distance of jobs, schools, and parks and is well -served by
public transit. (Centers Goals 1,2,3,4,5,6; Housing, Parks, Economic
Development, Transportation, and Capital Facilities Elements) (Policy CN-11)
• Prioritize permitting for transit -oriented development (TOD) proposals.
Zoning and Development
Policy C-14 Increase housing diversity and supply within urban growth areas to reduce greenhouse
gas emissions and support environmental justice.
Within centers, set minimum building densities that enable lively and active
streets and commercial destinations. Such limits may take the form of:
minimum floors or building height, floor -area -ratios, and lot coverage; and
maximum street setbacks and parking spaces. (Policy LU-11)
• Evaluate a range of incentives to encourage compact development to preserve
open space throughout the city, possibly to include density credits, incentive
zoning, and transfer of development rights. (Policy LU-15)
C Goal 3. Strengthen the City's resilience against the impacts of climate change.
Buildings and Energy
Policy C-15 Ensure that energy infrastructure — including generation and transmission — is able to
accommodate renewable energy opportunities and to withstand and recover quickly
from the impacts of extreme weather and other natural hazards worsened by climate
change.
• Plan and build facilities, utilities, and infrastructure projects to avoid or
withstand flooding from rising sea levels and associated climate impacts.
• Work with energy utilities to improve the safety and reliability of infrastructure
vulnerable to climate change.
Policy C-16 Ensure that buildings are designed and built sustainably to reduce environmental
impacts and remain resilient to extreme weather and other hazards worsened by
climate change.
• Require the design and construction of commercial and residential buildings and
their surrounding sites to reduce and treat stormwater runoff and pollution.
Port Orchard Comprehensive Plan Page 10-191
• Develop or modify design standards to integrate exterior building features that
reduce the impacts of climate change and increase resilience.
Cultural Resources and Practices
Policy C-17 Ensure that cultural resources and practices — including significant historic sites and
culturally important traditional foods and natural resources — are resilient to the
impacts of extreme weather and other natural hazards worsened by climate change.
Work with state and federal agencies to protect, enhance, and restore
ecosystems in order to meet tribal treaty rights and conserve culturally
important consumptive and non -consumptive resources including foods,
medicinal plants, and materials that could be adversely impacted by climate
change.
Maintain government -to -government relations with Native American tribes for
the preservation of archaeological sites and traditional cultural properties that
are vulnerable to climate impacts.
Policy C-18 Ensure environmental justice by providing all residents an equitable opportunity to
learn about climate impacts, influence policy decisions, and take actions to enhance
community resilience.
Create and implement culturally contextualized outreach and education
initiatives and materials that will inform the community about near -term and
longer -term climate change threats and build resilience.
Economic Development
Policy C-19 Ensure that the local economy is resilient to climate disruptions and fosters business
opportunities associated with climate mitigation and adaptation.
• Support local businesses' efforts to bolster climate preparedness and continuity
of operations.
Ecosystems
Policy C-20 Ensure the protection and restoration of streams, riparian zones, estuaries, wetlands,
and floodplains to achieve healthy watersheds that are resilient to climate change.
• Implement actions identified in restoration and salmon recovery plans to
improve the climate resilience of streams and watersheds.
• Increase the climate resilience of native fish species and aquatic ecosystems by
reducing the threat of aquatic invasive species (e.g., fish, plants, invertebrates).
• Protect and restore watershed -scale processes to maximize the ecological
benefits and climate resilience of riparian ecosystems.
• Protect and restore riparian vegetation to reduce erosion, provide shade, and
support other functions that improve the climate resilience of streams.
• Increase aquatic habitat resilience to low summer flows by increasing water
residence time, storing water on the landscape, conserving water, protecting
groundwater, keeping waters cool, and protecting water quality.
Port Orchard Comprehensive Plan Page 10-192
Policy C-21 Protect and restore coastal ecosystems to increase the resilience of species, habitats,
and communities to climate change.
• Consider sea -level rise in coastal and nearshore habitat restoration projects.
• Identify, protect, and restore submerged aquatic vegetation (eelgrass, kelp, etc.)
that provides aquatic habitat, "blue" carbon storage, and other ecosystem
services.
Emergency Management
Policy C-22 Develop and maintain local government staff members' technical expertise and skills
related to climate change and environmental justice so as to improve communitywide
policy implementation, equity, and resilience.
