05/22/2024 - PacketCity of Port Orchard
Land Use Committee
May 22, 2024 4:30 pm
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AGENDA
1. Discussion: Non -conforming Uses and Structures
2. Discussion: Middle Housing Comprehensive Plan Policy Analysis
3. Discussion: Bethel Subarea Plan
Nonconforming Use and Structures
Jurisdiction
Use may
Use may
Structure may be
Reconstruction
Threshold in
Reconstruction
Period of vacancy:
continue?
expand?
enlarged?
upon
determining
above threshold
nonconforming to
(building envelope)
demolition/
destruction
abandoned?
destruction?
Port Orchard
Yes
No
Yes, provided no
Yes
50% of
Only in
180 days, or 18 months
increase in non-
building's
conformance
in a three-year period
conformity
valuation at
with code
time of
destruction
Bainbridge
Yes
No
Yes; only if addition
Only if less than
More than 50%
Only in
180 days
Island
meets development
50% sq footage
of its square
compliance with
standards
footage
zoning
requirements
Poulsbo
Yes
No
No
Yes, but building
Damage by
Only in
12 months or greater
permit must be
unforeseeable
conformance
applied for
event
with the
within 12
(fire/windstorm)
requirements of
months of event
the zone
Bremerton
Yes
No, but may
No, except under
Yes, but building
Damage by fire
Only in
1 year
change in
BMC 20.54.060 (c)
permit
or other
conformance
accordance
application to
casualty
with the
with BMC
be filed within 1
requirements of
20.54.060
year of casualty
the zone
(b)(2)
Kitsap
Yes
No
No, unless such
Yes, application
Destroyed by
Same size and
24 months
County
alteration brings
of
any cause
appearance,
structure
reconstruction
compatible with
conformity
to be filed
zone
within one-year
Gig Harbor
Yes, see
No
No
Yes, if
Valued at less
Structure shall
12 consecutive months
GHMC
reconstruction
than 50%
be brought into
17.68.040
not
percent of the
conformity with
for
discontinued for
replacement
existing code or
restrictions
more than 12
value
removed
consecutive
(determined by
months
city's sq ft
construction
cost table fee
schedule)
Tacoma
Yes
May change
May be
Yes, if
Not specified
Structure to be
Abandoned for 12
to other
enlarged/modified
reconstructed
restored in
consecutive months, or
nonconformin
under certain
within 18
accordance with
18 months during three-
g, see TMC
conditions, see TMC
months
applicable codes,
year period
Title 13 pg 13-
Title 13 pg 13-176
following
nonconformity
174 (L)(5)(c)
(L)(8)
damage
not to increase
Federal Way
Yes
No
No
Yes, if due to
Not specified
No
Abandonment not
accidental cause
nonconformance
specified
may be
intensified
Puyallup
Yes
Yes, see PMC
Yes under certain
Yes
If damage is
Only in
1 year
20.65.015 (2)
conditions, see PMC
under 75% of
compliance with
20.65.030
the current
standards of
replacement
zoning district
cost (as
determined by
chief building
inspector)
(Bremerton) BMC 20.54.060:
(b) Change of Use. A structure or property containing a nonconforming use may be changed to the following:
(2) Another nonconforming use; provided, that:
(i) A conditional use permit is approved pursuant to BMC 20.58.020;
(ii) The existing nonconforming use was not discontinued as prescribed in subsection (d) or (e) of this section;
(iii) The new use is clearly a reduction in the nonconformity and intensity of the existing nonconforming use; and
(iv) The applicant demonstrates that there is a demand for the use in the neighborhood that provides a public benefit.
(c) Expansion. A nonconforming use may not be expanded or enlarged, except under one (1) of following circumstances:
(1) Alterations are permitted, provided it is within the existing physical space of the building or use.
(2) Residential dwellings may have the building area expanded if the number of dwelling units is not increased above or below the
requirements of the zone in which it is located, there is no decrease in the number of off-street parking spaces below the minimum
requirements and the addition complies with all zoning requirements.
(3) The acquisition of additional accessory off-street parking is not an expansion of a nonconforming use.
(Gig Harbor) GHMC 17.68.040:
When a lawful structure existed at the effective date of the adoption or an amendment of the applicable regulations and could not be built under
the terms of the current regulations set forth in this title, or amendments thereof, by reason of the restrictions on area, lot size or dimension,
coverage, height, yards and the location on the lot or other requirements concerning the structure, such structure may be continued as a
nonconforming structure so long as it remains otherwise lawful and shall be subject to the following provisions:
A. No such nonconforming structure may be altered or remodeled in any way that increases its nonconformity respective to bulk or
dimensional standards in effect, but any structure or portion thereof may be altered or remodeled to decrease its nonconformity;
B. A nonconforming structure that is damaged by fire, act of nature or other causes beyond the control of the owners may be
reconstructed as long as it is not discontinued for more than 12 consecutive months. Any such structure that is unintentionally destroyed
shall be reconstructed to the same or smaller configuration existing immediately prior to the time the structure was damaged or
destroyed. The reconstruction shall comply with all applicable building codes in force at the time of replacement. As determined during
the nonconforming use and structure review process (see GHMC 17.68.025), the reconstruction shall comply with all other applicable
codes to the maximum extent possible. "Discontinued" is defined in GHMC 17.68.038;
C. Except as provided for in subsection E of this section, any such nonconforming structure or nonconforming portion of a structure that
is intentionally damaged or intentionally altered may be reconstructed to the same or smaller configuration existing immediately prior to
the time the structure was damaged or altered, provided the alterations and/or damage is valued at less than 50 percent of the
replacement value of the structure as determined by the square foot construction cost table in the city's fee schedule. Building permits
for the reconstruction shall be submitted within one year of the time of intentional damage or alteration and shall remain active or
reconstruction will not be allowed. The reconstruction shall comply with all applicable building codes in force at the time of replacement.
As determined during the nonconforming use and structure review process (see GHMC 17.68.025), the reconstruction shall comply with
all other applicable codes to the maximum extent possible. Interior -only remodels which do not increase a structure's nonconformity
shall not count towards the replacement cost as it relates to this section; and
D. Except as provided for in subsection E of this section, when a structure has a nonconforming structure status, the intentional removal,
intentional damage, or intentional alteration of the structure shall eliminate the nonconforming status. Upon the elimination of the
nonconforming status, the structure shall be brought into conformity with the existing code or shall be removed. "Intentional removal,
intentional damage, or intentional alteration;' for the purposes of this subsection, is defined as damage and/or alterations valued at
more than 50 percent of the replacement value of the structure at the time of damage and/or alterations, over the lifetime of the
structure, as determined by the square foot construction cost table in the city's fee schedule;
(Tacoma) TMC Title 13 (pg 13-174) (L)(5)(c):
c. Allowed changes to and expansions of nonconforming use.
Changes to a nonconforming use shall be allowed only under the following circumstances:
(1) A nonconforming use, or a portion of a nonconforming use, may be changed to a use that is allowed in the zoning district in which it is
located.
(2) A nonconforming use, or a portion of a nonconforming use, may be expanded or changed to another nonconforming use when
nonconforming rights for the subject use have been verified by the City of Tacoma. The applicant must provide evidence to show that the
subject use was lawfully permitted prior to May 18, 1953, or if such legal use became nonconforming by reason of subsequent changes in
this Chapter, prior to the date of the code change that made the use nonconforming. An application for a review of nonconforming rights
shall include the following:
(a) The name, address and phone number of the applicant(s) or applicant's representative.
(b) The name address and phone number of the property owner, if other than the applicant.
(c) Location of the property. This shall, at a minimum, include the property address and/or parcel number(s).
(d) A general description of any proposed change of use and/or proposed expansion.
(e) A general description of the property as it now exists including its physical characteristics and improvements and structures.
(f) A site development plan consisting of maps and elevation drawings, drawn to an appropriate scale to clearly depict all
required information.
(g) Documenting evidence to prove that the nonconforming use was allowed when established and maintained over time, which
may include: photographs, permit documentation, zoning codes or maps, tax/license/utility records, insurance maps, directories,
inventories or data prepared by a government agency.
(Tacoma) TMC Title 13 (pg 13-176)(L)(8):
(8) Nonconforming structure and nonconforming commercial, industrial, and institutional uses.
A legal nonconforming structure, that is also nonconforming as to use, may only be expanded and/or modified in the following cases:
a. Ordinary repairs and maintenance, including painting, repair, or replacement of wall surfacing materials and the repair or 1. Ordinary
repairs and maintenance, including painting, repair, or replacement of wall surfacing materials and the repair or replacement of fixtures,
wiring, and plumbing are permitted; provided, such repair or maintenance will not result in noise exceeding levels identified in TMC
8.122, light, or glare at the boundary lines of the subject property.
b. The enlargement or modification is required for safety upon order of the City, or otherwise required by law to make the structure
conform to any applicable provisions of law.
c. Such enlargement and/or modification does not result in an intensification of the use as addressed by Section 13.06.0101.5.
d. Such enlargement and/or modification complies with the requirements of TMC Chapter 13.11.
e. Changes in use or expansion that would exceed the limitations of 13.06.0101.5 may be approved through the issuance of a conditional
use permit subject to the criteria in 13.05.010.A.
(Puyallup) PMC 20.65.015 (2):
(2) A nonconforming use or a portion of a nonconforming use may be changed to another nonconforming use within the same use category as
defined by Chapter 20.15 PMC via an approved conditional use permit (CUP) or administrative conditional use permit (ACUP). If a nonconforming
use is proposed to be expanded to occupy a larger portion of an existing building the following criteria shall be used when analyzing such
expansion through either a CUP or ACUP, as specified below:
(a) The change will not result in a net increase of vehicular trips by more than 10 percent compared to the vehicular average daily trip
generation associated with the initial nonconforming use, as estimated by the director or designee using the most recent version of the
Institute of Transportation Engineers Trip Generation Handbook (ITE Handbook); nor will the change result in a net increase in the
number of parking spaces that would be required by PMC 20.55.010 by more than 10 percent compared to the parking requirements
associated with the initial nonconforming use. In the event that the ITE Handbook cannot, in the determination of the director or
designee, be adequately applied in order to confirm the vehicle trip findings of this subsection, other acceptable trip generation data
sources, as outlined in the ITE Handbook, may be used if deemed appropriate by the director or designee. Furthermore, conditional use
permits shall be obtained pursuant to the following criteria:
(i) Nonconforming use changes involving a lower intensity use, i.e., small-scale pedestrian -oriented neighborhood commercial use, of
4,000 square feet or less of structural area, or 10,000 square feet or less in lot size shall obtain an ACUP in accordance with
Chapter 20.81 PMC; or
(ii) Nonconforming use changes involving an equivalent to higher intensity use, greater than 4,000 square feet in structural area, or
greater than 10,000 square feet in lot size shall obtain a CUP in accordance with Chapter 20.80 PMC;
(b) The change will not result in an increase in noise perceptible at the boundary lines of the subject property;
(c) The change will not result in any additional light or glare perceptible at the boundary lines of the subject property;
(d) The change will not result in an increase in the outdoor storage of goods or materials.
(Puyallup) PMC 20.65.030:
(1) A structure which is nonconforming as to use, height, or lot coverage may be enlarged in volume, area, or space only if one or more of the
following circumstances exist:
(a) Ordinary minor repairs and maintenance, including painting, repair or replacement of wall surfacing materials and the repair or
replacement of fixtures, wiring and plumbing, are permitted provided such repair or maintenance will not result in increases in noise,
light, or glare at the boundary lines of the subject property.
(b) The enlargement or modification is required for safety upon order of the city, or otherwise required by law to make the structure
conform to any applicable provisions of law.
(2) A nonconforming accessory or primary structure in an R zone which is nonconforming as to setback location (e.g., encroaching within a
prescribed setback area), maximum size (as stipulated by PMC 20.20.040(5) — detached accessory buildings) and/or total quantity of permitted
accessory structure(s) (as stipulated by PMC 20.20.010(2)) may be replaced, enlarged or modified in volume, area, or space; provided, that:
(a) Total or partial replacement of the nonconforming accessory structure in an R zone is permitted only if it involved the same or less
extent of setback encroachment and/or total square footage, including no greater structural height, bulk or floor area than previously
existed within a setback area, and the replacement is completed within one year of the demolition and the building to be replaced is an
accessory structure in an R zone.
(b) Enlargements or modifications to principal structures which do not entail total or partial replacements may be permitted if the extent
of encroachment (i.e., measured at the point furthest within the setback area) is not increased as a result of the enlargement or
modification, and the requested structural addition does not result in more than a 25 percent increase in the square footage of all
structural floor area square footage currently within the setback area.
(3) An existing single-family residence located in an RM zone or a C zone may be removed and replaced on the same site with a new single-family
residence; provided, that the existing residence is the only unit now occupying the property and that construction of the new single-family
residence is completed (i.e., receives final city occupancy approval) within one year of issuance of a demolition permit to remove the existing
residence. Upon a finding of good cause shown, the development services director may extend the prescribed one-year timeline for up to an
additional six months in order to allow completion of the residence's construction. Said new single-family residence shall be subject to all
development standards of the RS-04 zone.
(4) If substantial new construction occurs on a preexisting developed site within the C, M, O or PF, IVIED, MX or RM zone, or on a site containing
any non -single-family residential use within an IRS zone, wherein parking, landscaping, signage or fencing do not conform to current municipal
code standards, said nonconforming parking, landscaping, signage or fencing shall be brought up to code as determined by the impacted area of
redevelopment, defined by the scope of work (i.e., if the proposal would modify or rebuild areas of the site that do not conform to current code
standards such proposal shall be in conformance with the applicable code standards applying to that area of work). Major changes of use to
preexisting structures (e.g., residential to commercial conversions) shall be required to meet current parking and landscaping codes regardless of
the dollar value of any improvements. Any code -required landscaping shall not be required if its provisions are prohibited by location of a
preexisting structure or would cause the amount or dimensions of on -site parking, including access drives, to not meet current standards. (Ord.
3119 § 58, 2016; Ord. 3051 § 15, 2013; Ord. 2866 § 9, 2006; Ord. 2853 § 2, 2006; Ord. 2529 § 1, 1997; Ord. 2316 § 1, 1992; Ord. 2268 § 42, 1991;
Ord. 2181 § 1, 1988).
Non -Conforming Land Use and Structures
City of Bainbridge Island:
Chapter 18.30
18.30.020: Nonconforming use of land
A nonconforming use of land may be continued; provided, that:
A. The use is not enlarged, increased, or extended to occupy a greater area of land or structure than was
occupied on the date of adoption of this code, except self-service storage facilities in existence prior to the
effective date of Ordinance No. 2020-34 may expand up to the current allowed lot coverage. This
expansion would be subject to all other required permits and standards of this code, including requiring a
site plan and design review, if applicable; and
B. The use is not moved in whole or in part to any other portion of the lot or parcel; and
C. If the use ceases for a period of more than 180 days, the subsequent use of the land shall be
conforming (this provision shall not apply to any dwelling unit constructed as an affordable housing unit
under Chapter 18.21 BIMC). (Ord. 2020-34 § 3, 2020; Ord. 2011-02 § 2 (Exh. A), 2011)
18.30.030: Nonconforming structures and buildings
A nonconforming structure may remain and be used; provided, that:
A. Changes to the structure that would alter or increase the nonconformity are not permitted.
1. Any vertical or horizontal extension of a nonconforming wall must meet the applicable standards.
2. Adding to the footprint of a nonconforming structure is permitted as long as the addition meets the
requirements of BIMC Title 18;
B. If moved, the structure shall be made to conform to regulations of this code;
C. If a building is harmed or destroyed by more than 50 percent of its square footage, the building must be
reconstructed in compliance with the requirements for the zone in which it is located (this provision shall
not apply to any dwelling unit constructed as an affordable housing unit under Chapter 18.21 BIMC); and
D. Any structure other than a building that is damaged or removed to an extent that exceeds 50 percent of
its square footage may be replaced or reconstructed in substantially the same location and of substantially
the same design as the pre -damaged or pre -removed structure, if a complete application is submitted for
any and all required construction permits within 180 days of the damage or removal. (Ord. 2011-02 § 2
(Exh. A), 2011)
City of Poulsbo:
Chapter 18.160
18.160.020: Nonconforming uses
A. A nonconforming use is the use of a structure or land that does not conform to the regulations of the
district in which the use exists, usually due to changes in zoning ordinance requirements or annexation.
B. A nonconforming use may continue by successive owners or tenants; provided, however, that the
nonconforming use may not be intensified.
C. If a nonconforming use of a structure or land is discontinued for a period of twelve months or
greater, the use is presumed abandoned, unless a contrary intent is proven by the property owner. Any
subsequent use shall thereafter conform to the regulations of the district in which it is located.
Discontinuation of use shall be evidenced by at least one of the following:
1. When normal occupancy and/or use has ceased.
2. When characteristic furnishings and equipment associated with the use have been removed and not
replaced with equivalent furnishings and equipment.
3. When there are no business receipts available for the twelve-month period.
D. A structure that houses a nonconforming use may not be expanded, redeveloped, or relocated unless
the nonconforming use is eliminated; provided, that normal maintenance and repair are allowed. No
additional structure(s) may be erected in association with the nonconforming use.
E. The planning director may allow a nonconforming use of a structure or land to be substituted with a
different nonconforming use, upon determining that:
1. The replacement use will not adversely affect the character of the zone in which it is proposed to be
located;
2. The proposed use is more consistent with the zone than the existing nonconforming use; and
3. The replacement use will not result in enlargement of the space occupied by the existing
nonconforming use.
F. If a structure containing a nonconforming use is damaged by sudden and unforeseeable events out of
the property owner's control, such as fires or windstorms, the nonconforming use may continue and the
structure may be reconstructed to the same or smaller configuration existing prior to the time the structure
was damaged or destroyed. A building permit must be applied with the city within twelve months of the
event and shall comply with all applicable building codes in force at the time of repair or reconstruction;
provided, that the city council may extend this twelve-month period if extenuating circumstances (e.g.,
insurance litigation) have prevented the applicant from applying for permits. (Ord. 2013-04 § 2 (Exh. A
(part)), 2013: Ord. 2003-10 § 1 (Exh. A, IX(B), (C), (E)), 2003. Formerly 18.88.020, 18.88.030,
18.88.050)
18.160.030: Nonconforming structures
A. A nonconforming structure is a structure which does not conform to the dimensional regulations,
including but not limited to setback, height, lot coverage, density and building configuration regulations,
of the district in which it is located, usually due to changes in zoning ordinance requirements or
annexation.
B. A structure nonconforming to the dimensional standards of this title may not be expanded,
redeveloped or relocated unless the enlarged area or alteration is in conformance with the requirements of
the zone in which it is located.
C. Routine maintenance and repairs are permissible; provided, they are restricted to the repairs or
replacement of structural elements, fixtures, wiring and plumbing required so as to protect occupants and
public safety. The need for such repairs or replacements shall be confirmed by the building official.
D. A nonconforming structure damaged by sudden and unforeseeable events out of the property owner's
control, such as fires or windstorms, may be reconstructed up to the original size, placement and density.
A building permit must be applied with the city within twelve months of the event and shall comply with
all applicable building codes in force at the time of repair or reconstruction; provided, that the city council
may extend this twelve-month period if extenuating circumstances (e.g., insurance litigation) have
prevented the applicant from applying for permits.
E. A nonconforming structure that is damaged by property owner initiation or has deteriorated due to
lack of maintenance or repair may be restored only to conform to the applicable provisions of its zoning
district.
F. Nothing in this chapter shall be deemed to prevent the strengthening or restoration to a safe condition
of any building or part thereof declared to be unsafe by any official charged with protecting the public
safety and upon order of such official. (Ord. 2013-04 § 2 (Exh. A (part)), 2013: Ord. 2003-10 § 1 (Exh. A,
IX(D)), 2003. Formerly 18.88.040)
City of Bremerton:
Chapter 20.54
20.54.060: Nonconforming uses
The following provisions shall apply to all uses meeting the definition in BMC 20.54.040(b):
(a) Continuation. Any legally established nonconforming use may be continued until such time that it is
discontinued as prescribed in subsection (d) or (e) of this section.
(b) Change of Use. A structure or property containing a nonconforming use may be changed to the
following:
(1) A use that conforms to the requirements of the zone; or
(2) Another nonconforming use; provided, that:
(i) A conditional use permit is approved pursuant to BMC 20.58.020;
(ii) The existing nonconforming use was not discontinued as prescribed in subsection (d) or
(e) of this section;
(iii) The new use is clearly a reduction in the nonconformity and intensity of the existing
nonconforming use; and
(iv) The applicant demonstrates that there is a demand for the use in the neighborhood that
provides a public benefit.
(c) Expansion. A nonconforming use may not be expanded or enlarged, except under one (1) of
following circumstances:
(1) Alterations are permitted, provided it is within the existing physical space of the building or
use.
(2) Residential dwellings may have the building area expanded if the number of dwelling units is
not increased above or below the requirements of the zone in which it is located, there is no
decrease in the number of off-street parking spaces below the minimum requirements and the
addition complies with all zoning requirements.
(3) The acquisition of additional accessory off-street parking is not an expansion of a
nonconforming use.
(d) Discontinuation. A nonconforming use that is discontinued shall have its legal nonconforming status
terminated and any subsequent use of the property or building shall be that of a use that conforms to the
requirements of the zone. A nonconforming use is determined to be discontinued if any of the following
circumstances apply:
(1) The nonconforming use is changed to a conforming use;
(2) Another nonconforming use is approved pursuant to subsection (b)(2) of this section; or
(3) The nonconforming use has ceased for a period of more than one (1) year.
(e) Damage or Destruction. If a structure containing a nonconforming use experiences substantial
destruction, it shall constitute a discontinuation of the nonconforming use, except the nonconforming use
may be allowed to continue under any of the following circumstances:
(1) The structure has suffered substantial destruction as a result of fire or other casualty not
intentionally caused by the owner or tenant and a complete building permit application is filed
within one (1) year of such fire or other casualty.
(f) Repair and Maintenance. A building or structure containing a nonconforming use may be repaired
and maintained if the work does not restore it from substantial destruction. (Amended during 6/17 update;
Ord. 5301 §3 (Exh. B) (part), 2016: Ord. 4950 §8 (Exh. A) (part), 2005)
20.54.070: Nonconforming Structures
The following provisions shall apply to all structures and buildings meeting the definition in
BMC 20.54.040(c):
(a) Continuation. Any legally established nonconforming structure may be continued until such time
that it is discontinued as prescribed in subsection (c) of this section.
(b) Expansion. Buildings may be expanded, provided:
(1) A nonconforming structure may be enlarged, extended or structurally altered, provided the
enlargement or alteration complies with the setback, height, lot coverage, and other site
development requirements of the zone in which the structure is located.
(2) Structures not conforming to the setback may be expanded by up to twenty (20) percent of the
gross floor area and to the building line, provided the enlargements do not further violate setback
requirements.
(c) Damage or Destruction. A nonconforming structure experiencing substantial destruction shall be
considered discontinued and have its nonconforming status terminated. Any subsequent repair or
reconstruction of the structure shall comply with the requirements of the zone, with the following
exception:
(1) The nonconforming structure may be allowed to be rebuilt within the same footprint and size
if the structure has suffered substantial destruction as a result of fire or other casualty not
intentionally caused by the owner, and a complete building permit application is filed within one
(1) year of such fire or other casualty.
(d) Partial Damage or Destruction. A nonconforming structure suffering from less than substantial
destruction may have its nonconforming status suspended for a time period determined by the Director
and be considered conforming for the purpose of improvements and repair, if-
(1) The structure is damaged by fire or other casualty not intentionally caused by the owner or
tenant and a complete building permit application is filed within one (1) year of such fire or other
casualty; or
(2) A building permit application is submitted prior to partial destruction. The building permit
must remain active and if it is allowed to expire, the legal nonconforming status shall terminate and
subsequent repairs and improvements shall comply with the requirements of the zone.
(3) In no case shall the nonconformity be allowed to expand.
(e) Repair and Maintenance. Normal repair and maintenance work on a nonconforming structure may
be performed that maintains continued safe and sanitary conditions. (Ord. 5301 §3 (Exh. B) (part), 2016:
Ord. 4971 §14, 2006; Ord. 4950 §8 (Exh. A) (part), 2005)
City of Gig Harbor:
Chapter 17.68
17.68.025: Nonconforming use and structure review
A. Any change to a nonconforming use or nonconforming structure shall be reviewed for compliance
with the standards of this chapter and nonconforming review approval shall be obtained prior to the
commencement of any such change.
B. Nonconforming review is a Type I project permit application and shall be processed as set forth in
GHMC Title 19 with the exception of changes described in GHMC 17.68.035, which shall be processed
as a Type III project permit application as set forth in GHMC Title 19.
C. A complete nonconforming review application shall contain the following information:
1. A written description of the proposed nonconforming use and/or nonconforming structure
change including any plans and drawings which illustrate such change;
2. A written statement of justification for approving the nonconforming change pursuant to the
regulations contained within this chapter. (Ord. 1197 § 43, 2010; Ord. 1132 § 1, 2008).
17.68.040: Nonconforming structures
When a lawful structure existed at the effective date of the adoption or an amendment of the applicable
regulations and could not be built under the terms of the current regulations set forth in this title, or
amendments thereof, by reason of the restrictions on area, lot size or dimension, coverage, height, yards
and the location on the lot or other requirements concerning the structure, such structure may be
continued as a nonconforming structure so long as it remains otherwise lawful and shall be subject to the
following provisions:
A. No such nonconforming structure may be altered or remodeled in any way that increases its
nonconformity respective to bulk or dimensional standards in effect, but any structure or portion thereof
may be altered or remodeled to decrease its nonconformity;
B. A nonconforming structure that is damaged by fire, act of nature or other causes beyond the control of
the owners may be reconstructed as long as it is not discontinued for more than 12 consecutive months.
Any such structure that is unintentionally destroyed shall be reconstructed to the same or smaller
configuration existing immediately prior to the time the structure was damaged or destroyed. The
reconstruction shall comply with all applicable building codes in force at the time of replacement. As
determined during the nonconforming use and structure review process (see GHMC 17.68.025), the
reconstruction shall comply with all other applicable codes to the maximum extent possible.
"Discontinued" is defined in GHMC 17.68.038;
C. Except as provided for in subsection E of this section, any such nonconforming structure or
nonconforming portion of a structure that is intentionally damaged or intentionally altered may be
reconstructed to the same or smaller configuration existing immediately prior to the time the structure was
damaged or altered, provided the alterations and/or damage is valued at less than 50 percent of the
replacement value of the structure as determined by the square foot construction cost table in the city's
fee schedule. Building permits for the reconstruction shall be submitted within one year of the time of
intentional damage or alteration and shall remain active or reconstruction will not be allowed. The
reconstruction shall comply with all applicable building codes in force at the time of replacement. As
determined during the nonconforming use and structure review process (see GHMC 17.68.025), the
reconstruction shall comply with all other applicable codes to the maximum extent possible. Interior -only
remodels which do not increase a structure's nonconformity shall not count towards the replacement cost
as it relates to this section; and
D. Except as provided for in subsection E of this section, when a structure has a nonconforming structure
status, the intentional removal, intentional damage, or intentional alteration of the structure shall eliminate
the nonconforming status. Upon the elimination of the nonconforming status, the structure shall be
brought into conformity with the existing code or shall be removed. "Intentional removal, intentional
damage, or intentional alteration," for the purposes of this subsection, is defined as damage and/or
alterations valued at more than 50 percent of the replacement value of the structure at the time of damage
and/or alterations, over the lifetime of the structure, as determined by the square foot construction cost
table in the city's fee schedule;
E. Downtown Nonconforming Structures. Intentional removal or alteration of structures with a
nonconforming structure status in the DB zoning district and the WC zoning district abutting the DB
zoning district shall be subject to the following provisions:
1. Any such nonconforming structure or nonconforming portion of a structure that is
intentionally removed or altered may be reconstructed to the same or smaller configuration
existing immediately prior to the time the structure was removed or altered. Building permits for
the reconstruction shall be submitted within one year of the time of intentional removal or
alteration and shall remain active or reconstruction will not be allowed. The reconstruction shall
comply with all applicable building codes in force at the time of replacement; and
2. As determined during the nonconforming use and structure review process (see
GHMC 17.68.025), the reconstruction shall comply with all other applicable codes to the
maximum extent possible; and
3. The reconstruction of structures with a nonconforming structure status which are on a local,
state or national historic registry or are eligible for such registries shall meet the requirements of
GHMC 17.99.580 regardless of when the structure was built. (Ord. 1275 § 2, 2013; Ord. 1268
§ 2, 2013; Ord. 1132 § 7, 2008; Ord. 1122 § 3, 2008; Ord. 710 § 69, 1996; Ord. 573 § 2, 1990).
Kitsap County:
Chapter 17.570
17.570.020: Nonconforming uses of land
Where a lawful use of land exists that is not allowed under current regulations, but was allowed when the
use was initially established, that use may be continued so long as it remains otherwise lawful, and shall
be deemed a nonconforming use.
A. Unless specifically stated elsewhere in this title, if a nonconforming use not involving a structure has
been changed to a conforming use, or if the nonconforming use ceases for a period of twenty-four months
or more, said use shall be considered abandoned, and said premises shall thereafter be used only for uses
permitted under the provisions in the zone in which it is located.
B. A nonconforming use not involving a structure, or one involving a structure (other than a sign)
having an assessed value of less than $200.00, shall be discontinued within two years from the date of
passage of the ordinance codified in this title.
C. If an existing nonconforming use or portion thereof, not housed or enclosed within a structure,
occupies a portion of a lot or parcel of land on the effective date hereof, the area of such use may not be
expanded, nor shall the use or any part thereof be moved to any other portion of the property not
historically used or occupied for such use; provided, that this shall not apply where such increase in area
is for the purpose of increasing an off-street parking or loading facility to the area used by the activity
carried on in the property; and provided further, that this provision shall not be construed as permitting
unenclosed commercial activities where otherwise prohibited by this title.
(Ord. 534 (2016) § 7(5) (App. E) (part), 2016)
17.570.040 Nonconforming structures
When, before the effective date of the adoption or amendment of the applicable regulation, a lawful
structure existed that would not be permitted by the regulations thereafter imposed by this title, or
amendments thereof, the structure may be continued so long as it remains otherwise lawful, and shall be
deemed a nonconforming structure.
A. A structure nonconforming to the dimensional standards of this title may not be altered or enlarged
in any manner unless such alteration or enlargement would bring the structure into conformity with the
requirements of the zone in which it is located; provided structural change may be permitted when
required to make the structure safe for occupancy or use, provided structural enlargements may be
allowed in conformity with the setback requirements of the zone in which it is located, and provided
structural enlargements may be allowed if they would not further violate setback requirements; and
provided further, that a nonconforming mobile home may be replaced notwithstanding the setback and
density provisions of this title, so long as the structure does not further encroach upon any required yard.
B. If a nonconforming structure is destroyed by any cause, it shall be allowed to be reconstructed as a
nonconforming structure up to the same size (total square footage of structure, square footage of footprint
of the building and height) and appearance; provided, however, the director has the discretion to allow a
different appearance if he finds that it would be more compatible with the zone in which it is located. A
complete application for such reconstruction must be filed with the department within a one-year period
from the date the structure was destroyed.
C. A mobile home and/or single-family residence located on a legal nonconforming lot may be replaced
if destroyed.
D. Notwithstanding the foregoing provisions, if a nonconforming structure presents a public health,
safety or welfare hazard, it may not be considered a legal nonconforming structure.
(Ord. 534 (2016) § 7(5) (App. E) (part), 2016)
City of Tacoma:
Title 13 Zoning (L):
(5) Nonconforming Use
a. Continuation of nonconforming use. Except as otherwise required by law, a legal nonconforming use,
within a building or on unimproved land, may continue unchanged. In the event that a building, which
contains a nonconforming use, is damaged by fire, earthquake, or other natural calamity, such use may be
resumed at the time the building is restored; provided that the restoration is commenced in accordance
with applicable codes and regulations and that any degree of nonconformity to the land use regulations is
not increased. Further, such restoration shall be undertaken only under a valid building permit for which a
complete application was submitted within 18 months following said damage, which permit must be
actively pursued to completion.
b. The use of unimproved land which does not conform to the provisions of this chapter shall be
discontinued one year from the adoption date of the change to this chapter that creates the nonconformity;
provided, however, exception may be made for the nonconforming use of unimproved land abutting a lot
occupied by a building containing a nonconforming use and which nonconforming use is continuous and
entire in the building and over said abutting land, all being in one ownership, and such use shall have
been legally established prior to the adoption date of the change to the chapter that creates the
nonconformity.
c. Allowed changes to and expansions of nonconforming use.
Changes to a nonconforming use shall be allowed only under the following circumstances:
(1) A nonconforming use, or a portion of a nonconforming use, may be changed to a use that is
allowed in the zoning district in which it is located.
(2) A nonconforming use, or a portion of a nonconforming use, may be expanded or changed to
another nonconforming use when nonconforming rights for the subject use have been verified by the City
of Tacoma. The applicant must provide evidence to show that the subject use was lawfully permitted prior
to May 18, 1953, or if such legal use became nonconforming by reason of subsequent changes in this
Chapter, prior to the date of the code change that made the use nonconforming. An application for a
review of nonconforming rights shall include the following:
(a) The name, address and phone number of the applicant(s) or applicant's representative.
(b) The name address and phone number of the property owner, if other than the
applicant.
(c) Location of the property. This shall, at a minimum, include the property address
and/or parcel number(s).
(d) A general description of any proposed change of use and/or proposed expansion.
(e) A general description of the property as it now exists including its physical
characteristics and improvements and structures.
(f) A site development plan consisting of maps and elevation drawings, drawn to an
appropriate scale to clearly depict all required information.
(g) Documenting evidence to prove that the nonconforming use was allowed when
established and maintained over time, which may include: photographs, permit documentation,
zoning codes or maps, tax/license/utility records, insurance maps, directories, inventories or data
prepared by a government agency.
(3) If a determination of nonconforming rights concludes that a use is lawfully in existence, then
it may be expanded or changed to another nonconforming use, subject to the limitations and standards
provided herein.
(a) Changes in use shall be limited to those uses allowed in the lowest intensity zoning
district where the existing nonconforming use is currently permitted outright.
(b) The proposed change or expansion will not increase the cumulative generation of
vehicle trips by more than 10 percent, as estimated by the City Traffic Engineer; nor will the
change or expansion result in an increase in the number of parking spaces that would be required
by this chapter by more than 10 percent. In no event shall multiple changes or expansions be
approved that would, in the aggregate, exceed the 10 percent requirement as calculated for the
initial request for a change or expansion in use;
(c) The proposed change or expansion will not result in an increase in noise such that it
exceeds maximum noise levels identified in TMC 8.122;
(d) The proposed change or expansion will not result in substantial additional light or
glare perceptible at the boundary lines of the subject property;
(e) The proposed change or expansion will not result in an increase in the outdoor storage
of goods or materials; and
(f) The proposed change or expansion will not result in an increase in the hours of
operation.
(4) Any change from one nonconforming use to another nonconforming use, as allowed herein,
shall not be considered converting such nonconforming use to a permitted use.
(5) Changes in use that would exceed the standards herein may be approved through the issuance
of a conditional use permit subject to the criteria in subsection 13.05.010.A, or, in specified
circumstances, through a conditional use permit as set forth in TMC 13.05.010.A.26.
(8) Nonconforming structure and nonconforming commercial, industrial, and institutional uses.
A legal nonconforming structure, that is also nonconforming as to use, may only be expanded and/or
modified in the following cases:
a. Ordinary repairs and maintenance, including painting, repair, or replacement of wall surfacing
materials and the repair or 1. Ordinary repairs and maintenance, including painting, repair, or
replacement of wall surfacing materials and the repair or replacement of fixtures, wiring, and
plumbing are permitted; provided, such repair or maintenance will not result in noise exceeding
levels identified in TMC 8.122, light, or glare at the boundary lines of the subject property.
b. The enlargement or modification is required for safety upon order of the City, or otherwise
required by law to make the structure conform to any applicable provisions of law.
c. Such enlargement and/or modification does not result in an intensification of the use as
addressed by Section 13.06.010.L.5.
d. Such enlargement and/or modification complies with the requirements of TMC Chapter 13.11.
e. Changes in use or expansion that would exceed the limitations of 13.06.010.L.5 may be
approved through the issuance of a conditional use permit subject to the criteria in 13.05.010.A.
9. Nonconforming structure and conforming commercial, industrial, and institutional uses.
A legal conforming use located in a structure that is nonconforming as to setback, location, maximum
height, lot coverage, or other development regulations may be replaced, enlarged, moved, or modified in
volume, area, or space; provided, such replacement, enlargement, movement, or modification does not
increase the degree of nonconformity. Any structure's replacement, enlargement, movement, or
modification of volume, area, or space must comply with all other current applicable regulations as
provided by this chapter, and with the requirements of TMC Chapter 13.11.
10. Nonconforming structure and nonconforming residential use.
Nothing in this chapter shall prohibit the enlargement of a residential structure, which is nonconforming
as to use and development regulations, if such expansion does not increase the number of dwelling units
or reduce existing lot area or off-street parking. Such expansion, including the construction of accessory
buildings, shall be limited to compliance with the setback, height, and location requirements of the zoning
district in which the subject site is located, and with the requirements of TMC Chapter 13.11.
11. Nonconforming residential structures and conforming residential uses.
a. A legal nonconforming structure which is nonconforming as to setback, location, maximum
height, lot area, lot coverage, or other development regulation may be replaced, enlarged, moved,
or modified in volume, area, or space; provided, such replacement, enlargement, movement, or
modification complies with the setback, height, and location requirements of the zoning district in
which the subject site is located, and with the requirements of TMC Chapter 13.11.
b. Certain additions to existing, nonconforming single-, two-, three-, or multi -family or
townhouse dwellings may extend into a required front, side, or rear yard setback when the
existing dwelling is already legally nonconforming with respect to that setback. The
nonconforming portion shall be at least 60 percent of the total width of the respective wall of the
structure prior to the addition and any other additions added since May 18, 1953. Additions may
extend up to the height limit of the zoning district and extend into the required front, side and/or
rear yard setback as follows:
(1) Front and rear yard setbacks: The addition may extend five feet into the required front
or rear yard setback or to the extent of the setback line formed by the nonconforming
portion, whichever is less.
(2) Side yard setbacks: The addition may extend into the required side yard setback up to
the setback line formed by the nonconforming wall, except in no case shall the addition
be closer than 3 feet from the side property line. Furthermore, the size of the addition
shall be limited to an additional wall surface area within the required side setback area of
no more than 200 square feet. (See example on following page.) For purposes of this
provision, "wall surface area" is defined as the length (measured parallel to the side
property line) multiplied by the height of the vertical wall surface of any building
addition within the required side yard setback area. Any windows, doors or architectural
features present are counted toward the total permissible wall surface area. Additions
below the current ground level finished floor will not be counted toward the maximum
permissible wall surface area.
City of Federal Way:
Chapter 19.30: Nonconformance
19.30.080 Nonconforming use
Any nonconforming use must be terminated if-
(1) The applicant is expanding gross floor area on the subject property, whether the expansion involves an
addition to an existing building or a new and separate structure.
(2) The subject property has been abandoned.
19.30.090 Nonconformingdevelopment
evelopment
(1) All nonconforming aspects of a development must be brought into conformance if -
(a) An applicant proposes to add to the subject property either 2,500 square feet of new gross floor area or
more, or 25 percent of the gross floor area or more of the building(s) on the subject property, whichever is
less, within any consecutive 36-month time period commencing at the time of building permit issuance;
or
(b) The property is abandoned.
(2) Exceptions.
(a) For a building (or group of buildings) greater than or equal to 50,000 square feet, conformance as
identified in subsection (1) of this section is not required unless the applicant proposes to add 4,900
square feet of new gross floor area to the subject property or 10 percent of the gross floor area of the
building(s) on the subject property, whichever is greater, within any consecutive 36-month time period
commencing at the time of building permit issuance; or
(b) An increase in gross floor area of an existing single-family residential dwelling shall be allowed
provided the nonconformance of the existing structure is not increased and the addition complies with all
development regulations in effect at the time of the proposal; or
(c) If the increase in gross floor area involves an existing single -story building in the city center that is
nonconforming as to the ground floor size limits established in Chapter 19.225 FWRC, the existing
building footprint shall not be enlarged, except the director may approve minor additions such as entry
structures, lobbies, seating or dining areas, bay windows, and similar features; provided, that such
addition(s) shall not exceed 1,000 square feet per building in any one consecutive 12-month period, and
shall not increase the extent of any other nonconformance.
(3) This section does not govern application of Chapter 19.115 FWRC, Community Design Guidelines;
application of Chapter 19.115 FWRC is governed by FWRC 19.115.010 through 19.115.120, as
amended. This section also does not govern application of development regulations relating to water
quality, signs, or street/sidewalk improvements; application of those development regulations is governed
by FWRC 19.30.110 and 19.30.120 and Chapter 19.135 FWRC, all as amended.
19.30.140 Nonconforming accessory dwelling units
(1) Eligibility. Any nonconforming accessory dwelling unit (ADU) located within the city limits on the
date of adoption of this Code, February 28, 1990, or located in areas annexed to the city thereafter, which
does not conform to FWRC 19.195.180, 19.200.180, 19.265.020 or any other provisions of this Code, is
eligible for designation as a legal nonconforming ADU provided it meets the following requirements:
(a) The ADU was covered by a permit on the date of adoption of this Code, if one was required under
applicable law; or
(b) If no permit was required under applicable law, the ADU was in compliance with applicable law on
the date of adoption of this Code.
(2) Allowed. All legal nonconforming ADUs are allowed subject to the provisions related to loss of
nonconforming status and other limitations set forth in this title.
(3) Loss of legal nonconforming ADUstatus. Legal nonconforming ADUs shall be immediately removed
or modified to conform to all of the provisions of this Code and a permit secured therefor, and shall lose
their legal nonconforming designation when one or more of the following events occur:
(a) Increase in square footage. The applicant increases the gross floor area of the ADU; or
(b) Abandonment or cessation of occupancy. The subject property containing the ADU is abandoned for
90 or more consecutive days or the ADU is not occupied for 180 consecutive days.