Create evacuation plans and outreach materials to help residents plan and
practice actions that make evacuation quicker and safer.
Policy C-23 Enhance emergency preparedness, response, and recovery efforts to mitigate risks and
impacts associated with extreme weather and other hazards worsened by climate
change.
• Map transportation infrastructure that is vulnerable to repeated floods,
landslides, and other natural hazards, and designate alternative travel routes for
critical transportation corridors when roads must be closed.
• Incorporate sea -level rise information, along with tsunami hazard mapping, into
critical area delineation for siting critical infrastructure, land -use planning, and
emergency management.
• Develop resilience hubs — community -serving facilities that are designed to
support residents, coordinate communication, distribute resources, and reduce
carbon pollution while enhancing quality of life.
• Factor climate impacts into the planning of operations and coordination of
preparedness, response, and recovery activities among first -responders and
partners, including public health, law enforcement, fire, school, and emergency
medical services (EMS) personnel.
Health and Well -Being
Policy C-24 Protect community health and well-being from the impacts of climate -exacerbated
hazards — prioritizing focus on overburdened communities — and ensure that the most
vulnerable residents do not bear disproportionate health impacts.
• Promote the use of health impact assessments and other tools to address the
potential impacts of health, equity, and climate change on vulnerable
communities.
• Prioritize the development of anti -displacement programs in overburdened
communities when increasing densities.
• Review land use maps and identify opportunities or barriers to responding to
rapid population growth or decline, rebuilding housing and services after
disasters, and other extreme climate impact scenarios.
Port Orchard Comprehensive Plan Page 10-193
• Provide overburdened communities subsidies to offset potential cost increases
associated with conversion to non -fossil -fuel energy sources.
• Develop and maintain a program to distribute cooling units and install heat
pumps, prioritizing households with residents (e.g., low-income seniors) most
vulnerable to extreme temperature events.
Transportation
Policy C-25 Ensure that the local transportation system — including infrastructure, routes, and
travel modes — is able to withstand and recover quickly from the impacts of extreme
weather events and other hazards exacerbated by climate change.
Design and site new and expanded roads to have the least possible adverse
effect on the shoreline, account for sea level rise projections, not result in a net
loss of shoreline ecological functions, or adversely impact existing or planned
water -oriented uses, public access, and habitat restoration and enhancement
projects.
Water Resources
Policy C-26 Protect and preserve water quality and quantity from drought, extreme heat, and other
hazards exacerbated by climate change.
• Utilize water conservation methods and technologies in development of
irrigation infrastructure within parks and recreation areas so as to foster climate
resilience.
• Develop and implement a comprehensive drought resilience strategy that
factors in projected climate impacts and sets action levels for different drought
stages.
• Identify and implement strategies to prepare for and mitigate the effects of
saltwater intrusion into aquifers and drainage systems.
• Require the use of green infrastructure and low -impact development to address
increased storm intensities and stormwater runoff.
• Evaluate the long-term adequacy of water delivery infrastructure to ensure that
changes in hydrological patterns (e.g., increases in flooding frequency or
reduction of late -summer water availability associated with climate change) can
be anticipated and managed effectively.
Zoning and Development
Policy C-27 Establish land use patterns that increase the resilience of the built environment,
ecosystems, and communities to climate change.
Restore and maintain critical areas and open space areas to maximize the
climate resilience benefits they provide.
• Direct new development into areas where exposure to climate hazards is low.
• Identify and implement strategies to increase the resilience of the shoreline
environment to sea -level rise and other climate hazards, while also protecting
Port Orchard Comprehensive Plan Page 10-194
shoreline ecological functions, allowing water -dependent uses, and providing
public access.
Policy C-28 Ensure that development and redevelopment projects are resilient to the impacts of
climate change.
• Establish development regulations that incorporate best practices for reducing
the risk of wildfire, extreme heat, flooding, and other climate -exacerbated
hazards.
• Consider future climate conditions during siting and design of capital facilities,
including changes to temperature, rainfall, and sea level, to help ensure they
function as intended over their planned life cycle.
• Identify and plan for climate impacts to valued community assets such as parks
and recreation facilities, including relocation or replacement.
• Consider climate change, including sea -level rise, extreme precipitation,
increased winter streamflow, and other impacts, in floodplain management
planning.
Port Orchard Comprehensive Plan Page 10-195