19.30.180 Prohibition on increasing nonconformance
No nonconformance may, in any way, be enlarged, expanded, increased, intensified, compounded or in
any other way made greater, except as specifically permitted in this chapter.
City of Puyallup:
Chapter 20.65: Nonconforming uses and structures
20.65.010 Continuation of nonconforming use
Except as otherwise required by law, a use legally established prior to the effective date of the ordinance
codified in this title may continue unchanged. (Ord. 2529 § 1, 1997; Ord. 2181 § 1, 1988).
20.65.015 Allowed changes to nonconforming use
Changes to a nonconforming use shall be allowed only under the following circumstances:
(1) A nonconforming use or a portion of a nonconforming use may be changed to a conforming use.
(2) A nonconforming use or a portion of a nonconforming use may be changed to another nonconforming
use within the same use category as defined by Chapter 20.15 PMC via an approved conditional use
permit (CUP) or administrative conditional use permit (ACUP). If a nonconforming use is proposed to be
expanded to occupy a larger portion of an existing building the following criteria shall be used when
analyzing such expansion through either a CUP or ACUP, as specified below:
(a) The change will not result in a net increase of vehicular trips by more than 10 percent
compared to the vehicular average daily trip generation associated with the initial nonconforming
use, as estimated by the director or designee using the most recent version of the Institute of
Transportation Engineers Trip Generation Handbook (ITE Handbook); nor will the change result
in a net increase in the number of parking spaces that would be required by PMC 20.55.010 by
more than 10 percent compared to the parking requirements associated with the initial
nonconforming use. In the event that the ITE Handbook cannot, in the determination of the
director or designee, be adequately applied in order to confirm the vehicle trip findings of this
subsection, other acceptable trip generation data sources, as outlined in the ITE Handbook, may
be used if deemed appropriate by the director or designee. Furthermore, conditional use permits
shall be obtained pursuant to the following criteria:
(i) Nonconforming use changes involving a lower intensity use, i.e., small-scale
pedestrian -oriented neighborhood commercial use, of 4,000 square feet or less of
structural area, or 10,000 square feet or less in lot size shall obtain an ACUP in
accordance with Chapter 20.81 PMC; or
(ii) Nonconforming use changes involving an equivalent to higher intensity use, greater
than 4,000 square feet in structural area, or greater than 10,000 square feet in lot size
shall obtain a CUP in accordance with Chapter 20.80 PMC;
(b) The change will not result in an increase in noise perceptible at the boundary lines of the
subject property;
(c) The change will not result in any additional light or glare perceptible at the boundary lines of
the subject property;
(d) The change will not result in an increase in the outdoor storage of goods or materials.
(3) A nonconforming recreational vehicle use may be changed under the authority of a temporary use
permit issued pursuant to PMC 20.70.010(8). (Ord. 3119 § 56, 2016; Ord. 3018 § 1, 2012; Ord. 2529 § 1,
1997; Ord. 2181 § 1, 1988).
20.65.030 Enlargement, modification, or replacement of nonconforming structures and sites
(1) A structure which is nonconforming as to use, height, or lot coverage may be enlarged in volume,
area, or space only if one or more of the following circumstances exist:
(a) Ordinary minor repairs and maintenance, including painting, repair or replacement of wall
surfacing materials and the repair or replacement of fixtures, wiring and plumbing, are permitted
provided such repair or maintenance will not result in increases in noise, light, or glare at the
boundary lines of the subject property.
(b) The enlargement or modification is required for safety upon order of the city, or otherwise
required by law to make the structure conform to any applicable provisions of law.
(2) A nonconforming accessory or primary structure in an R zone which is nonconforming as to setback
location (e.g., encroaching within a prescribed setback area), maximum size (as stipulated by
PMC 20.20.040(5) — detached accessory buildings) and/or total quantity of permitted accessory
structure(s) (as stipulated by PMC 20.20.010(2)) may be replaced, enlarged or modified in volume, area,
or space; provided, that:
(a) Total or partial replacement of the nonconforming accessory structure in an R zone is
permitted only if it involved the same or less extent of setback encroachment and/or total square
footage, including no greater structural height, bulk or floor area than previously existed within a
setback area, and the replacement is completed within one year of the demolition and the building
to be replaced is an accessory structure in an R zone.
(b) Enlargements or modifications to principal structures which do not entail total or partial
replacements may be permitted if the extent of encroachment (i.e., measured at the point furthest
within the setback area) is not increased as a result of the enlargement or modification, and the
requested structural addition does not result in more than a 25 percent increase in the square
footage of all structural floor area square footage currently within the setback area.
(3) An existing single-family residence located in an RM zone or a C zone may be removed and replaced
on the same site with a new single-family residence; provided, that the existing residence is the only unit
now occupying the property and that construction of the new single-family residence is completed (i.e.,
receives final city occupancy approval) within one year of issuance of a demolition permit to remove the
existing residence. Upon a finding of good cause shown, the development services director may extend
the prescribed one-year timeline for up to an additional six months in order to allow completion of the
residence's construction. Said new single-family residence shall be subject to all development standards
of the RS-04 zone.
(4) If substantial new construction occurs on a preexisting developed site within the C, M, O or PF, MED,
MX or RM zone, or on a site containing any non -single-family residential use within an RS zone, wherein
parking, landscaping, signage or fencing do not conform to current municipal code standards, said
nonconforming parking, landscaping, signage or fencing shall be brought up to code as determined by the
impacted area of redevelopment, defined by the scope of work (i.e., if the proposal would modify or
rebuild areas of the site that do not conform to current code standards such proposal shall be in
conformance with the applicable code standards applying to that area of work). Major changes of use to
preexisting structures (e.g., residential to commercial conversions) shall be required to meet current
parking and landscaping codes regardless of the dollar value of any improvements. Any code -required
landscaping shall not be required if its provisions are prohibited by location of a preexisting structure or
would cause the amount or dimensions of on -site parking, including access drives, to not meet current
standards. (Ord. 3119 § 58, 2016; Ord. 3051 § 15, 2013; Ord. 2866 § 9, 2006; Ord. 2853 § 2, 2006; Ord.
2529 § 1, 1997; Ord. 2316 § 1, 1992; Ord. 2268 § 42, 1991; Ord. 2181 § 1, 1988).
20.65.035 Restoration of damaged or destroyed nonconforming structures
Restoration of a nonconforming building or a structure containing a nonconforming use which has been
damaged by fire, earthquake, or other natural calamity is permitted; provided, that the extent of such
damage is less than 75 percent of the current replacement cost as determined by the chief building
inspector. In the event that the extent of such damage exceeds 75 percent of current replacement cost, the
nonconforming building or structure may be restored or rebuilt only to an extent which complies fully
with the property development and performance standards of the applicable zoning district as provided by
this title. In either case, such restoration shall be undertaken only under a valid building permit for which
a complete application was submitted within 18 months following said damage, which permit must be
actively pursued to completion. (Ord. 3018 § 2, 2012; Ord. 2529 § 1, 1997; Ord. 2393 § 1, 1994; Ord.
2181 § 1, 1988).
20.65.037 Reestablishment of a legal nonconforming use
A legally established nonconforming use may be reestablished regardless of the extent of damage to any
structure. (Ord. 3018 § 3, 2012).
20.65.040 Special authority to enlarge, intensify, change or relocate nonconforming uses and structures
(1) Cancellation of a Nonconforming Use Permit. A valid nonconforming use permit granted by the
hearing examiner may be canceled at any time. Cancellation must be initiated by the owner of the
property covered by permit by means of a written request to the planning director. Said permit shall then
become null and void within 30 calendar days thereafter.
(2) Revocation of a Nonconforming Use Permit. Following a public hearing, the hearing examiner may
revoke or add additional conditions to any nonconforming use permit issued on any one or more of the
following grounds:
(a) That the approval was obtained by fraud or that erroneous information was presented by the
applicant and considered in the granting of said permit;
(b) That the use for which such approval is granted is not being exercised;
(c) That the use for which such approval was granted has ceased to exist or has been suspended
for one year or more;
(d) That the permit granted is being, or recently has been, exercised contrary to the terms or
conditions of such approval, or in violation of any statute, ordinance, law or regulation;
(e) That the use for which the approval was granted is being so exercised as to be detrimental to
the public health, safety or general welfare, or so as to constitute a nuisance.
(3) Posting of Performance Bonds. The person seeking the nonconforming use permit may be required to
furnish security in the form of money or a surety bond to ensure compliance with the conditions and
limitations upon which the permit is granted. Every such bond shall be a performance bond and shall be
in a form approved by the city attorney, shall be payable to the city and shall be conditioned upon
compliance with the conditions and limitations upon which such permit is granted. (Ord. 2529 § 1, 1997;
Ord. 2316 § 1, 1992; Ord. 2268 § 43, 1991; Ord. 2181 § 1, 1988).
Draft Middle Housing Comprehensive Plan
Policies
Identifying Barriers to Middle Housing
In response to guidance from the City Council at the April 16, 2024, Work Study meeting based on
the Middle Housing Options Memorandum, staff conducted a complete review of key components
of the City of Port Orchard's planning framework. Specifically, this review encompasses an analysis
of the draft Land Use, Housing, and Capital Facilities elements as proposed in the 2024
Comprehensive Plan and considers recommendations from the June 2023 Housing Action Plan
(HAP). The objective of this undertaking is to identify and address potential barriers while also
encouraging incentives which may be beneficial to the development of middle housing units.
By analyzing the existing and proposed policies and goals articulated in these documents, we aim
to identify any regulatory or procedural impediments that may hinder the creation of middle
housing options. As a result of the analysis, staff identified several goals and policies within the
proposed draft elements of Port Orchard's Comprehensive Plan that may pose obstacles to the
development of middle housing. The identified goals and policies below could potentially hinder
the creation of middle housing options within Port Orchard. These policies, while aiming to achieve
various planning objectives, may inadvertently create obstacles to the development of middle
housing by prioritizing other types of development or imposing restrictions that limit housing
diversity and affordability. Balancing these policies with the need for middle housing development
will be important for fostering a diverse housing market in Port Orchard.
In the following sections, you will find the specific policies that could potentially impede the
development of middle housing and an analysis of each policy statement, assessing whether it
supports or undermines middle housing development. It's important to note that while some
policies may initially seem restrictive to middle housing, they often serve broader planning
objectives necessary for community well-being, environmental sustainability, sustainable
infrastructure, and public services. Balancing these considerations ensures the creation of vibrant,
inclusive, and financially viable communities.
Housing Element
3.3 Goals and Policies
Goal 3. Promote the efficient use of residential land in order to maximize
development potential and make efficient use of municipal infrastructure.
Policy HS-21 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.
Analysis: Protecting critical areas limits available land for development,
potentially restricting opportunities for middle housing.
While this protection can indeed reduce land availability, it serves crucial
purposes in preserving natural ecosystems, mitigating environmental
degradation risks, and safeguarding resident health and well-being.
Moreover, it is a requirement of the Growth ManagementAct. Smart
planning strategies can address this challenge by identifying suitable areas
for middle housing development while prioritizing critical area conservation.
Through careful land use planning, zoning regulations, and incentives for
sustainable development practices, Port Orchard can strike a balance
between conservation efforts and housing needs. This approach ensures
responsible growth while maintaining environmental integrity.
Policy HS-22 Require that new housing developments occur concurrently with necessary
infrastructure investments.
Analysis: Requiring new housing developments to occur concurrently with
necessary infrastructure investments is crucial for ensuring sustainable
development and adequate support for growth.
This requirement may initially seem to increase costs and complexity for
middle housing projects, it ultimately ensures that essential infrastructure is
in place to support not only middle housing but also the overall well-being of
residents. By addressing infrastructure needs upfront, we can create more
resilient and livable communities where middle housing can thrive alongside
necessary amenities and services.
The City of Port Orchard has adopted a policy of "development pays for
development," ensuring that current ratepayers are not burdened with
financing the growth of the community. Capital facility charges are set to
ensure that newgrowth fully pays for its share infrastructure improvements
in support of growth. In some other communities, growth pays little or no
share of expanding infrastructure to supportgrowth. Instead, rate payers
bear a larger share of the cost for expanding infrastructure which in turn
lowers barriers to constructing new housing.
While not recommended or proposed, Port Orchard could elect to alleviate
the burden of infrastructure investments from new development and shift it
onto current ratepayers. This approach would diverge from the
"development pays for development" approach. By reallocating some or all
of the responsibility for financing infrastructure improvements and
maintenance to existing rate payers, the City may focus on growth in the
total number of rate payers contributing to system expansion. This approach
maybe considered a subsidy in the promotion of growth, including the
development of middle housing.
Policy HS-23 Establish an orderly process of annexation informed by the need for infrastructure
investments that will ensure levels of service to new residential areas are not diminished.
Analysis: Establishing an orderly process of annexation informed by the
need for infrastructure investments is crucial for ensuring sustainable
development in newly annexed areas.
Concerns may arise that such a process could slow down the development
of middle housing, it's important to understand that infrastructure
investments are essential for supporting the development of all types of
housing, including middle housing. By ensuring that infrastructure such as
roads, utilities, and public services are in place, Port Orchard can create
attractive and sustainable environments for middle housing development.
Additionally, a well -planned annexation process can provide opportunities
to strategically locate middle housing within newly annexed areas,
contributing to inclusive and balanced community growth. Therefore, rather
than impeding development, an informed annexation process can facilitate
the responsible and efficient expansion of housing options, including
middle housing.
Goal4. 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.
Analysis: The policy emphasizes mitigating displacement during
neighborhood change but may inadvertently hinder middle housing
development by prioritizing affordable housing initiatives and restricting
market -driven approaches. Balancing the needs of diverse income
segments is essential for fostering inclusive communities while promoting
middle housing.
Prioritizing affordable housing and mitigating displacement are important
goals, they do not necessarily hinder middle housing development.
Strategies aimed at preserving affordable housing can complement efforts
to promote middle housing by ensuring a diverse range of housing options
within communities. By coordinating with nonprofit housing organizations
and utilizing public investment strategically, Port Orchard can create
environments where both affordable and middle housing options thrive,
fostering inclusive and equitable neighborhoods.
To promote middle housing development while addressing displacement
concerns, the City may consider implementing a comprehensive tenant
protection program. Several jurisdictions in the region have adopted
Ordinances intended to protect tenant's rights which exceed Washington's
Residential Landlord -Tenant Act (RCW59.18). A local program could
include measures such as:
• limiting move -in fees and late fees
• ensuring fair tenant screening processes
• providing adequate notice for rent increases
Additionally, Port Orchard could establish a tenant relocation assistance
ordinance to mitigate the impact of development -induced displacement.
By offering assistance to low-income households facing displacement and
providing ample time for finding new housing, Port Orchard can help
mitigate the harmful effects of displacement while fostering middle housing
development.
Policy HS-29 Strengthen coordination between the City, county, and service providers to provide
homelessness support service and outreach. Adopt a Housing First approach.
Analysis: Coordination between government entities and service providers
may introduce additional layers of bureaucracy or requirements that could
impede middle housing development.
Improving coordination between the City of Port Orchard and service
providers is important to addressing homelessness and supporting middle
housing development. By streamlining processes and combining resources,
collaboration can lead to more efficient decision -making and regulatory
processes. Overall, improved collaboration creates a supportive
environment for middle housing development while potentially addressing
homelessness.
Land Use Element
2.7 Land Use Goals & Policies
Goal 1. 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 mixed range of
housing types.
Analysis: While encouraging a mixed range of housing types, the emphasis
on maintaining and enhancing low -density residential neighborhoods may
discourage the development of middle housing, which typically requires
higher densities.
Focusing on low -density residential neighborhoods doesn't preclude middle
housing development. Integrating middle housing like duplexes and
townhouses can maintain diversity without altering neighborhood character.
Incorporating middle housing promotes higher densities while preserving
aesthetics and supporting local businesses.
Goal 3. Implement a strategy to develop centers.
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.
Analysis: Setting minimum building densities within centers may prioritize
higher -density developments over middle housing options, potentially
limiting their feasibility in these areas.
Setting minimum building densities in centers might appear to favor higher -
density developments, but it doesn't necessarily hinder middle housing.
These minimum densities can foster a diverse mix of housing types,
including middle housing. By promoting a range of housing densities, centers
can cater to various needs, enhancing inclusivity and affordability. Rather
than limiting middle housing, minimum building densities can promote its
integration and viability within centers.
Goal 5. 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.
Analysis: Incentivizing the creation of open space may hinder the land
available for middle housing.
The proposed mechanisms for incentivizing compact development not only
aim to preserve open space but can also support middle housing
development effectively. Height bonuses and incentive zoning can be
tailored to promote middle housing construction by providing developers
with added flexibility and benefits. Therefore, instead of impeding middle
housing development, these mechanisms can serve as valuable tools for
incentivizing it.
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.
Analysis: Enhancing downtown by encouraging land uses that support
transit centers and pedestrian activity may prioritize other types of
development over middle housing in these areas.
Enhancing downtown areas for transit and pedestrian activity fosters vibrant
urban environments without necessarily prioritizing other development over
middle housing. Transit -oriented development and pedestrian -friendly
infrastructure create an ideal setting for middle housing, making downtown
areas attractive for diverse housing options. Mixed -use zoning further
supports middle housing integration within downtown revitalization efforts.
Thus, prioritizing transit and pedestrian activity enhances the appeal and
feasibility of middle housing development in urban areas without excluding
it.
Goal 12. Establish land use patterns that increase the resilience of the built
environment, ecosystems, and community to climate change.
Policy LU-37. Identify and implement strategies for reducing residential development pressure in
the Wildland Urban Interface (WUI).
Analysis: Strategies for reducing residential development pressure in the
Wildland Urban Interface may indirectly limit areas for middle housing
development, particularly if these regulations apply to areas suitable for
such housing.
Regulations targeting residential development in wildfire -prone areas aim to
mitigate risks and preserve landscapes but don't necessarily impede middle
housing development. By redirecting development away from high -risk
zones, these regulations identify safer locations for middle housing projects,
promoting sustainable options while minimizing environmental risks.
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-41. If the City's population growth rate falls below the rate needed to meet the 2044
population growth target, the city should consider adopting reasonable measures such as reducing
adopted transportation levels of service, impact fees, or accelerating growth -related projects within
the City's Capital Improvement Program.
Policy LU-42. If the City's population growth rate exceeds the rate needed to meet the 2044
population growth target, the City should consider adopting reasonable measures including
increasing transportation level of service standards, impact fees, or delaying projects within the
City's Capital Improvement Program.
Analysis: Adjusting transportation levels of service and impact fees based
on population growth rates may influence development decisions,
potentially hindering middle housing development.
While adjusting transportation levels of service and impact fees based on
population growth rates can indeed influence development decisions, it
does not necessarily hinder middle housing development. Impact fee
adjustments can be structured to encourage the development of middle
housing by ensuring that transportation and park infrastructure, and school
facilities adequately support various housing types, including middle
housing. By incorporating factors such as accessibility, affordability, and
sustainability into planning efforts and impact fee calculations, a more
conducive environment for middle housing projects may be created. Rather
than hindering middle housing development, adjusting transportation
policies and impact fees can be leveraged to support and incentivize its
growth in response to population growth rates.
Goal 16. Encourage development of an efficient multimodal transportation
system and develop a funding strategy and financing plan to meet its needs.
Policy CN-19. Encourage all new developments to limit direct access to Tremont Street.
Analysis: Encouraging developments to limit direct access to Tremont
Street may affect the feasibility of middle housing projects along that
corridor, depending on access requirements.
While encouraging development to limit direct access to Tremont Street may
pose challenges for middle housing projects, it does not necessarily render
them infeasible. Instead, such limitations can spur innovative design
solutions that prioritize pedestrian safety, traffic flow, and neighborhood
connectivity, thereby enhancing the overall livability of the area. By
incorporating alternative access points, such as pedestrian pathways, or
shared driveways, middle housing developments can adapt to access
requirements while still maximizing land use efficiency and maintaining
design principles.
2.8.4 General Center Goals and Policies
The following are a list of general goals and suggested 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. Centers goals should be tailored to the specific
Center in question. Generally, Centers should seek to:
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.
Analysis: While this policy aims to concentrate growth, it may inadvertently
prioritize higher -density developments over middle housing options,
potentially limiting their development within designated centers.
However, concentrating growth doesn't exclude middle housing. By focusing
growth in designated centers, Port Orchard can create mixed -use
environments that accommodate various housing types, including middle
housing. Implementing zoning regulations and incentives that promote
middle housing within these centers ensures a balanced approach to
growth. Strategic urban planning can allocate space for middle housing
within mixed -use developments.
Policy CN-6. Balance objectives for accommodating growth, encouraging compatibility,
promoting housing affordability, and offering a wide range of housing types.
Analysis: While promoting a wide range of housing types is mentioned, the
emphasis on accommodating growth and encouraging compatibility may
seem to favor higher -density developments over middle housing options,
especially if compatibility is interpreted narrowly.
Prioritizing compatibility doesn't exclude middle housing. Flexible zoning
and design guidelines allow for both higher -density developments and
middle housing. Innovative designs and diverse building types ensure middle
housing feasibility, integrated within mixed -use developments. This
approach fosters inclusive, sustainable development, benefiting all
residents.
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.
Analysis: Encouraging increased densities may seem to prioritize higher -
density developments over middle housing options, potentially leading to a
perceived lack of diversity in housing types within designated centers.
However, higher densities do not inherently exclude middle housing.
Increased densities can create opportunities for a mix of housing types,
including middle housing, within designated centers. By implementing
flexible zoning policies and promoting innovative housing designs,
communities can ensure that middle housing remains a viable option for
residents seeking diverse housing choices.
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.
Analysis: While promoting accessibility and transit -oriented development is
important, focusing exclusively on higher -density developments may appear
to overlook the potential for middle housing options that could enhance
affordability and diversity within centers.
Prioritizing higher -density developments doesn't exclude middle housing,
transit -oriented development principles integrate various housing types,
including middle housing, within centers. Locations near transit hubs offer
affordable housing options while promoting sustainable transportation.
Mixed -use zoning and urban design strategies encourage inclusive urban
environments by integrating middle housing into higher -density
developments. Focusing on accessibility and transit -oriented development
supports the successful integration of middle housing, enhancing
affordability and diversity within centers.
Policy CN-12. The City shall create and designate zoning that allows a mix of uses to
accommodate concentrations of employment and housing.
Analysis: While allowing for a mix of uses is beneficial, if the zoning
regulations predominantly favor higher -density developments, it may seem
to inadvertently discourage the development of middle housing options
within designated centers.
Zoning regulations can accommodate various housing types, including
middle housing, within designated centers. Flexible zoning ordinances and
design standards enable Port Orchard to create an environment conducive
to middle housing development while still supporting higher -density
developments where suitable.
Policy CN-13. The City shall encourage abroad range of housing types and commercial uses
within designated Centers, through zoning and development regulations that serve a local,
citywide, or regional market.
Analysis: While encouraging a broad range of housing types is stated, the
emphasis on serving a market may appear to prioritize higher -density
developments that cater to higher -income segments, potentially overlooking
the need for middle housing options that cater to a wider range of
socioeconomic backgrounds.
A market -driven approach can be enhanced with targeted policies and
incentives to foster middle housing for diverse socioeconomic groups.
Inclusionary zoning, mixed -income developments, and subsidy programs
can ensure middle housing accessibility across income levels, facilitated by
collaboration between Port Orchard and local housing entities.
Capital Facilities Element
9-2. Goals and Policies
The goals and policies for Port Orchard's capital facilities align with the Comprehensive Plan vision
and goals and policies in each Element.
Goal 1. Ensure that infrastructure, facilities, and services are adequate to meet
present and future needs.
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.
Analysis: This policy may impose significant infrastructure requirements on
developments, potentially increasing costs and making middle housing
projects financially less feasible.
While this policy may require infrastructure investments for developments,
it's crucial to recognize that such investments can enhance middle housing
projects in the long term. Despite initial costs, like road improvements or
utility expansions, these investments often lead to increased property values
and improved livability, benefiting both residents and the community.
Furthermore, infrastructure improvements can attract investment, stimulate
economic activity, and create job opportunities. By planning and phasing
infrastructure investments, Port Orchard can ensure that middle housing
projects have necessary amenities and services, ultimately boosting
affordability and feasibility. Therefore, while infrastructure requirements may
entail upfront costs, they are vital for fostering an environment where middle
housing can succeed.
The City of Port Orchard has adopted a policy of "development pays for
development," ensuring that current ratepayers are not burdened with
financing the growth of the community. Capital facility charges are set to
ensure that newgrowth fully pays for its share infrastructure improvements
in support of growth. In some other communities, growth pays little or no
share of expanding infrastructure to support growth. Instead, ratepayers
bear a larger share of the cost for expanding infrastructure which in turn
lowers barriers to constructing new housing.
While not recommended or proposed, Port Orchard could elect to alleviate
the burden of infrastructure investments from new development and shift it
onto current ratepayers. This approach would diverge from the
"development pays for development" approach. By reallocating some or all
of the responsibility for financing infrastructure improvements and
maintenance to existing rate payers, the City may focus on growth in the
total number of rate payers contributing to system expansion. This approach
maybe considered a subsidy in the promotion of growth, including the
development of middle housing.
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.
Analysis: By seeking to reduce costs per unit, this policy may inadvertently
encourage higher -density developments over middle housing options, as
higher -density projects may spread infrastructure costs over more units.
While higher -density developments may spread infrastructure costs over
more units, it doesn't mean they're prioritized over middle housing options.
Middle housing projects can also benefit from economies of scale in
infrastructure costs. By planning and designing infrastructure to
accommodate a mix of housing types, Port Orchard ensures financial
feasibility for both higher -density and middle housing projects. Additionally,
targeted incentives or subsidies can level the playing field, offsetting any
perceived advantage of higher -density projects. It's crucial to implement
policies promoting diverse housing options, including middle housing, to
meet the needs of all Port Orchard residents.
The City of Port Orchard has adopted a policy of "development pays for
development," ensuring that current ratepayers are not burdened with
financing the growth of the community. Capital facility charges are set to
ensure that newgrowth fully pays for its share infrastructure improvements
in support of growth. In some other communities, growth pays little or no
share of expanding infrastructure to supportgrowth. Instead, rate payers
bear a larger share of the cost for expanding infrastructure which in turn
lowers barriers to constructing new housing.
While not recommended or proposed, Port Orchard could elect to alleviate
the burden of infrastructure investments from new development and shift it
onto current ratepayers. This approach would diverge from the
"development pays for development" approach. By reallocating some or all
of the responsibility for financing infrastructure improvements and
maintenance to existing rate payers, the City may focus on growth in the
total number of rate payers contributing to system expansion. This approach
maybe considered a subsidy in the promotion of growth, including the
development of middle housing.
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.
Analysis: This policy may prioritize areas with existing infrastructure for
development, potentially neglecting areas suitable for middle housing
development if they lack adequate infrastructure.
While prioritizing areas with existing infrastructure for development is crucial
for resource efficiency, it doesn't mean neglecting areas suitable for middle
housing. Strategic investment in infrastructure expansion in these areas
actively promotes their development, enhancing their attractiveness.
Implementing tailored incentives and streamlined approval processes
encourages middle housing, ensuring all areas receive support for
sustainable growth.
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.
Analysis: While promoting multi -use facilities is beneficial, the emphasis on
exploring partnerships and funding sources may prioritize higher -density
developments with commercial and residential components over middle
housing projects.
Exploring partnerships and funding sources for multi -use facilities is
important to development, it doesn't necessarily prioritize higher -density
developments over middle housing. Middle housing can benefit from such
partnerships and funding, especially if creating mixed -income and mixed -
use communities is the focus. By leveraging resources, Port Orchard can
support various housing options within multi -use developments.
Encouraging diverse partnerships fosters innovation in housing, leading to
more vibrant neighborhoods. Therefore, promoting multi -use facilities
complements the housing landscape, offering residents a broader range of
choices and amenities.
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 key
foci 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.
Analysis: This policy aims to enhance the quality of neighborhoods by
promoting the proximity of schools to community hubs. It may inadvertently
create challenges for middle housing development by competing for land,
influencing zoning regulations, and exacerbating traffic and parking issues.
The policy's focus on situating schools near neighborhood and community
centers can boost the appeal of these areas, potentially driving up demand
for middle housing. Collaboration between the South Kitsap School District
and the City can yield solutions that blend schools into neighborhood
centers while still allowing for residential development to support both
schools and middle housing within vibrant communities.
Bethel Lund
Subarea Plan
DRAFT May 2024
Prepared for the
City of Port Orchard
ORCHARD
Prepared by
MAKERS
Leland Consulting Group
DRAFT May 2024
Contents
1. Introduction.................................................................................................................. 1
1.1 Plan Background and Context................................................................................ 1
Heading............................................................................................................................. 1
1.2 Study Area.................................................................................................................. 2
1.3 PSRC Regional Centers Framework......................................................................... 3
2. Existing Conditions........................................................................................................ 5
2.1 Existing Land Use and Zoning................................................................................... 5
2.2 Transportation...........................................................................................................15
Previous Transportation Planning Efforts.........................................................................15
Vehicular Circulation and Access..................................................................................18
Pedestrian Circulation and Access................................................................................21
BicycleFacilities...............................................................................................................22
Transit................................................................................................................................23
2.3 Open Space and Critical Areas..............................................................................25
2.4 Market Conditions Assessment................................................................................27
EconomicProfile..............................................................................................................27
DevelopmentPipeline.....................................................................................................30
Buildable Lands & Future Capacity...............................................................................31
2.5 Port Orchard Comprehensive Plan.........................................................................32
3. Goals and Vision.........................................................................................................34
3.1 Opportunities, Assets, and Challenges...................................................................34
3.2 Alternatives...............................................................................................................35
Heading............................................................................................................................35
3.3 Urban Design Framework.........................................................................................35
3.4 Land Use and Housing.............................................................................................36
3.5 Transportation...........................................................................................................36
3.6 Environment and Open Space...............................................................................36
Port Orchard Bethel Lund Subarea Plan • Existing Conditions
DRAFT May 2024
Exhibit
EXHIBIT 1-1
Caption............................................................................................................ 1
EXHIBIT 1-2
Bethel Lund Study Area..................................................................................
2
EXHIBIT 2-1
Bethel Junction............................................................................................... 5
EXHIBIT 2-2
Land Use.......................................................................................................... 6
EXHIBIT2-3
Zoning.............................................................................................................. 8
EXHIBIT 2-4
Community Design Framework - New Planned Streets..............................12
EXHIBIT 2-5
Looking west from Lund Avenue..................................................................14
EXHIBIT 2-6
Bethel Sedgwick Corridor Plan Conceptual Rendering .............................15
EXHIBIT 2-7
Bethel Sedgwick Corridor Schematics.........................................................16
EXHIBIT 2-8
Bethel Sedgwick Corridor Cross Sections.....................................................17
EXHIBIT 2-9
Port Orchard Transportation Improvement Program (TIP) Map.................20
EXHIBIT 2-10
Planned Non -Motorized Routes...................................................................23
EXHIBIT 2-1 1
Kitsap Transit Existing and Planned Facilities...............................................24
EXHIBIT 2-12
Open Space and Critical Areas...................................................................26
EXHIBIT 2-13
Age in Bethel -Lund Subarea and Port Orchard, 2023...............................27
EXHIBIT 2-14
Household Incomes in the Bethel -Lund Subarea and Port Orchard, 2023.
.........................................................................................................................28
EXHIBIT 2-15
Top Job Sectors in Bethel -Lund Subarea, 2012 and 2021 ..........................29
EXHIBIT 2-16
Commuting Patterns in the Bethel -Lund Subarea, 2021 ............................29
EXHIBIT 2-17
Existing and Pipeline Units and Commercial Development in the Bethel -
LundSubarea...................................................................................................30
EXHIBIT 2-18
Vacant and Redevelopable Parcels in Bethel -Lund Subarea...................31
EXHIBIT 3-1
Bethel -Lund Opportunities, Assets, and Challenges...................................34
EXHIBIT3-2
Caption...........................................................................................................35
0 4 A
TABLE1-1 Caption............................................................................................................... 1
TABLE 1-2 Bethel -Lund Subarea Capacity Summary........................................................ 4
TABLE 2-1 Building Types for Centers.................................................................................. 8
TABLE 2-2 Land Uses for Centers......................................................................................... 9
TABLE 2-3 Port Orchard Transportation Improvement Program (TIP) .............................19
TABLE 2-4 Planned Nonmotorized Routes.........................................................................22
TABLE3-1 Caption..............................................................................................................35
Port Orchard Bethel Lund Subarea Plan • Existing Conditions
Introduction - DRAFT May 2024
1. Introduction
1.1 Plan Background and Context
Heading
Body
Heading
Heading
EXHIBIT 1-1 Caption
SOURCE: City of Port Orchard, MAKERS, 2022
TABLE 1-1 Caption
Text
SOURCE: City of Port Orchard, MAKERS, 2022
Port Orchard Bethel Lund Subarea Plan - Existing Conditions
Introduction • DRAFT May 2024
1.2 Study Area
The study area covers a total of 170.6 acres and extends north and south to capture
areas of recent and upcoming developments. Bethel -Lund is centrally located at the
intersection of Bethel Road and Lund Avenue and bounded on the west by Blackjack
Creek and east by Port Orchard's unincorporated area.
Following consultation with the City, the Bethel Lund Subarea expanded beyond the
current boundary to align with PSRC latest guidance for countywide growth centers,
which create new opportunities for residential and commercial growth.
EXHIBIT 1-2 Bethel Lund Study Area
2PNADc WAY
a
Z
Proposed New Subarea Boundary
Existing Subarea Boundary
OPort orchard
Port Orchard UGA
ao 4aa aoa Feet
N t J
Mavar, Earthstar Geographics, and the GIS User Commun ty
SOURCE: City of Port Orchard, 2024
Port Orchard Bethel Lund Subarea Plan • Existing Conditions 2
Introduction • DRAFT May 2024
1.3 PSRC Regional Centers Framework
PSRC 2018 Regional Centers Frameworks establishes eligibility requirements for
countywide centers designation. Below are the baseline standards expected for
countywide centers in each county.
Designation Criteria for Countywide Growth Centers
Identified as a countywide center in the countywide planning policies
Located within a city or unincorporated urban area
Demonstration that the center is a local planning and investment priority:
Identified as a countywide center in a local comprehensive plan; subarea
plan recommended
Clear evidence that area is a local priority for investment, such as
planning efforts or infrastructure
The center is a location for compact, mixed -use development; including:
A minimum existing activity unit density of 10 activity units per acre
Planning and zoning for a minimum mix of uses of 20 percent residential
and 20 percent employment unless unique circumstances make these
percentages not possible to achieve.
Capacity and planning for additional growth
The center supports multi -modal transportation, including:
Transit service
Pedestrian infrastructure and amenities
Street pattern that supports walkability
Bicycle infrastructure and amenities
Compact, walkable size of one -quarter mile squared (160 acres), up to
half -mile transit walkshed (500 acres)
The table below in TABLE 1-2 summarizes the existing, pipeline, and additional land
capacity for units, population and jobs in the Subarea. According to Kitsap County's
Countywide Planning Policies, Countywide Centers must show a minimum of 10 Activity
Units per acre. An Activity Unit is one person or one job. As shown, the subarea with
existing and pipeline development meets this criteria, and with additional land
capacity has a total capacity in the future for up to 26.8 Activity Units per acre. (See 2.4
Market Conditions Assessment)
Port Orchard Bethel Lund Subarea Plan • Existing Conditions 3
Introduction - DRAFT May 2024
TABLE 1-2 Bethel -Lund Subarea Capacity Summary
Bethel
Existing Pipeline Existing +
Pipeline
Additional
Land
Capacity
Grand Total
Acres
165.1
165.1
Housing Units
199
255
454
922
1376
Single Family
144
39
183
23
206
Multifamily
55
216
271
899
1,170
People per
Household
Single Family
2.8
2.8
2.8
2.8
2.8
Multifamily
2.0
2.0
2.0
2.0
2.0
Population
519
544
1,063
1,867
2,931
Jobs
988
80
1,068
430
1,498
Activity Units
1,507
624
2,131
2,297
4,429
AUs / Acre
12.9
26.8
Requirements
Required Acres
160-500
160-500
Actual Acres
165.1
165.1
Surplus /Shortfall
5.1
Required Use Mix
20% Res. /
Emp.
20% Res. /
Emp.
Actual Res. Mix
50%
66%
Actual Emp. Mix
50%
34%
Required
AUs/Acre
10
10
Actual AUs/Acre
12.9
26.8
Surplus /Shortfall
2.9
SOURCE: City of Port Orchard, LCG
Port Orchard Bethel Lund Subarea Plan - Existing Conditions 4
Existing Conditions • DRAFT May 2024
2. Existing Conditions
2.1 Existing Land Use and Zoning
Bethel -Lund is a commercial hub that is EXHIBIT 2-1 Bethel Junction
surrounded by residential neighborhoods. It
contains a mix of land uses including
detached single-family homes,
mobile/manufactured homes, grocery
stores, restaurants, and a variety of retail and
service businesses. (See EXHIBIT 2-2). At the
heart of Bethel -Lund lies a commercial
cluster that includes big box store shopping
centers with anchors like Safeway and
Walmart, alongside smaller retail and
restaurant establishments.
SOURCE: Google Earth, 2024
Additionally, other civic uses and religious institutions, such as East Port Orchard
Elementary School and Christian Life Center, is located just beyond the Subarea extent,
to the north.
Clusters of residential uses are located to the east and west of Bethel -Lund. Orchard
Bluff Mobile Home Park is an 88-lot low-income affordable senior living community,
owned and managed by Housing Kitsap. Nestled on the eastern boundary are two
multifamily residential complexes, Lund Pointe and Lund Village. Along Harold Drive,
pockets of detached -single family homes are expected to expand with new subdivision
development. And several multifamily projects are currently in the development
pipeline. See 2.4 Development Pipeline.
Port Orchard Bethel Lund Subarea Plan • Existing Conditions 5
Existing Conditions - DRAFT May 2024
EXHIBIT 2-2 Land Use
■ - V 11SAL MVNBE RRY RD
ip
SOURCE: City of Port Orchard, MAKERS, 2024
A�W,dm
Sti
-GO��P �
:hard
ita ry via 2
)ol
U
W_
East
Port Orchard
SF BASIL CT
_ Retail
_ Community Shopping Center
_ Grocery/Market
_ Restaurant/Eateries
_ Bank
Auto Service/Convenience Store
_ Office
_ Veterinary Hospital
_ Storage Warehouse
Single Family Housing
_ Multifamily Housing (5+Units)
_ Manufactured home
Undesignated
_ Greenbelt
_ Parks and Recreation
�Bethel Lund
Port Orchard
Port Orchard UGA
U 400 800 F�
N 1 I I 11
The zoning for the subarea includes Commercial Mixed Use (CMU), Commercial Heavy
(CH), Commercial Corridor (CC), and Residential 1 (RI), Residential 2 (R2), and
Residential 3 (R3) (EXHIBIT 2-3). TABLE 2-1 and TABLE 2-2 list the key building types and
land uses for centers.
Generally, the maximum height for buildings and structures within Bethel -Lund is three
stories, or 35 feet. Port Orchard's subarea policies describe a need to support focused
growth with compact development forms, and the height limits are a significant barrier
to achieving the added dwelling units and vertical mixed -use buildings necessary to
focus growth into the subarea.
Port Orchard Bethel Lund Subarea Plan - Existing Conditions 6
Existing Conditions • DRAFT May 2024
Allowing more height enables developments to create additional dwelling units that
help spread out of the cost of construction. The cost and risk of developing mixed -use
structures and leasing ground -floor commercial space typically can be offset by a
higher amount of residential floor area. Since the COVID-19 pandemic, developers are
indicating increased risk associated with commercial development due to continued
uncertainty about the retail and particularly office markets. This further increases the
attractiveness of developments with a higher share of residential floor area.
Port Orchard allows height increases through the use of a transfer -of -development -
rights (TDR) ordinance adopted in 2019 in partnership with Kitsap County (Chapter 20.41
POMC). TDR programs are complex and require savvy participants and willing rural
landowners to participate. No project has yet used Port Orchard's TDR program, and
other Washington jurisdictions have found it difficult to attract participants to TDR
programs outside of the highest -priced markets.
Increased height limits and potentially larger buildings will be mitigated by the broad
set of multifamily and commercial design standards Port Orchard already has in place
(Chapter 20.127 POMC). These include standards to provide high -qualify building
massing, light and air access, useable open space, attractive materials, windows and
entries, and other provisions.
According to the Port Orchard Housing Action Plan, the economic benefits of light
wood frame construction are maximized with height limits in the 65-85 feet range. The
Housing Action Plan makes specific recommendations for height limits in several zones
that exist in the subarea.
Port Orchard Bethel Lund Subarea Plan • Existing Conditions 7
Existing Conditions - DRAFT May 2024
EXHIBIT 2-3 Zoning
East
Port Orchard
Elementary
School
2,
Fs
F
O
w
4
O
Z
w w
East
Port Orchard
SE BASIL CT
J
ge - Greenbelt (GB)
Residential I (RI)
i
Residential 2 (R2)
Residential 3 (R3)
r Commercial Corridor (CC)
_ Commercial Heavy (CHI
Business Prof. Mixed Use (BPMU) Lt
Commercial Mixed Use (CMU}
_ Civic and Institutional (CI)
Public Facilities (PF)
Parks and Recreation [PRI
Bethel Lund
Porl Orchard
F__] Port Orchard UGA
)or,,
SE .! 0 400 800 Feet
N I i I
Maxar, Eaithslar Geographics, and the GIS User Community
SOURCE: City of Port Orchard 2023 Zoning
TABLE 2-1 Building Types for Centers
Building Type Residential Zones Commercial Zones
R1 R2 R3 R4 CMU CC CH
Key Building Types for Centers
Townhouse -- P* P P P -- --
Fourplex (and Triplex) -- -- P P -- -- --
Apartment -- -- P P P -- --
Mixed Use Shopfront -- -- -- -- P P --
Single-Story Shopfront -- -- -- -- P P P
Port Orchard Bethel Lund Subarea Plan - Existing Conditions 8
Existing Conditions - DRAFT May 2024
Building Type
Other Building Types
Residential Zones
R1 R2
R3 R4
Commercial Zones
CMU CC CH
Detached House
P P
P --
-- -- --
Backyard Cottage
P P
P --
-- -- --
Cottage Court
P P
P --
-- -- --
Duplex: Side -by -Side
-- P
P --
-- -- --
Duplex: Back -to -Back
-- P
P --
-- -- --
Attached House
-- P
P --
-- -- --
Live-Work
-- --
-- --
P P --
General Building
-- --
-- --
P P P
Shopfront House
-- --
-- --
P P --
Key: P= Permitted Use C=Conditional Use -- = Use Note Permitted
SOURCE: Port Orchard Municipal Code 20.32.015 Building type zoning matrix
*Note: In the R2 zone townhouses are limited to three or four units (POMC 20.32.090.2)
TABLE 2-2 Land Uses for Centers
Key Land Uses for Centers
Residential
Zones
Commercial Zones
R1
R2
R3
R4
CMU
CC
CH
Residential
Single-family detached
P
P
P
--
--
--
--
Two-family
--
P
P
--
--
--
--
Single-family attached
--
P
P
--
--
--
--
(2 units)
Single-family attached
--
P
P
P
P
P
--
(3-4 units)
Single-family attached
--
--
P
P
P
P
--
(5-6 units)
Multifamily (3 or more units)
--
--
P
P
P
P
--
Permanent supportive
C
C
C
C
C
C
C
housing
Commercial
Group day care (7 to 12)
C
C
C
--
P
P
--
Day care center (13 or
--
--
--
--
C
P
P
more)
Indoor recreation*
--
--
--
--
P
P
P
Outdoor recreation*
--
--
--
--
C
P
P
Hotel
--
--
--
--
P
P
P
Medical*
--
--
--
--
C
P
P
Port Orchard Bethel Lund Subarea Plan - Existing Conditions 9
Existing Conditions • DRAFT May 2024
Key Land Uses for Centers Residential Zones
R1 R2 R3
Office* -- -- --
Commercial Zones
R4 CMU CC
-- P P
CH
P
Personal service* -- -- --
-- P
P
P
Restaurants -- -- --
-- P
P
P
Retail sales:
Up to 5,000 SF GFA -- -- --
-- P
P
P
5,001 - 15,000 SF GFA -- -- --
-- P
P
P
15,001 - 50,000 SF GFA -- -- --
-- --
P
P
Over 50,000 SF GFA -- -- --
-- --
C
P
Convenience store w/ fuel -- -- --
-- --
--
C
Convenience store w/o fuel -- -- --
-- C
P
P
Drive -through facilities -- -- --
-- C
P
P
Industrial
Light manufacturing -- -- --
-- --
--
--
Brewery, distillery:
Up 5,000 square feet -- -- --
-- --
--
P
5,001 - 15,000 square -- -- --
feet
-- --
C
P
Over 15,000 square feet -- -- --
-- --
--
--
Food processing, boutique -- -- --
-- P
P
P
Self-service storage -- -- --
-- C
C
C
Key: P= Permitted Use C=Conditional Use -- = Use Note Permitted
SOURCE: Port Orchard Municipal Code 20.30.040 Use Table
*Note: Some specific types of uses within these categories have further restrictions per POMC 20.39.040
Encouraging residential development may be a focus of urban design alternatives.
The CMU zone offers the most flexibility for residential uses because it allows single -
purpose apartment buildings, townhouses, and mixed -use buildings; the CC zone allows
apartments only in mixed -use buildings and residential use is mostly prohibited in the CH
zone. For residential zones, notably R4 zone prohibits low -density building types and
residential land uses.
Port Orchard Bethel Lund Subarea Plan • Existing Conditions 10
Existing Conditions • DRAFT May 2024
Block Frontage Standards
Chapter 20.127 POMC provides citywide multifamily and commercial design standards.
Article II provides block frontage design standards, which are intended to design sites
and orient buildings with an emphasis on compatible development and creating a
comfortable walking environment. Many of Port Orchard's main streets are designated
on block frontage maps, and specific standards apply to different frontage
designations.
In this subarea Bethel Road and Lund Avenue are both designated as "varied" in the
community design framework maps (POMC 20.127.130). This means developments
fronting on those streets must use either "storefront" or "landscaped" frontage
standards. Storefront frontages feature traditional ground -floor commercial spaces at
the edge of the public sidewalk. Landscape frontages feature small landscaped
setbacks between the sidewalk and building. In most cases parking is restricted from
being located and visible adjacent to public sidewalks.
POMC 20.127.020 states that the block frontage standards apply when there are
conflicts. This applies to zone -based setbacks. For example, in the CH zone, a minimum
15 feet setback is overridden by the maximum 10 feet setback in varied and
landscaped block frontage standards and the maximum 0 feet in storefront block
frontage standards.
The large commercial site hosting Safeway and other stores on the southeast corner of
Bethel -Lund is designated as a site subject to "optional community design framework
master plan approval." Such sites which are recently rezoned have the option to
propose alternative and additional block frontages with an intent to promote the
arrangement of streets, buildings, open space, parking and service areas that creates a
strong sense of community and enhances the character of Port Orchard.
In addition to the existing streets, EXHIBIT 2-4 Block Frontage Map#7 and Map#8 use
black dashed lines to indicate planned locations for new planned streets. Such streets
can be created through a City capital project or as a condition of private
development occurring on applicable lot. The block frontage type that applies on
planned streets is determined by
Port Orchard Bethel Lund Subarea Plan • Existing Conditions
Existing Conditions • DRAFT May 2024
EXHIBIT k. Block Frontage Map#7 and Map#8
SOURCE: POMC 20.127.130 Community design framework maps
Port Orchard Bethel Lund Subarea Plan • Existing Conditions
Existing Conditions • DRAFT May 2024
Aesthetics and Design Standards
Aesthetics in the subarea are typical of low -density, auto -oriented commercial and
residential development in the Puget Sound region. Most commercial properties
contain one-story buildings which are deeply setback from the street with large
expanses of paving and parking lots. There are multiple drive -through businesses.
Commercial signage is typical for the region and mostly consists of monument signs and
wall -mounted signs. Larger commercial buildings typically have service access in rear -
facing areas, while smaller commercial buildings have trash collection located In
cinderblock enclosures in parking areas.
Travel in the area is primarily by automobile, with little or no people walking and biking
visible. This is likely related to the long distances between residential and commercial
land uses and the incomplete and unsafe nature of the sidewalk and bicycling
network. See more information in 2.2 Transportation.
Residential development mostly consists of single -unit detached homes. Older
subdivisions are tucked away on dead-end side streets, and newer subdivisions in the
northwest portion of the subarea have better street networks with multiple external
connections. There a few single-family properties on large lots fronting Bethel Road and
Lund Avenue. A large residential development owned by Housing Kitsap is behind a
thick landscape buffer along Lund Avenue. Multi -unit residences consist of three small
apartment complexes, all of which have two-story buildings, on the eastern and
southern fringes of the subarea.
Some properties have decorative landscaped perimeters and trees located in parking
lots. The general auto -oriented nature of the environment competes with the aesthetic
benefits of trees, particularly due to the lack of street trees on Bethel Road and Lund
Avenue. Several vacant properties have stands of larger trees and dense vegetation,
particularly to the west. The western subarea boundary has the only significant
topographical feature, a deep ravine with Blackjack Creek, and the rest of the subarea
is mostly flat.
Port Orchard Bethel Lund Subarea Plan • Existing Conditions 13
Existing Conditions - DRAFT May 2024
EXHIBIT 2-5 Looking west from Lund Avenue
SOURCE: Google, 2024
Aesthetics are expected to improve with the implementation of the Bethel and
Sedgwick Corridor Plan, which calls for continuous sidewalks and landscape strips along
the length of Bethel Road within the subarea. Aesthetics will also improve over time
through redevelopment, which must comply with the Port Orchard multifamily and
commercial design standards under Chapter 20.127 POMC. The design standards
ensure that new development is high quality, beneficially contributes to Port Orchard's
character, and upgrades the visual appearance of Port Orchard's principal vehicular
corridors.
These design standards consist of:
• Article II - Block Frontage Standards (described above). Most importantly, new
buildings must be located adjacent to Bethel Road and Lund Avenue rather
than setback behind parking.
• Article III - Site Planning Standards
o Standards for light and air access to residential dwelling units
o Nonmotorized circulation standards, including minimum connectivity
o Vehicular circulation standards for internal roadways
o Open space standards
o Standards for the design of service areas and mechanical equipment
Article IV - Building Design Standards
o Prohibition on corporate architecture
o Building massing and articulation standards that reduce the perceived
scale of large buildings
o Building detail requirements for commercial ground floors
o Exterior material standards
o Requirements for treating blank walls
Port Orchard Bethel Lund Subarea Plan - Existing Conditions 14
Existing Conditions • DRAFT May 2024
2.2 Transportation
Previous Transportation Planning Efforts
Bethel Road and Sedgwick Road Corridor Plan
The objective of this study was to develop a comprehensive plan and conceptual
design for the two critical corridors in Port Orchard, Sedgwick Road (State Route 160)
and Bethel Road. The two corridors are major arterials that serve Bethel -Lund and
provide connections to State Route 16, downtown Port Orchard, and the Southworth
Ferry Terminal.
Elements of the study were centered on:
Ensuring safe mobility for all users,
including people walking and bicycling,
and transit riders
Supporting existing businesses and future
commercial growth in the area
Guiding future development of the
corridors through design considerations
and funding tools
The proposed conceptual design introduces
roundabouts on key segments of both
roadways. Additionally, the study
recommends enhancing sidewalk
connectivity, bicycle facilities, and
implementing green stormwater
infrastructures. The multi -phase reconstruction
of Bethel Road and Sedgwick Road offers a
unique opportunity to transform these
corridors into an attractive, pedestrian -
friendly green streets while strengthening
connections among the area
neighborhoods. Phase I of Bethel Road
corridor improvement, which includes
EXHIBIT 2-6 Bethel Sedgwick Corridor
Plan Conceptual Rendering
SOURCE: Bethel Road and Sedgwick Road
Corridor Plan, City of Port Orchard, 2018
roundabouts at the intersections of Bethel Road with Blueberry Road and Salmonberry
Road is part of the City's 2024-2020 Transportation Improvement Program (TIP).
Port Orchard Bethel Lund Subarea Plan • Existing Conditions 15
Existing Conditions - DRAFT May 2024
EXHIBIT 2-7 Bethel Sedgwick Corridor Schematics
LEGEND
Bethel Road- Typical Section A
—
Beihel Road - Typical Section 0
—
Sedgwiek Road - Typical Section
bdsEing Single -lane Roundabout
Proposed Single -lane RDundabau[
Proncsec� Multi -lane Roundabout
Tremont ALIIEGL12
We Hill Drive SR 1 S r
SOURCE: Bethel Road and Sedgwick Road Corridor Plan, City of Port Orchard, 2018
Port Orchard Bethel Lund Subarea Plan - Existing Conditions
16
Existing Conditions - DRAFT May 2024
EXHIBIT 2-8 Bethel Sedgwick Corridor Cross Sections
Bethel Road - Typical Section A
Bethel Road - Typical Section B
PI
8
6
31 12' 6 6
B,
Sidewalk
610.%Wd - Vehicle I"
Median Vehicle lane Hike lane Hioswale
Sidewalk
Sedgwick Road - Typical Section
4
4
TY
w:
Velar VBhicle Linz ,'�hi -1. L - ne
ila-, Ri 4 -�- Shured'Path
SOURCE: Bethel Road and Sedgwick Rood Corridor Plan, City of Port Orchard, 2018
Port Orchard Bethel Lund Subarea Plan - Existing Conditions 17
Existing Conditions • DRAFT May 2024
Vehicular Circulation and Access
Bethel Road and Lund Avenue are crucial streets providing access and mobility
through Bethel -Lund. Salmonberry Road is a residential street that connects the outlying
neighborhood within the Port Orchard Urban Growth Area to the Bethel Road
commercial corridor.
Bethel Road is a key north -south connection. It spans across the southern city limits to
the northern waterfront, providing access to transit centers, ferry terminals, and other
major commercial centers, such as Downtown Port Orchard. It also links State Route 160
and State Route 166, creating a crucial network that connects the city to the other
parts of the county. Bethel Road is generally a three -lane street with a center turn lane
and carries 11,500 to 16,900 Average Weekly Daily Traffic (AWDT), depending on the
segment.
The Bethel and Sedgwick Corridor Plan analyzed the crash frequency along the study
segments from 2013-2017. Based on the report, certain intersections on Bethel Road
experienced more crashes than others, such a Lund Avenue, Salmonberry, and Mitchell
Road. Turning movement related crashes, either onto or off the corridor, were more
common on Bethel Road than Sedgwick Road, due to the fact that Bethel Road has
more driveways and intersections, increasing the likelihood of accidents occurring.
Additionally, there were no reported crashed involving bicyclist on either study corridor
over the time period that was analyzed. The study recommends access management
strategies along Bethel Road to address safety issues and preserve safety, function, and
capacity of the corridor.
Lund Avenue is a minor arterial street connecting neighborhoods between Tremont
Center and East Port Orchard. Lund Avenue is primarily a three -lane street with a center
turn lane and serves 16,000 AWDT. West of Bethel Road, Lund Avenue transitions to a
four -lane street and changes names to Tremont Street.
Salmonberry Road is a two-lane east -west connector. It runs through unincorporated
residential neighborhoods in the urban growth area, connecting Jackson Avenue to
Bethel Road. Salmonberry Road serves 2,300 AWDT.
The subarea does not have a conventional grid system, leading traffic to be
concentrated on a limited number of streets where congestion, safety concerns, and
road wear increase. Side streets primarily function as low -volume, local residential
streets and connectors to East Port Orchard Elementary School. The City plans to
complete the roadway connections from Walmart to Salmonberry Road which allow
greater flexibility for vehicular access and circulation in the area. See EXHIBIT 2-9.
The City's Transportation Improvement Plan (TIP) lists planned transportation projects
and enhancements including pedestrian and bicycle facilities, stormwater systems, and
construction of new connector streets. TABLE 2-3 lists the planned transportation
projects related to Bethel -Lund.
Port Orchard Bethel Lund Subarea Plan • Existing Conditions 18
Existing Conditions - DRAFT May 2024
TABLE 2-3 Port Orchard Transportation Improvement Program (TIP)
SegmentProject Road F I Cost
Description
Bethel/Sedgwick
1 Phase 5a - Bethel/Lincoln/ Safety and capacity improvements to 2022
Bethel/Lincoln RAB
Lunberg/Mitchel intersection $3,674,000
Bethel Road / Road extension and intersection
Vallair Ct improvements previously included in
2 Connector Walmart Drive the Bethel Road Corridor ROW & 2027 $1,000,000
Intersection
Construction project
Bethel/Corridor Bethel Road: Phase 1 b. Bethel/ Salmonberry RAB
3 Phase 1 b - Salmonberry Round and roadway segment design 2023 $1 1,467,000
Salmonberry RAB intersection from Blueberry to Salmonberry
Salmonberry
Ramsey Road to
Widen road to two travel lanes with
4 Road Widening
Bethel Road
bike lanes, sidewalks and stormwater
2028
$225,000
system improvements
Bethel/Sedgwick
Design, ROW acquisition and
5 Corridor Phase 4
Bethel Road: Lund
construction of the fourth phase of the
2021
$8,744,000
- ROW and
to Salmonberry
street improvements per the
Construction
Bethel/Sedgwick Corridor Plan
Ramsey Road
Design, ROW acquisition and
Bethel/Sedgwick
Bethel Road: Mile
construction of the fifth phase of the
6 Corridor Phase 5
Hill Drive to Lund
street improvements per the
2036
$1 1,467,000
- ROW and
Bethel/Sedgwick Corridor Plan
Construction
Walmart to
7 Salmonberry
Salmonberry
Complete roadway connector
2040
$800,000
Connector
SOURCE: City of Port Orchard Transportation Improvement Plan (TIP) Tier 1 2024-2029 and Tier 2 2030-2043
Port Orchard Bethel Lund Subarea Plan - Existing Conditions 19
Existing Conditions • DRAFT May 2024
EXHIBIT 2-9 Port Orchard Transportation Improvement Program (TIP) Map
Lindberg
Park
T
'
r •��� F�G
1
SE LJNDB Y— RD
Daffodil !
Christiar
Storage x,
6
Life
Center
'a Monstor Car
i
o Wash
a
•+
= Kitsap Veterinary
Hospital_ 1
Orchard Bluff
- 1 •.,_•_•_._..
Mobile Nome
Puerto
Vallarfa Walgreens
S�
Jti
East
Port Orchard &
Elementary J�
School
MCKINLEY PL SE
East
Port Orchard
SE BASIL CT
Rite Safeway
BETHEL Fuel wwomwd
�yq Aid L Cund,il Transportation
1
JUNCTION a, Pointe
Kitsap Improvements Program (TIP)
------------- Bank Safeway��►a Planned intersection
1 '%;' improvement
C
SE vAI.LA[R � 2 Village
yt Planned street
w� r= --- l._._.�. ■ improvement
t. c �Wendy's ! New street
`•i 4'� .. - t 1 ■ walmart connection
! SE TBURON C TIP Project Tier
!
w �t'f'
Tier 1 2024-2029 ` I �R ► — hutch Bros ! • Tier 2 2030-2043
• '� ' LT,=1 Coffee ! SESEkcNADE'
Bethel/Sedgwick
A - � Corridor Study
-!- ■._._. Parks
Bethel Lund
In s Q Port orchard
z
Port orchard UGA
kE3j71,1OivBERRYRD
400 800 Feet
t N
SOURCE: City of Port Orchard Transportation Improvement Plan (TIP) Tier 1 2024-2029 and Tier 2 2030-2043
Port Orchard Bethel Lund Subarea Plan • Existing Conditions 20
Existing Conditions • DRAFT May 2024
Pedestrian Circulation and Access
The majority of sidewalks that exist are located along Bethel Road and Lund Avenue.
Sidewalks are being installed in concert with new developments, generally seen in new
subdivisions. However, many older existing sidewalks have substandard widths and curb
cuts, and sidewalks along arterial streets and fragmented and usually not present on
both sides of a street. Most streets outside of the commercial areas have paved or
gravel shoulders, which forces people walking to share high -volume roadways with
vehicles. Safe pedestrian crossings are few, limited to the two signalized intersections on
Bethel Road. Side street intersections and private driveways often have wide turning
radii, which increases crossing distances for people walking. Street lighting, which can
improve the safety and comfort of walking at night, is limited.
The missing links in the sidewalk and bicycle networks make existing streets car -centric
and reduce connectivity to neighboring areas. Notably, there is no east -west
connection between Bethel Road and Harris Road for a distance of one-half mile. Harris
Road has numerous residential developments that are physically close to the shopping
and job opportunities in the Bethel -Lund subarea but there is no attractive option for
traveling there except by car. A similar challenge exists for the Hoover Avenue/Green
Dale Drive neighborhood northeast of the subarea.
Overall, the environment in the subarea is unpleasant for people walking and rolling
(using mobility devised like wheelchairs and strollers). Continuous sidewalk and bicycle
infrastructure would improve the usefulness and safety of the pedestrian environment
and encourage active transportation.
The City's planned nonmotorized routes improve bicycle and pedestrian access
throughout the City. However, there are no proposed separated or off -road
recreational trails corridors beyond these planned routes. TABLE 2-4 identifies the City's
planned nonmotorized routes within the Bethel -Lund subarea.
Port Orchard Bethel Lund Subarea Plan • Existing Conditions 21
Existing Conditions - DRAFT May 2024
Bicycle Facilities
There are no existing bicycle facilities within Bethel -Lund. The City has planned several
nonmotorized routes to improve pedestrian and bicycle access and connection from
residential neighborhoods to commercial centers, recreational areas, and places of
employment. These routes include Bethel Road (Bay Street to Sedgwick Road), Tremont
Lund (State Route 16 to Jackson Avenue), and Salmonberry Road West (Bethel Road to
Jackson Avenue).
The Bethel and Sedgwick Corridor Plan has programmed street improvements on Bethel
Road. Tremont Lund has two concurrent projects; the Tremont Street Improvement, and
the Lund -Jackson Avenue corridor improvements. Tremont Street Improvement is
partially constructed, and other phases of development are ongoing. The Kitsap
County Transportation Improvement Program identifies four improvement projects
along Lund Avenue including sidewalks and bike lanes and three new roundabouts
from the Port Orchard city limits to Jackson Avenue. The eastern end route to Jackson
Avenue extends beyond the city limits, and future improvements will require
collaboration with Kitsap County. Both Bethel Road and Tremont Lund are identified as
nonmotorized routes in the Kitsap County Non -Motorized Facilities Plan (KCNMFP).
Continued design improvements for Salmonberry Road West are part of the Bethel
Phase 1 project.
TABLE 2-4 Planned Nonmotorized Routes
Bethel Road
(Bay Street to Sedgwick Arterial Street - Bike Lane/Sidewalk 2.62
Art
Road)
Tremont Lund On -Street - Bike Lane/Sidewalk 2.63
(SR 16 to Jackson Avenue) Arterial
Salmonberry West
(Bethel Avenue to Jackson On -Street - Residential Bike Lane/Sidewalk 0.98
Avenue)
SOURCE: City of Port Orchard Non -Motorized Transportation Plan, 2024
Planned
Partialy Built
Planned
Port Orchard Bethel Lund Subarea Plan - Existing Conditions 22
Existing Conditions • DRAFT May 2024
EXHIBIT 2-10 Planned Non -Motorized Routes
= Q
Lundberg
Park
v
w r
sF SE_LUNpgERG;RE
l
G?c - J i Daffodil S Christial
Orchard Bluff
Mobile Nome
Storage Life
Center
o Mon' tar Car
;
-`p Wash-�
° + E
O
East �
P�
Port Orchard O
Elementary J G
School 4
71 MCKINLEY PL SE
Puerto
Vallarta=Walgreens
� I
1111111111�11�1t�M1 —L
Rite + llllSafeway,�T
BETHEL Fuel
Aid JUNCTION Q p(
Kil
�.� Bank Safeway ti L
a
U
+
Walmart
�r - :Dutch Bros
�,.,,�_ :t.;,��I",�• Coffee
w 'w
O
p ._ +
O SESFLMONBERRYCRD
+
SOURCE: City of Port Orchard Non -Motorized Transportation Plan, 2024
Transit
w
w
'a East
Q n Port Orchard
� O
O
O `f' SE BASIL CT
x
111H 11111&&&&&L1LLLLLLLU 111111111111111
SEEM
6
y
U
SE RBuRON C
Non -Motorized Routes
11111 Arterial Planned LN
SE SERENADE' 11111 Residential Planned
Bethel/Sedgwick
Corridor Study
Parks
Bethel Lund
s Q Port Orchard
Port Orchard UGA
11111--"-
1 0 400 890 Feet �11
N L i
Kitsap Transit currently operates Route 8 and Route 9 that provides service in Bethel -
Lund. Route 8 is a fixed route on Bethel Road that operates between the Port Orchard
Ferry Dock and the Fred Meyer at Sedgwick Road. Route 9 serves East Port Orchard
with stops in Town Square, Annapolis Ferry Dock, and the Port Orchard Ferry Dock. Both
routes operate six days a week with half-hour headways.
Projects outlined in the Kitsap Transit 2022-2042 Long -Range Transit Plan are expected to
bring significant improvements to the transit service in Bethel -Lund. In the near -term,
frequency upgrades for Route 9 will reduce transit service headways to fifteen minutes.
Port Orchard Bethel Lund Subarea Plan • Existing Conditions 23
Existing Conditions • DRAFT May 2024
And in the long-term, Bethel Road has been identified as a potential location for high -
capacity transit options, such as bus rapid transit (BRT). (See EXHIBIT 2-1 1). These projects
are expected to enhance accessibility, increase convenience, and reduce travel times
for commuters in the area.
EXHIBIT 2-11 Kitsap Transit Existing and Planned Facilities
t n
Lundberg
Park T. East
�•„"—,—,�. Port Orchard
Elementary
School
sF • - SELUN'DRERG.mD O(N
l
"G20 I Daffodil i Christians F
c� v4l' I Storage • Life
Center
m i Monstar Car
0 Wash 1.
1
Q
i = Kitsap Veterinary
Orchard Bluff bi
Mobile Home PuertoVallartaafewaRiteFuel ETHEL
AidLun
f'oinKitsap
1—.�-----,-,—.—,— Bank Lun
SE VAIIAIR C;
` - L
SOURCE: City of Port Orchard, Kitsap Transit
wx
Nendy's
�P
O�
MCKINLEY PE SE
O w
� ¢ East
i Pori Orchard
O O
SE BASIL CT
Walmarf Kitsap Transit
SE TIBURON C _ Route 8
O Route 8 stops
etch Bros — Route 9
Coffee SE SERENADE'
Route 9 stops
Planned BRT Route
�•�• Parks
r
1 2C. Bethel Lund
1 �
i Q Port Orchard
1 ! Port Orchard UGA
"ISE 17,771 BERRY Rd
Q 400 BOfI Feet
N I I
Port Orchard Bethel Lund Subarea Plan • Existing Conditions 24
Existing Conditions • DRAFT May 2024
2.3 Open Space and Critical Areas
Lundberg Park is an undeveloped park property located just outside the northwest
subarea boundary. It is vacant, forested land with no public access or amenities.
However, it has potential to be a neighborhood park and could provide public access
to Blackjack Creek. South Kitsap Regional Park, approximately 209 acres, is one mile
east of the subarea and provides a wide range of activities including sport fields, a
playground, skate park, and walking and biking trails. East Port Orchard Elementary
School offers a playground and large open playfield for residents.
Blackjack Creek is the largest stream system in Port Orchard, spanning a length of
approximately three miles within the city limits (not including tributaries), and is
considered one of the largest and most productive fish producing streams in South
Kifsap. In recent years the City has taken steps to protect the Blackjack Creek corridor,
preserve its ecological functions, and encourage restoration. There are no trails or
overlooks that provide public access to Blackjack Creek near Bethel -Lund.
The 2023 the Port Orchard Stormwater and Watersheds Comprehensive Plan assessed
sformwater system impacts on local receiving waters. This assessment was partly based
on the proportion of impervious land surfaces. Lower Blackjack Creek ranked
Moderate/High, an indication of greater level of degradation of water resources.
Surface water and sformwater capital improvement projects (CIP) were developed to
address the problems identified in the plan. Among the ten prioritized CIP projects is the
Salmonberry Road Lower Blackjack Creek Culvert Retrofit, which will remove and
replace an existing culvert with a new storm conveyance system. (See EXHIBIT 2-12). The
Bethel/Sedgwick Corridor Plan also programmed sformwater infrastructure along the
Bethel Road and Sedgwick Road to protect critical downstream creeks and waterways
(i.e. Blackjack Creek).
Port Orchard Bethel Lund Subarea Plan • Existing Conditions 25
Existing Conditions - DRAFT May 2024
EXHIBIT 2-120pen Space and Critical Areas
Lu
'Par
\��.'\�\\•\\.,�� _ Imo—
�'v,,
vv v
Daffodil Christian`'`
StoragLife
F
Center
Monstar Jar C
\; 1
Wash
Kitsap Veterinjary
Hospital
Orchard Siuff
i--
Puerto
\:>` .Mobile Home
Vallarfa Walgreens
y�v
Rite
• �,:, �; .. v
R9+hel Lund
Kitsap
if ------- Bank
SOURCE: City of Port Orchard, MAKERS 2024
East
Port Orchard :\\
Elementary
Walmarr
5[ r�rzUep "r
Greenbelt
itch Bros y V Parks
CoffeeBlackjack Creek
C
- d Wetlands
Source
Hydric Soil
Slopes
Bethel Lund
Port Orchard
Port Orchard UGA
400 Feet J
'Aanar tarthstar Geographies and the GIS User Community
Port Orchard Bethel Lund Subarea Plan - Existing Conditions 26
Existing Conditions • DRAFT May 2024
2.4 Market Conditions Assessment
Economic Profile
Demographics
Port Orchard is a rapidly growing city, with population growth rates in recent decades
exceeding those of the county and state due to annexation, in -migration, and natural
population growth. This has driven a rapid increase in housing unit demand and
production, including in the Sedgwick-Bethel Subarea.
Overall, the city's population is younger and more diverse than regional averages, with
smaller household sizes than the county and the state, and somewhat lower incomes
than county and statewide averages.
The Bethel -Lund area has very similar age breakdown to Port Orchard as a whole, as
shown below in EXHIBIT 2-13, with a relatively large share of young residents.
EXHIBIT 2-13 Age in Bethel -Lund Subarea and Port Orchard, 2023
15%
14%
24%
15%
14%
11%
712%22%
Lund
SOURCE: ESRI
Port Orchard
■ 65+
■ 45-64
■ 35-44
■ 25-34
■ 15-24
■ 0-14
Port Orchard Bethel Lund Subarea Plan • Existing Conditions 27
Existing Conditions - DRAFT May 2024
Incomes in the Subarea are somewhat higher than in Port Orchard as a whole, as
estimated by ESRI, a leading provider of Geographic Information Systems (GIS) data,
based on U.S. Census and American Community Survey data. Note that estimates for
smaller geographies can be subject to significant margins of error.
EXHIBIT 2-14 Household Incomes in the Bethel -Lund Subarea and Port Orchard, 2023
100%
90%
80%
70%
60%
50%
40%
30%
20%
10%
0%
Lund Port Orchard
SOURCE: ESRI
Employment
■ $200,000+
■ $150,000 - $199,999
■ $100,000 - $149,999
■ $75,000 - $99,999
$50,000 - $74,999
■ $35,000 - $49,999
■ $25,000 - $34,999
■ $15,000 - $24,999
■ <$15,000
According to 2023 data received from the Puget Sound Regional Council (PSRC), there
are 988 jobs in the Bethel -Lund subarea. PSRC does not provide a detailed breakdown
of these jobs by sector, but the U.S. Census's OnTheMap tool does provide estimates for
job sectors in the Subarea, shown below. Retail jobs comprise the majority of
employment in the subarea, with food and other service jobs are also present in smaller
quantities. The employment mix has shifted in the past decade towards retail. With the
forthcoming Home Depot, this shift is likely to continue.
Port Orchard Bethel Lund Subarea Plan - Existing Conditions 28
Existing Conditions - DRAFT May 2024
EXHIBIT 2-15 Top Job Sectors in Bethel -Lund Subarea, 2012 and 2021
70.0%
60.0%
50.0%
40.0%
30.0%
20.0%
10.0%
0.0%
Retail Trade
Food / Lodging Other Services Wholesale
SOURCE: LEHD via Census OnTheMap
■ 2021
■2012
Health Care / Arts,
Social Entertainment,
Assistance and Recreation
Commuting
The map below shows estimated commuting patterns in the Subarea. As shown,
essentially no residents of the Subarea also work in the Subarea. Given the commercial
activity in the area, there is a significant net inflow of commuters into the Subarea.
EXHIBIT 2-16 Commuting Patterns in the Bethel -Lund Subarea, 2021
�"xon.Ca�,e�u[neart
ka.dan9 4�ertiie 5°u[
iit ¢ ° Sorry, l,easi y
5 � a ebp
PDrt Or[hdfd t�_
per a 99
�Pw� rag
� Easc Por°FJrcha�cr
I
z�-�
°nhe�ry,yeay_ ��
Sfoj"!h�"u )8e�rd �e Eraµ�Mgeae Sa°[near[Sa1� �' � �ul�E�r
SOURCE: LEHD via Census OnTheMap
Port Orchard Bethel Lund Subarea Plan - Existing Conditions 29
Existing Conditions - DRAFT May 2024
Development Pipeline
The map below in EXHIBIT 2-17 shows the current housing unit counts as well as pipeline
development in the Subarea. There are currently 144 single-family units and 55
multifamily units, for a total of 199 existing units, with an additional 39 single-family units
and 216 multifamily units currently under construction or in the development pipeline.
Once completed, this will total 848 units in the subarea.
EXHIBIT 2-17 Existing and Pipeline Units and Commercial Development in the Bethel -
Lund Subarea
Port Orchard i
Lund Existing and Pipeli
Legend
Q Port Orchard City Limits
1 Port Orchard UGA
Water Bodies
Roads
State Highway
Collector / Arterial
Local Road
Existing Units by Parcel
0
I� t
'Poz
E7 3-5
= 5+
Pipeline Units by Parcel
U � -
oz
03-5
® CommercW Pipeline I
o i
ci
o �
-...7 Hredst—
I
SOURCE: Kitsap County, City of Port Orchard, LCG
Port Orchard Bethel Lund Subarea Plan - Existing Conditions 30
Existing Conditions • DRAFT May 2024
Buildable Lands & Future Capacity
The map below in EXHIBIT 2-18 shows parcels classified as Vacant, Underutilized, or
Partially -Utilized in the subarea. These classifications were based on the 2019 Kitsap
County Buildable Lands Report, and updated to reflect recent development in the
Subarea. After deducting critical areas, future infrastructure, right-of-way, and market
factor considerations, there are a total of 30.62 acres available for residential
development and 4.66 acres available for commercial development in the Subarea.
This equates to a capacity for 922 housing units (23 single-family and 899 multifamily),
and 430 jobs, given the assumptions used in the Land Capacity Analysis for Port
Orchard's 2023 Comprehensive Plan.
EXHIBIT 2-18Vacant and Redevelopable Parcels in Bethel -Lund Subarea
Port Orchard I
Lund Parcel Classifications
s
=u, r
Legend
o was 6eyr,Rd- 411
Port Orchard City Limits �1 \� s
Port Orchard UGA '� `-'
_� Water Bodles - � L I , r
Roads
State Highway
Collector / Arterial
Local Road
500/1,000k ;
dI �;
Caunty, City of Pon Orchard, LCG
SOURCE: Kitsap County, City of Port Orchard, LCG
Port Orchard Bethel Lund Subarea Plan • Existing Conditions 31
Existing Conditions • DRAFT May 2024
2.5 Port Orchard Comprehensive Plan
The 2016 Port Orchard Comprehensive Plan describes the need for a subarea plan [sic]:
The Tremont/Lund/Bethel Center consists of the Bethel commercial corridor from
the intersection of Mile Hill Road south to Salmonberry, the adjacent multifamily
housing developments, The area is served by Kitsap Transit. The City should work
to develop a sub area plan for this area...
The 2016 Comprehensive Plan has a list of policies (below) for centers, but none
specifically for this Subarea. This subarea plan aims to fulfill and align with the general
centers goals and suggested policies outlined in the Comprehensive Plan.
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.
Port Orchard Bethel Lund Subarea Plan • Existing Conditions 32
Existing Conditions • DRAFT May 2024
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-1 1. 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 abroad 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 Bethel Lund Subarea Plan • Existing Conditions 33
Goals and Vision - DRAFT May 2024
3. Goals and Vision
3.1 Opportunities, Assets, and Challenges
EXHIBIT 3-1 Bethel -Lund Opportunities, Assets, and Challenges
Kitsap Transit is planning bus
rapid transit along Bethel Road
between Downtown and
Sedgwick Road
west of the subarea
Opportunity for a trail
Tong Blackjack Creek
with connections
to/from subdivisions
Several older one-story
commercial lots at the
heart of the subarea could
be redeveloped with
mixed -use when they reach
end of life. Opportunity for
central park/plaza at one of
these corners
Two grocery and home
goods stores provides daily
needs and supports jobs
Walmort site is a major use that is
unlikely to change
+• Ridge
Village
—t
Considerfhis area for annexation
r — to create a more continuous
f planning area and streamline
o !r transportation improvements for
c• 7 safe routes to school
3C I
Some indirect routes for
t students to walk and bike
•P 1 _ from the subarea to the
r Elementary School, but
`g streets are not up to current
safety standards
East Part Orchard 5 South Kitsap
-� Elementary Regional Park
4+ Less than one mile to
+ major regional park.
/ r but Avenue
f
xlooks safe walking
— JJjJjJJ/ and biking routes
to1114JWIr SlUNT'AV ........attt
j Commer�-jai
Cent eTj Active commercia:ce'nt
terthat serves a huheneighborhood and ide
Salmonberry
1
a 0,1 a2Miles. Sedgwick -
�t_
Bethel-
Opportunities
Challenges
Existing Conditions
4-0 Major connections
it t Fast moving trafffcl
* Assets
E - P Sheet extension
barrier
PedesMan-challenged
Pending
development
Infill development
e - a Nature trail
intersection
• Bus stops
Potential
VW Land use
development barrier
Commercial
Centers
annexation area
11111 Neighborhoods
• Schools
SOURCE: City of Port Orchard, MAKERS
East
East Port Orchard
Neighborhood
Established subdivisions
lz are diconnected and
10 inward -facing from the
1I commerical uses
•a1-o
tit
V1`
OI O Large infill opportunity but there
010 are uncertain plans for a Home
.14 _ Depot development which would
r mostly serve people living outside
! of the subarea
r General Opportunities/Observations:
1 • Kitsap Transit planned BRT route on Bethel Road
1 could facilitate more compact development
• The Bethel/Sedgwick corridor planned
pedestrian/bicycle infrastructure will create
Bethel/Sedgwick safer routes for all travelers
Corridor Study • Need/opportunity for parks and/or gathering
M Natural areas spaces to serve the subarea
9 -__'T Parks • Property ownership and public street grid is
highly fragmented
— Streams • Extend street grid as development occurs to
Bethel Lund enhance connectivity
__i Port Orchard
Port Orchard UGA
Port Orchard Bethel Lund Subarea Plan - Existing Conditions 34
Goals and Vision - DRAFT May 2024
3.2 Alternatives
Heading
Heading
Heading
EXHIBIT 3-2 Caption
SOURCE: City of Port Orchard, MAKERS, 2022
TABLE 3-1 Caption
Text
SOURCE: City of Port Orchard, MAKERS, 2022
3.3 Urban Design Framework
Port Orchard Bethel Lund Subarea Plan - Existing Conditions 35
Goals and Vision • DRAFT May 2024
3.4 Land Use and Housing
3.5 Transportation
3.6 Environment and Open Space
Port Orchard Bethel Lund Subarea Plan • Existing Conditions 36
/ I — — — — — — — — — — — J
I Tremont
Vanzee Park
Disc Golf Course
Consider swap of subarea
boundary to provide a
consistent planning area on
both sides of Bethel and
reduce displacement pressure
on low-income housing
Powers
Park
0 0.1 0.2 Miles
i
Opportunities Challenges
I
r —
1
c J
o
3 �
0
o �
I
I_
Lundberg `
Park /
! O I East Port Orchard
I 1 Elementary
I I
I ^ I
.A f1
---�
♦ ♦ LI
Commerd'ial
--- 1 Center
1
I
1
1
1
1
Consider addition to
subarea boundary.
Vacant site with natural
vegetation is a park or
infill housing opportunity
East
i Neighborhood
1
1
1 1— Q
1 1 10
i 1 �I�
1 �I a
I
_J 010
Salmonberry 2I 12
LU
01 0`
o ala
Ridge w
Village w
m /
IJ
Sedgwick j
Bethel
I
Major connections IIiII Fast moving traffic/
F - ii� Street extension barrier
/// Infill development Pedestrian -challenged
intersection
Nature trail
Potential
annexation area
0 Subarea boundary
change
�,W Land use
development barrier
Existing Conditions
Assets
0 Pending
development
_ Bus stops
Commercial
Centers
Neighborhoods
Schools
Bethel/Sedgwick
Corridor Study
M Natural areas
Parks
Streams
_ Bethel Lund
i Port Orchard
SE LUND AVE
South Kitsap
Regional Park
East
Port Orchard
Consider addition to
subarea boundary to
create a consistent
planning area
General Opportunities/Observations:
• Kitsap Transit planned BRT route on Bethel Road
could facilitate more compact development
• The Bethel/Sedgwick corridor planned
pedestrian/bicycle infrastructure will create
safer routes for all travelers
• Need/opportunity for parks and/or gathering
spaces to serve the subarea
• Property ownership and public street grid is
highly fragmented
• Extend street grid as development occurs to
enhance connectivity
Port Orchard UGA
SedgW'*1Ck Bethel
Subarea Plan
DRAFT May 2024
Prepared for the
City of Port Orchard
ORCHARD
Prepared by
MAKERS
Leland Consulting Group
DRAFT May 2024
Contents
1. Introduction.................................................................................................................. 1
1.1 Plan Background and Context................................................................................ 1
Heading............................................................................................................................. 1
1.2 Study Area.................................................................................................................. 2
1.3 PSRC Regional Centers Framework......................................................................... 3
2. Existing Conditions........................................................................................................ 5
2.1 Existing Land Use and Zoning................................................................................... 5
2.2 Transportation...........................................................................................................15
Recent Transportation Planning Efforts..........................................................................15
Vehicular Circulation and Access..................................................................................18
Pedestrian Circulation and Access................................................................................21
BicycleFacilities...............................................................................................................22
Transit................................................................................................................................23
2.3 Open Space and Critical Areas..............................................................................25
2.4 Market Conditions Assessment................................................................................27
EconomicProfile..............................................................................................................27
DevelopmentPipeline.....................................................................................................30
Buildable Lands & Future Capacity...............................................................................31
2.5 Port Orchard Comprehensive Plan.........................................................................32
3. Goals and Vision.........................................................................................................34
3.1 Opportunities, Assets, and Challenges...................................................................34
3.2 Alternatives...............................................................................................................35
Heading............................................................................................................................35
3.3 Urban Design Framework.........................................................................................35
3.4 Land Use and Housing.............................................................................................36
3.5 Transportation...........................................................................................................36
3.6 Environment and Open Space...............................................................................36
Port Orchard Sedgwick Bethel Subarea Plan • Existing Conditions
DRAFT May 2024
Exhibit
EXHIBIT1-1
Caption............................................................................................................ 1
EXHIBIT 1-2
Sedgwick Bethel Study Area..........................................................................
2
EXHIBIT 2-1
New Residential Developments in Sedgwick Bethel ....................................
5
EXHIBIT 2-2
Existing Land Uses............................................................................................ 6
EXHIBIT2-3
Zoning.............................................................................................................. 8
EXHIBIT 2-4
Block Frontage Map#9.................................................................................12
EXHIBIT 2-5
Looking west from Sedgwick Road..............................................................13
EXHIBIT 2-6
Bethel Sedgwick Corridor Plan Conceptual Rendering .............................15
EXHIBIT 2-7
Bethel Sedgwick Corridor Schematics.........................................................16
EXHIBIT 2-8
Bethel Sedgwick Corridor Cross Sections.....................................................17
EXHIBIT 2-9
Port Orchard Transportation Improvement Program (TIP) Map.................20
EXHIBIT 2-10
Planned Non -Motorized Routes....................................................................23
EXHIBIT 2-1 1
Kitsap Transit Existing and Planned Facilities...............................................24
EXHIBIT 2-12
Open Space and Critical Areas..................................................................26
EXHIBIT 2-13
Age in Sedgwick-Bethel Subarea and Port Orchard, 2023 ........................27
EXHIBIT 2-14
Household Incomes in the Sedgwick-Bethel Subarea and Port Orchard,
2023...................................................................................................................28
EXHIBIT 2-15
Top Job Sectors in Sedgwick-Bethel Subarea, 2012 and 2021 ..................29
EXHIBIT 2-16
Commuting Patterns in the Sedgwick-Bethel Subarea, 2021 ....................29
EXHIBIT 2-17
Existing and Pipeline Units in the Sedgwick-Bethel Subarea .....................30
EXHIBIT 2-16
Vacant and Redevelopable Parcels in Sedgwick-Bethel Subarea ...........
31
EXHIBIT 3-1
Sedgwick-Bethel Opportunities, Assets, and Challenges ...........................34
EXHIBIT 3-1
Caption...........................................................................................................35
■i40.lWIM
TABLE1-1 Caption............................................................................................................... 1
TABLE 1-2 Sedgwick-Bethel Subarea Capacity Summary ............................................... 4
TABLE 1-1 Building Types for Centers.................................................................................. 9
TABLE 1-1 Land Uses for Centers......................................................................................... 9
TABLE 1-1 City of Port Orchard Transportation Improvement Program (TIP) ................19
TABLE 1-1 Planned Nonmotorized Routes.........................................................................22
TABLE3-1 Caption..............................................................................................................35
Port Orchard Sedgwick Bethel Subarea Plan • Existing Conditions
Introduction - DRAFT May 2024
1. Introduction
1.1 Plan Background and Context
Heading
Body
Heading
Heading
EXHIBIT 1-1 Caption
SOURCE: City of Port Orchard, MAKERS, 2022
TABLE 1-1 Caption
Text
SOURCE: City of Port Orchard, MAKERS, 2022
Port Orchard Sedgwick Bethel Subarea Plan - Existing Conditions
Introduction - DRAFT May 2024
1.2 Study Area
The Sedgwick-Bethel subarea spans across a total of 256.9 acres and is situated at the
intersection of Sedgwick Road and Bethel Road. It is bordered by Port Orchard's
unincorporated area to the east and by Blackjack Creek and Bethel Road to the west.
The study area extends to the north, encompassing recent developments and other
vacant and developable lands. Revisions in the southern boundary excluded
environmentally sensitive wetland areas.
The current boundary of Sedgwick-Bethel subarea does not comply with the latest
PSRC criteria for Countywide Centers. Following a thorough evaluation and
consultation with the city, the study area has been expanded and revised in alignment
with the PRSC Countywide Centers framework. This expansion presents the city with new
prospects for residential and commercial growth.
EXHIBIT 1-2 Sedgwick Bethel Study Area
SOURCE: City of Port Orchard, 2024
Port Orchard Sedgwick Bethel Subarea Plan - Existing Conditions 2
Introduction • DRAFT May 2024
1.3 PSRC Regional Centers Framework
PSRC 2018 Regional Centers Frameworks establishes eligibility requirements for
countywide centers designation. Below are the baseline standards expected for
countywide centers in each county.
Designation Criteria for Countywide Growth Centers
Identified as a countywide center in the countywide planning policies
Located within a city or unincorporated urban area
Demonstration that the center is a local planning and investment priority:
Identified as a countywide center in a local comprehensive plan; subarea
plan recommended
Clear evidence that area is a local priority for investment, such as
planning efforts or infrastructure
The center is a location for compact, mixed -use development; including:
A minimum existing activity unit density of 10 activity units per acre
Planning and zoning for a minimum mix of uses of 20 percent residential
and 20 percent employment unless unique circumstances make these
percentages not possible to achieve.
Capacity and planning for additional growth
The center supports multi -modal transportation, including:
Transit service
Pedestrian infrastructure and amenities
Street pattern that supports walkability
Bicycle infrastructure and amenities
Compact, walkable size of one -quarter mile squared (160 acres), up to
half -mile transit walkshed (500 acres)
The table below in TABLE 1-2 summarizes the existing, pipeline, and additional land
capacity for units, population and jobs in the Subarea. According to Kitsap County's
Countywide Planning Policies, Countywide Centers must show a minimum of 10 Activity
Units per acre. An Activity Unit is one person or one job. As shown, the subarea with
existing and pipeline development meets this criteria, and with additional land
capacity has a total capacity in the future for up to 13.4 Activity Units per acre.
Port Orchard Sedgwick Bethel Subarea Plan • Existing Conditions 3
Introduction - DRAFT May 2024
TABLE 1-2 Sedgwick-Bethel Subarea Capacity Summary
Sedgwick Bethel
Existing Pipeline Existing +
Pipeline
Additional
Land
Capacity
Grand Total
Acres
235.7
235.7
Housing Units
199
556
755
302
1057
Single Family
156
151
307
14
321
Multifamily
136
405
541
288
829
People per
Household
Single Family
2.8
2.8
2.8
2.8
2.8
Multifamily
2.0
2.0
2.0
2.0
2.0
Population
716
1,241
1,957
617
2,574
Jobs
619
10
629
162
791
Activity Units
1,335
1,251
2,586
779
3,365
AUs / Acre
11.0
14.3
Requirements
Required Acres
160-500
160-500
Actual Acres
235.7
235.7
Surplus / Shortfall
75.7
75.7
Required Use Mix
Actual Res. Mix
20% Res. / Emp.
/6%
20% Res. /
Emp.
76%
Actual Emp. Mix
24%
24%
Required AUs/Acre
10
Actual AUs/Acre
11.0
14.3
Surplus / Shortfall
1.0
SOURCE: City of Port Orchard, LCG
Port Orchard Sedgwick Bethel Subarea Plan - Existing Conditions 4
Existing Conditions - DRAFT May 2024
2. Existing Conditions
2.1 Existing Land Use
and Zoning
In recent years, new developments in
EXHIBIT 2-1 New Residential
Sedgwick-Bethel have changed the
dynamic in the area. Detached single-family
homes are now the predominate land use
on previously undeveloped greenfield sites.
However, Sedgwick-Bethel continues to
contain a mix of land uses including grocery
stores, retail shops and restaurants, and
general businesses. (See EXHIBIT 2-2). There
are other civic facilities, such as Family
Christian Center and Hidden Creek
Elementary School, located within one mile
of the subarea, to the south and southeast.
Developments in Sedgwick
Bethel
SOURCE: Google Earth, 2024
The Bethel Centre, Sedgwick Plaza, and
Fred Meyer are three commercial clusters located along Bethel Road and Sedgwick
Road.
In 2017, major residential construction projects began in Sedgwick-Bethel. The first of
these projects was Andaiso Village, a single-family subdivision, situated in the
northwestern quadrant of the study area. Following its completion, Lennar at Magnolia
Ridge and Sidney Ridge subdivision begun their construction nearby. In addition, a new
multifamily residential complex, Pottery Creek Apartments, has recently been built on
the northern edge of the subarea. Several multifamily homes are in the development
pipeline located along Blueberry Road, including the expansion of Pottery Creek
Apartments. See 2.4 Development Pipeline.
One of the most notable features of these new housing developments is the inclusion of
playgrounds and open spaces, which enhance the quality of life for residents and offer
a greater sense of community through shared spaces.
Port Orchard Sedgwick Bethel Subarea Plan - Existing Conditions 5
Existing Conditions • DRAFT May 2024
EXHIBIT 2-2 Existing Land Uses
i
Retail f Medical = Greenbelt
Community Shopping Center Storage Warehouse ( ')Sedgwick Bethel
Grocery Single Family Housing QPcrt Orchard
Restaurant/Eateries Multifamily Housing i5, Units} 0 Port Orchard UGA
Auto Service/Convenience Morket Manufactured Home
16 Office Undeslgnated
0 400 Soo Feet
M
SOURCE: City of Port Orchard, MAKERS, 2024
The zoning for the subarea includes Commercial Mixed Use (CMU), Commercial Heavy
(CH), Commercial Corridor (CC), Residential 1 (R1), Residential 2 (R2), Residential 3 (R3),
and Residential (R4) (EXHIBIT 2-3). TABLE 2-1 and TABLE 2-2 list the key building types and
land uses for centers.
Port Orchard Sedgwick Bethel Subarea Plan • Existing Conditions b
Existing Conditions • DRAFT May 2024
Generally, the maximum height for buildings and structures within Bethel -Lund is three
stories, or 35 feet. Port Orchard's subarea policies describe a need to support focused
growth with compact development forms, and the height limits are a significant barrier
to achieving the added dwelling units and vertical mixed -use buildings necessary to
focus growth into the subarea. Allowing more height enables developments to create
additional dwelling units that help spread out of the cost of construction. The cost and
risk of developing mixed -use structures and leasing ground -floor commercial space
typically can be offset by a higher amount of residential floor area. Since the COVID-19
pandemic, developers are indicating increased risk associated with commercial
development due to continued uncertainty about the retail and particularly office
markets. This further increases the attractiveness of developments with a higher share of
residential floor area.
Port Orchard allows height increases through the use of a transfer -of -development -
rights (TDR) ordinance adopted in 2019 in partnership with Kitsap County (Chapter 20.41
") TDR programs are complex and require savvy participants and willing rural
landowners to participate. No project has yet used Port Orchard's TDR program, and
other Washington jurisdictions have found it difficult to attract participants to TDR
programs outside of the highest -priced markets.
Increased height limits and potentially larger buildings will be mitigated by the broad
set of multifamily and commercial design standards Port Orchard already has in place
(Chapter 20.127 POMC). These include standards to provide high -quality building
massing, light and air access, useable open space, attractive materials, windows and
entries, and other provisions.
According to the Port Orchard Housing Action Plan, the economic benefits of light
wood frame construction are maximized with height limits in the 65-85 feet range. The
Housing Action Plan makes specific recommendations for height limits in several zones
that exist in the subarea.
Port Orchard Sedgwick Bethel Subarea Plan • Existing Conditions
Existing Conditions • DRAFT May 2024
EXHIBIT 2-3 Zoning
SOURCE: City of Port Orchard 2023 �jning
Port Orchard Sedgwick Bethel Subarea Plan • Existing Conditions 8
Existing Conditions - DRAFT May 2024
TABLE 2-1 Building Types for Centers
Building Type Residential Zones
Commercial
Zones
R1
R2
R3
R4
CMU
CC
CH
Key Building Types for Centers
Townhouse --
P*
P
P
P
--
--
Fourplex (and Triplex) --
--
P
P
--
--
--
Apartment --
--
P
P
P
--
--
Mixed Use Shopfront --
--
--
--
P
P
--
Single-Story Shopfront --
--
--
--
P
P
P
Other Building Types
Detached House P
P
P
--
--
--
--
Backyard Cottage P
P
P
--
--
--
--
Cottage Court P
P
P
--
--
--
--
Duplex: Side -by -Side --
P
P
--
--
--
--
Duplex: Back -to -Back --
P
P
--
--
--
--
Attached House --
P
P
--
--
--
--
Live-Work --
--
--
--
P
P
--
General Building --
--
--
--
P
P
P
Shopfront House --
--
--
--
P
P
--
Key: P= Permitted Use C=Conditional Use -- = Use Note Permitted
SOURCE: Port Orchard Municipal Code 20.32.015 Building type
zoning
matrix
*Note: In the R2 zone townhouses are limited to three
or four units (POMC 20.32.090.2)
TABLE 2-2 Land Uses for Centers
Key Land Uses for Centers Residential Zones
Commercial
Zones
R1
R2
R3
R4
CMU
CC
CH
Residential
Single-family detached P
P
P
--
--
--
--
Two-family --
P
P
--
--
--
--
Single-family attached (2 --
P
P
--
--
--
--
units)
Single-family attached (3-4 --
P
P
P
P
P
--
units)
Single-family attached (5-6 --
--
P
P
P
P
--
units)
Multifamily (3 or more units) --
--
P
P
P
P
--
Permanent supportive housing C
C
C
C
C
C
C
Commercial
Group day care (7 to 12) C
C
C
--
P
P
--
Port Orchard Sedgwick Bethel Subarea Plan - Existing Conditions 9
Existing Conditions • DRAFT May 2024
Key Land Uses for Centers Residential Zones
R1 R2 R3
Day care center (13 or more) -- -- --
Indoor recreation* -- -- --
Outdoor recreation* -- -- --
Hotel -- -- --
Medical* -- -- --
Office* -- -- --
Personal service* -- -- --
Restaurants -- -- --
Commercial Zones
R4 CMU CC CH
-- C P P
-- P P P
-- C P P
-- P P P
-- C P P
-- P P P
-- P P P
-- P P P
Retail sales:
Up to 5,000 SF GFA -- -- --
-- P
P
P
5,001 - 15,000 SF GFA -- -- --
-- P
P
P
15,001 - 50,000 SF GFA -- -- --
-- --
P
P
Over 50,000 SF GFA -- -- --
-- --
C
P
Convenience store w/ fuel -- -- --
-- --
--
C
Convenience store w/o fuel -- -- --
-- C
P
P
Industrial
Light manufacturing -- -- --
-- --
--
--
Brewery, distillery:
Up 5,000 square feet -- -- --
-- --
--
P
5,001 - 15,000 square feet -- -- --
-- --
C
P
Over 15,000 square feet -- -- --
-- --
--
--
Food processing, boutique -- -- --
-- P
P
P
Self-service storage -- -- --
-- C
C
C
Key: P= Permitted Use C=Conditional Use -- = Use Note Permitted
SOURCE: Port Orchard Municipal Code 20.30.040 Use Table
*Note: Some specific types of uses within these categories have further restrictions per POMC 20.39.040
Encouraging residential development may be a focus of urban design alternatives.
The CMU zone offers the most flexibility for residential uses because it allows single -
purpose apartment buildings, townhouses, and mixed -use buildings; the CC zone allows
apartments only in mixed -use buildings and residential use is mostly prohibited in the CH
zone. For residential zones, notably R4 zone prohibits low -density building types and
residential land uses.
Port Orchard Sedgwick Bethel Subarea Plan • Existing Conditions 10
Existing Conditions • DRAFT May 2024
Block Frontage Standards
Chapter 20.127 POMC provides citywide multifamily and commercial design standards.
Article II provides block frontage design standards, which are intended to design sites
and orient buildings with an emphasis on compatible development and creating a
comfortable walking environment. Many of Port Orchard's main streets are designated
on block frontage maps, and specific standards apply to different frontage
designations.
In this subarea Sedgwick Road is designated as "landscaped" and Bethel Road and
portions of Blueberry Road and Geiger Road are designated as "varied" in the
community design framework maps (POMC 20.127.130). Storefront frontages feature
traditional ground -floor commercial spaces at the edge of the public sidewalk.
Landscape frontages feature small landscaped setbacks between the sidewalk and
building. Developments with "varied" frontages must use either "storefront" or
"landscaped" frontage standards. In most cases parking is restricted from being
located and visible adjacent to public sidewalks.
Sedgwick Avenue at the western edge of the subarea is designated as "gateway". This
designation is reserved for areas near highway interchanges with heavy vehicle traffic
and serve the purpose of providing attractive landscaped frontages.
POMC 20.127.020 states that the block frontage standards apply when there are
conflicts. This applies to zone -based setbacks. For example, in the CH zone, a minimum
15 feet setback is overridden by the maximum 10 feet setback in varied and
landscaped block frontage standards and the maximum 0 feet in storefront block
frontage standards.
In addition to the existing streets, EXHIBIT 2-4 Block Frontage Map #9 use black dashed
lines to indicate planned locations for new planned streets. Such streets can be
created through a City capital project or as a condition of private development
occurring on applicable lot. The block frontage type that applies on planned streets is
determined by . In this subarea, the extensions of Blueberry Road and Geiger
Road have been completed as a condition of recent single-family subdivisions, and the
developments have employed the landscaped frontage standards.
Port Orchard Sedgwick Bethel Subarea Plan • Existing Conditions 1 1
Existing Conditions • DRAFT May 2024
EXHIBIT 2-4 Block Frontage Map #9
SOURCE: POMC 20.127.130 Community design framework maps
Aesthetics and Design Standards
Located in the far southeast corner of Port Orchard city limits, this subarea is
transitioning from a rural setting into a more suburban setting. Aesthetics in the subarea
are typical of low -density, auto -oriented commercial and residential development in
the Puget Sound region, mixed with larger vacant parcels consisting of forestlands and
fields.
Most commercial properties contain one-story buildings which are deeply setback from
the street with large expanses of paving or wide landscaped buffers. There are several
drive -through businesses. Commercial signage is typical for the region and mostly
consists of monument signs and wall -mounted signs. Larger commercial buildings
typically have service access in rear -facing areas, while smaller commercial buildings
have trash collection located In cinderblock enclosures in parking areas.
Travel in the area is primarily by automobile, with little or no people walking and biking
visible. This is likely related to the long distances between residential and commercial
land uses and the incomplete and unsafe nature of the sidewalk and bicycling
network. See more information in 2.2 Transportation.
Port Orchard Sedgwick Bethel Subarea Plan • Existing Conditions 12
Existing Conditions • DRAFT May 2024
Residential development consists of single -unit detached homes and apartment
complexes. Most of the residential developments were built within the last decade and
have been subject to more contemporary standards requiring good street networks
with multiple external connections. There are a few older single-family properties on
large lots fronting the western portion Sedgwick Road. On the eastern portion of
Sedgwick Road there is a concentration of new apartment complexes with three-story
buildings.
Some properties have decorative landscaped perimeters and trees located in parking
lots. The general auto -oriented nature of the environment competes with the aesthetic
benefits of trees, particularly due to the lack of street trees on Bethel Road and
Sedgwick Road. Many of the vacant properties have stands of larger trees and dense
vegetation, particularly to the west. The western half of the subarea has significant
topography, with a north -sound ridge that drops down steeply at the western
boundary. The east half of the subarea is flatter.
Aesthetics are expected to improve with the implementation of the Bethel and
Sedgwick Road Corridor Plan, which calls for continuous sidewalks and landscape strips
along the length of Bethel Road within the subarea. Aesthetics will also improve over
time through redevelopment, which must comply with the Port Orchard multifamily and
commercial design standards under Chapter 20.127 POMC. The design standards
ensure that new development is high quality, beneficially contributes to Port Orchard's
character, and upgrades the visual appearance of Port Orchard's principal vehicular
corridors.
EXHIBIT 2-5 Looking west from Sedgwick Road
SOURCE: Google, 2024
Port Orchard Sedgwick Bethel Subarea Plan • Existing Conditions 13
Existing Conditions • DRAFT May 2024
These design standards consist of:
• Article II - Block Frontage Standards (described above). Most importantly, new
buildings must be located adjacent to Bethel and Lund rather than setback
behind parking.
• Article III -Site Planning Standards
o Standards for light and air access to residential dwelling units
o Nonmotorized circulation standards, including minimum connectivity
o Vehicular circulation standards for internal roadways
o Open space standards
o Standards for the design of service areas and mechanical equipment
• Article IV - Building Design Standards
o Prohibition on corporate architecture
o Building massing and articulation standards that reduce the perceived
scale of large buildings
o Building detail requirements for commercial ground floors
o Exterior material standards
o Requirements for treating blank walls
Port Orchard Sedgwick Bethel Subarea Plan • Existing Conditions 14
Existing Conditions • DRAFT May 2024
2.2 Transportation
Recent Transportation Planning Efforts
Bethel Road and Sedgwick Road Corridor Plan 2018
The objective of this study was to develop a comprehensive plan and conceptual
design for the two critical corridors in Port
Orchard: Sedgwick Road (State Route 160) EXHIBIT 2-6 Bethel Sedgwick Corridor
and Bethel Road. The two corridors are Plan Conceptual
major arterials that serve Sedgwick-Bethel
and provide connections to State Route 16,
downtown Port Orchard, and the Southworth
Ferry Terminal. Elements of the study were
centered on:
Ensuring mobility for all users, including
drivers, people walking and bicycling, ,
and transit riders
Supporting existing businesses and future
commercial growth in the area
Guiding future development of the
corridors through design considerations
and funding tools
The proposed design introduces roundabouts
on key segments of both roadways. In
addition, the study recommends
improvements in sidewalk connectivity,
bicycle facilities, and green stormwater SOURCE: Bethel Road and Sedgwick Road
infrastructures. The multi -phase Corridor Plan, City of Port Orchard, 2018
reconstruction of Bethel Road and
Sedgwick Road presents an opportunity to promote pedestrian -friendly green streets
and create an attractive, distinct gateway to the city. Phase I of Bethel Road corridor
improvement, which involves the installation of roundabouts at the intersections of
Bethel Road with Blueberry Road and Salmonberry Road, has been included in the
City's 2024-2020 Transportation Improvement Program (TIP).
Port Orchard Sedgwick Bethel Subarea Plan • Existing Conditions 15
Existing Conditions - DRAFT May 2024
EXHIBIT 2-7 Bethel Sedgwick Corridor Schematics
LEGEND
BeRhel Road- Typical Section A
Bethel Road - Typical Section B
Sedgwick Road - Typical Section
Existing Single -lane Roundabout
Proposed Single -lane Roundabout
Proposed Multi -lane Roundabout
Tre
Mile Hill Drive 1166
I l!
Salmonherry Road
Blueberry Road
a '
SOURCE: Bethel Road and Sedgwick Road Corridor Plan, City of Port Orchard, 2018
Port Orchard Sedgwick Bethel Subarea Plan - Existing Conditions
0
Existing Conditions - DRAFT May 2024
EXHIBIT 2-8 Bethel Sedgwick Corridor Cross Sections
Bethel Road - Typical Section A
Bethel Road - Typical Section B
PI
8
6
31 12' 6 6
B,
Sidewalk
610.%Wd - Vehicle I"
Median Vehicle lane Hike lane Hioswale
Sidewalk
Sedgwick Road - Typical Section
4
TY
4
d t_:cUh
w:
,:1- __11_ LI , iL e _are
ec a- I J- —w h _1, � -Ine
;ia L,
SOURCE: Bethel Road and Sedgwick Rood Corridor Plan, City of Port Orchard, 2018
Port Orchard Sedgwick Bethel Subarea Plan - Existing Conditions 17
Existing Conditions • DRAFT May 2024
Vehicular Circulation and Access
Bethel Road and Sedgwick Road are important throughfares, providing crucial access
and mobility through Sedgwick Bethel. Salmonberry Road is a residential street that
connects the outlying neighborhood within Port Orchard's Urban Growth Area to Bethel
commercial corridor.
Bethel Road is a key north -south connection. It spans across the southern city limits to
the northern waterfront, providing access to transit centers, ferry terminals, and other
major commercial centers, such as Downtown Port Orchard. It also links State Route 160
and State Route 166 creating a crucial network that connects the city to the other parts
of the county. Bethel Road is primarily a three -lane road with a center turn lane, and
carriers 11,500 to 16,900 Average Weekly Daily Traffic (AWDT), depending on the
segment.
Sedgwick Road (State Route160) is a two-lane highway that serves as the primary
east/west ferry commuter route to Southworth Ferry Terminal and provide convenient
access to State Route 16 interchange. State Route 16 is a major regional route that
connects Kitsap County to Pierce County through Interstate 5. It eventually links to State
Route 3 to the north, which provide access to Northern Kitsap County.
Based on the Bethel and Sedgwick Corridor Plan, Sedgwick Road has experienced
more crashes than Bethel Road, according to the reported crash frequency between
2013 to 2017. Crashes on Sedgwick Road are spread out along the study segment,
while on the Bethel corridor, certain intersections such as Lund Avenue, Salmonberry,
and Mitchell Road, have experienced more crashes than others. Turning movement
related crashes, either onto or off the corridor, were more common on Bethel Road
than Sedgwick Road, due to the fact that Bethel Road has more driveways and
intersections. Additionally, there were no reported crashed involving bicyclist on either
study corridor over the time period that was analyzed. The study recommends
increasing corridor capacity on Sedgwick Road and access management on Bethel
Road to address safety issues and preserve safety, function, and capacity of these
corridors.
Salmonberry Road, a two-lane, east -west connector, runs through residential
neighborhoods, connecting Jackson Avenue to Bethel Road. Salmonberry Road serves
2,300 AWDT.
The subarea does not have a conventional grid system, leading traffic to be
concentrated on a limited number of streets where congestion, safety concerns, and
road wear increase. Side streets primarily function as low -volume, local residentials
streets. The City has planned new street connections on Piperberry Road to enhance
pedestrian and vehicular circulation in the area. See EXHIBIT 2-9.
The City's Transportation Improvement Plan (TIP) lists planned transportation projects
and enhancements including intersection improvements, street extension, pedestrian
Port Orchard Sedgwick Bethel Subarea Plan • Existing Conditions 18
Existing Conditions - DRAFT May 2024
and bicycle facilities upgrades, and installation of stormwater infrastructures. Listed
below are the planned transportation projects related to Sedgwick-Bethel.
TABLE 2-3 City of Port Orchard Transportation Improvement Program (TIP)
Bethel/Corridor Phase 1 a Bethel Road: Blueberry Phase 1 a. Bethel/Blueberry
- Bluberry RAB intersection RAB 2022 $3,341,000
Phase 1 b. Bethel/
Bethel/Corridor Phase 1 b Bethel Road: Salmonberry RAB Round and
2 - Salmonberry RAB Salmonberry roadway segment design 2023 $1 1,467,000
intersection from Blueberry to
Salmonberry
SR160/Sedgwick Phase New rounabout mid way
3 2a New intersection between SR16 and Bethel Rd. 2027 $1,550,000
ROW acquisition and design
Bethel/Sedgwick Sedgwick Road: SR-16 Design, ROW acquisition and
4 Corridor Phase 2 - ROW interchange to Bethel construction of Phase 2 per 2030 $16,669,000
and Construction the Bethel/Corridor Plan
Widen road to two travel
5 Geiger Road Widening Sedgwick Road to lanes with bike lanes, 2034 $375,000
Blueberry Road sidewalks and stormwater
system improvements
Provide an extention of
Geiger Road to Piperberry from Ramsey to
6 Piperberry Way Extention Ramsey Road Geiger and a new street 2034 $575,000
connection to the proposed
round about on Sedgwick
Bethel/Sedgwick Design, ROW acquisition and
7 Corridor Phase 3 - ROW Bethel Road: Blueberry construction of Phase 3 per 2032
and Construction
to Sedgwick the Bethel/Sedgwick Corridor $5,822,000
Plan
Design, ROW acquisition and
Bethel/Sedgwick construction of the fourth
8 Corridor Phase 4 - ROW Bethel Road: Lund to phase of the street 2034
Salmonberry improvements per the $8,744,000
and Construction Bethel/Sedgwick Corridor
Plan
Widen road to two travel
Salmonberry Road Ramsey Road to lanes with bike lanes,
9 Widening Bethel Road sidewalks and stormwater 2028 $225,000
system improvements
Port Orchard Sedgwick Bethel Subarea Plan - Existing Conditions 19
Existing Conditions - DRAFT May 2024
Widen road to two travel
10 Ramsey Road Widening Sedgwick Road to lanes with bike lanes, 2029 $2,500,000
Salmonberry Road sidewalks and stormwater
system improvements.
Widen road to two travel
11 Blueberry Road Geiger Road to Bethel lanes with bike lanes, 2036 $600,000
Widening Road sidewalks and stormwater
system improvements
SOURCE: City of Port Orchard Transportation Improvement Plan (TIP) Tier 1 2024-2029 and Tier 2 2030-2043
EXHIBIT 2-9 Port Orchard Transportation Improvement Program (TIP) Map
Billw L.
$E SALh90NSEPRY RD"
1 � �
- n
j Lennarat ? x! '^'.'.'.'1
?elE
j Magnolia < 1
j Ridge Q Andaiso a �...�.
j Village ChinafSun
j
Buffet----1
SE KJEHRRY RD -" MA
1
1 vie
1
L, Sidney
SESYLV,!S LN
j Ridge, se,KooA aR BETHEL
1
Iy CENTRE
1
i 6 SSE PIRERBERRY WAY
1
1.
Westcoast SEDGWICK
Starbucks
A
~
'�.Fitness
PLAZA
nkr-
n�un �3�.
stsEo�wlcx R�
47r
Fred Meyer
�J1MCLIyt3KU
SOURCE: City of Port Orchard Transportation Improvement Plan (TIP) Tier 1 2024-2029 and Tier 2 2030-2043
Port Orchard Sedgwick Bethel Subarea Plan - Existing Conditions 20
Existing Conditions • DRAFT May 2024
Pedestrian Circulation and Access
The majority of sidewalks that exist are located along a portion of Sedgwick Road (east
of Bethel Road) and Blueberry Road. Sidewalks are also being installed in concert with
new developments, generally seen in new subdivisions. However, many older existing
sidewalks have substandard widths and curb cuts, and sidewalks along arterial streets
and fragmented and usually not present on both sides of a street. Most streets outside
of the commercial areas have paved or gravel shoulders, which forces people walking
to share high -volume roadways with vehicles. Safe pedestrian crossings are limited to
the signalized intersection at Bethel/Sedgwick. Side street intersections and private
driveways often have wide turning radii, which increases crossing distances for people
walking. Street lighting, which can improve the safety and comfort of walking at night,
is limited.
The missing links in the sidewalk and bicycle networks make existing streets car -centric
and reduce connectivity to neighboring areas. Overall, the environment in the subarea
is unpleasant for people walking and rolling (using mobility devices like wheelchairs and
strollers). Continuous sidewalk and bicycle infrastructure would improve the usefulness
and safety of the pedestrian environment and encourage active transportation.
The City's planned nonmotorized routes improve bicycle and pedestrian access
throughout the City. However, there are no proposed separated or off -road
recreational trails corridors beyond these planned routes. TABLE 2-4 identifies the City's
planned nonmotorized routes within the Sedgwick-Bethel subarea.
Port Orchard Sedgwick Bethel Subarea Plan • Existing Conditions 21
Existing Conditions - DRAFT May 2024
Bicycle Facilities
Currently, there are no existing bicycle facilities within Sedgwick-Bethel. However, the
City has planned nonmotorized routes that will improve pedestrian and bicycle access
and connect residential neighborhoods to commercial centers, recreational areas, and
places of employment. These routes include Bethel Road (Bay Street to Sedgwick
Road), Sedgwick Road (Sidney Road SW to Long Lake Road), and Salmonberry Road
West (Bethel Avenue to Jackson Avenue).
Improvements to Bethel Road have already been programmed through the Bethel
Road and Sedgwick Corridor Plan. Most of Sedgwick Road is designated as highway
and future improvement require collaboration with Kitsap County and the Washington
State Department of Transportation (WSDOT). Bethel Road and Sedgwick Road are
identified as nonmotorized routes in the Kitsap County Non -Motorized Facilities Plan
(KCNMFP). Continued design improvements for Salmonberry Road West are part of the
Bethel Phase 1 project.
TABLE 2-4 Planned Nonmotorized Routes
Bethel Road On -Street Bike
(Bay Street to Sedgwick Road) - Arterial Lane/Sidewalk 2.62 Planned
Sedgwick Road (Sidney Road On -Street Bike 2.98 Planned
SW to Long Lake Road) - Arterial Lane/Sidewalk
Salmon Berry West On -Street
(Bethel Avenue to Jackson - Bike 0.98 Planned
Avenue) Residential Lane/Sidewalk
SOURCE: City of Port Orchard Non -Motorized Transportation Plan, 2024
Port Orchard Sedgwick Bethel Subarea Plan - Existing Conditions 22
Existing Conditions - DRAFT May 2024
EXHIBIT 2-1 OPIanned Non -Motorized Routes
R
� ' R 1 • • arrm
- or C� '�111! SE�SAs+ O
n i +s
~.'.
t
W - L
rat ? <, ....... Lenna
Magnolia Q
Ridge U Andaiso I A—
Q Village 4 _1Ch1nafSun
SE BLUEBERRY RAJ
Sidney SE SYLVIS IN
Ridge ; SE KODA cIR BETHEL
CENTRE
SE PIPERBLRRY WA1Y1
Westcoast
sedgwick =SEDGWICK
PLAZA
... Fitness ,Starbucks
PLAZA
� ,� � 111111l111lIIIIF111111111Y11l11lsN5eDG.WICKIRD71l1l11 NI
Pottery
w
rF Creek
1
r...........
r
SE IVES MILL RE) C
J
a
�nllrinlfl '
SE FA'
U
w
a
East
Port Or&
1111! 166 11l11111l11
Fred Meyer Apartments w
U �n
Q Q
'ye��
U
Non -Motorized Routes Bethel/Sedgwick
11111 Arterial Planned Corridor Study
11111 Residential Planned �� Sedgwick Bethel
SOURCE: City of Port Orchard Non -Motorized Transportation Plan, 2024
Transit
Q Part Orchard I
1 Part Orchard UGA
Q 400 800 Feet
INI 1
Kitsap Transit currently operates Route 8 along Bethel Road in the subarea. This route
provides fixed route transit service between the Port Orchard Ferry Dock and the Fred
Meyer at Sedgwick Road. Route 8 operates six days a week with half-hour headways.
There is currently no transit service offered on Sedgwick Road.
Kitsap Transit's 2022-2042 Long -Range Transit Plan identifies several major projects that
will improve transit service and access in Sedgwick-Bethel. These include the
implementation of high -capacity transit options, such as bus rapid transit (BRT) along
Port Orchard Sedgwick Bethel Subarea Plan - Existing Conditions 23
Existing Conditions • DRAFT May 2024
Bethel Road and sitting a new SR 16 Transit Center and park -and -ride lot near Sedgwick
Road interchange. (See EXHIBIT 2-1 1). These developments are expected to improve
overall quality of transit service in the area and make it easier for commuters to get
around.
EXHIBIT 2-11 Kitsap Transit Existing and Planned Facilities
551
_ �� _ _ �•� SC SALMONBERRr
�.,
Lennar of ? r ��•�•�'
Magnolia
Ridge a Andalso
�Q Village ChinafSun
��•�•�•�•� �SE BLUEBERRY �f) i
1 1
Sidney
Ridge
1
7
1
1
1
1
SE SYLVIS rN
SE <.IoA aR BETHEL
CENTRE
SE P,PERBERRY V,A
Westcoast ISEDGWICK
Fitness Starbucks PLAZA
po fiery
Creek
Fred Meyer Apartments
Kitsap Transit
East --
Port Orchard
160 r
- , - Route 8 'L",=) Sedgwick Bethel
—SE.IVES MILL RD O Route 8 stops Q
- p Port Orchard
_ Planned Port Orchard UGA
BRT Route
- 0 400 800 Feet
SEM EkERD
SOURCE: City of Port Orchard, Kitsap Transit
N I �
Port Orchard Sedgwick Bethel Subarea Plan • Existing Conditions 24
Existing Conditions • DRAFT May 2024
2.3 Open Space and Critical Areas
Sedgwick-Bethel has limited open spaces and parks, with South Kitsap Regional Park
being the closest park at approximately 2 miles away. However, newer subdivisions
feature playgrounds and open space, which serve as private recreational areas for
some residents.
Preservation and protection of wetlands and their buffers is central to urban -
environment balance. Wetlands are vital to the local hydrologic cycle and offer a
range of beneficial functions, such as wildlife habitat, improving water quality, reducing
flood risks, and retaining stormwater. When impacts of wetlands are unavoidable,
wetland replacement or wetland mitigation banks must be utilized to mitigate impacts
in accordance with Chapter 20.162 of the Port Orchard Municipal Code.
In recent years, the City has taken steps to protect the Blackjack Creek, preserving its
ecological functions, and encouraging restoration. There are no public trails or
overlooks providing access to Blackjack Creek near Sedgwick-Bethel. This presents an
opportunity to plan a trail access that connects to the subdivisions to provide
recreational activity and cultivate environmental stewardship within the subarea.
The 2023 Port Orchard Stormwater and Watersheds Comprehensive Plan assessed
stormwater system impacts on local receiving water. This assessment was partly based
on the proportion of impervious land surfaces. Lower Blackjack Creek ranked
Moderate/High, an indication of greater level of degradation upon water resources
and impacts could increase due to new and upcoming developments in the area.
Surface water and stormwater capital improvement projects (CIP) were developed to
address the problems identified in the plan. Among the ten prioritized CIP projects is the
Salmonberry Road, Lower Blackjack Creek Culvert Retrofit which will remove and
replace existing culvert with new storm conveyance system. (See EXHIBIT 2-12). The
Bethel/Sedgwick Corridor Plan also programmed stormwater infrastructure along Bethel
Road and Sedgwick Road to protect critical downstream creeks and waterways (i.e.
Blackjack Creek).
Port Orchard Sedgwick Bethel Subarea Plan • Existing Conditions 25
Existing Conditions • DRAFT May 2024
EXHIBIT 2-12 Open Space and Critical Areas
_.
Wesicoast
Fitness Starbucks
SOURCE: City of Port Orchard, MAKERS 2024
1
SEDGWICK
:
PLAZA
J:�V
East
Port Orchard
tea
y'
Potter
Creek
Fred Meyer !�Partm� nts
JI
.5 Greenbelt —_ISedgwick BeYnel
Wetlands QFort Orchard
Blackjack Creek 0 Port Orchard UGA
Slopes
Hydric Soil
o aoo aoo rat
N I
Sources Esri, Maxar, Earth star Geographies, and the GISer Com"nir
Port Orchard Sedgwick Bethel Subarea Plan • Existing Conditions 26
Existing Conditions • DRAFT May 2024
2.4 Market Conditions Assessment
Economic Profile
Demographics
Port Orchard is a rapidly growing city, with population growth rates in recent decades
exceeding those of the county and state due to annexation, in -migration, and natural
population growth. This has driven a rapid increase in housing unit demand and
production, including in the Sedgwick-Bethel Subarea.
Overall, the city's population is younger and more diverse than regional averages, with
smaller household sizes than the county and the state, and somewhat lower incomes
than county and statewide averages.
The Sedgwick-Bethel area has very similar age breakdown to Port Orchard as a whole,
as shown below in EXHIBIT 2-13 , with a relatively large share of young residents.
EXHIBIT 2-13Age in Sedgwick-Bethel Subarea and Port Orchard, 2023
117 18%
■ 65+
■ 45-64
15% 15% ■ 35-44
LE
14% 14%
Sedgwick Port Orchard
SOURCE: ESRI
25-34
■ 15-24
■ 0-14
Port Orchard Sedgwick Bethel Subarea Plan • Existing Conditions 27
Existing Conditions - DRAFT May 2024
Incomes in the Subarea are somewhat higher than in Port Orchard as a whole, as
estimated by ESRI, a leading provider of Geographic Information Systems (GIS) data,
based on U.S. Census and American Community Survey data, although estimates for
smaller geographies can be subject to significant margins of error.
EXHIBIT 2-14 Household Incomes in the Sedgwick-Bethel Subarea and Port Orchard,
2023
100%
90%
80%
70%
60%
50%
40%
30%
20%
10%
0%
Sedgwick Port Orchard
SOURCE: ESRI
Employment
■ $200,000+
■ $150,000 - $199,999
■ $100,000 - $149,999
$75,000 - $99,999
$50,000 - $74,999
■ $35,000 - $49,999
■ $25,000 - $34,999
■ $15,000 - $24,999
■ <$15,000
According to 2023 data received from the Puget Sound Regional Council (PSRC), there
are 619 jobs in the Sedgwick-Bethel subarea. PSRC does not provide a detailed
breakdown of these jobs by sector, but the U.S. Census's OnTheMap tool does provide
estimates for job sectors in the Subarea, shown below. Retail jobs comprise the majority
of employment in the subarea, with various retail centers along the Sedgwick corridor.
Food and other service jobs are also present in smaller quantities. As shown, the
employment mix in the Subarea has not changed significantly over the past decade.
Port Orchard Sedgwick Bethel Subarea Plan - Existing Conditions 28
Existing Conditions - DRAFT May 2024
EXHIBIT 2-15 Top Job Sectors in Sedgwick- Bethel Subarea, 2012 and 2021
70.0%
60.0%
50.0%
40.0%
30.0%
20.0%
10.0%
0.0%
Retail Trade Food / Lodging Other Services
SOURCE: LEHD via Census OnTheMap
Commuting
■ 2021
■2012
r
Wholesale Health Care / Arts,
Social Entertainment,
Assistance and Recreation
The map below shows estimated commuting patterns in the subarea. As shown,
essentially no residents of the Subarea also work in the Subarea. Given the commercial
activity centered around the Bethel-Sedgwick intersection, there is a significant net
inflow of commuters into the Subarea.
EXHIBIT 2-16 Commuting Patterns in the Sedgwick-Bethel Subarea, 2021
�n =
c �thea yp
� - st+ga7' o onna�ourr
c yR
'of, or C�?urG ' eafi.8�r� e35T Era��R S��rne�,,
aye-� 1
`_7•
'Soy
heas`_S !ws-`
� ..
v !
121
S�uM �C�Y
r
L r
'zy
i � m
r
P
SOURCE: LEHD via Census OnTheMap
Port Orchard Sedgwick Bethel Subarea Plan - Existing Conditions 29
Existing Conditions - DRAFT May 2024
Development Pipeline
The map below in EXHIBIT 2-17 shows the current housing unit counts as well as pipeline
development in the Subarea. There are currently 156 single-family units and 136
multifamily units, for a total of 292 existing units, with an additional 151 single-family units
and 405 multifamily units currently under construction or in the development pipeline.
Once completed, this will total 755 units in the subarea. Overall, developments nearer
to the arterial roads are apartments and those set farther back are single-family
subdivisions.
EXHIBIT 2-17 Existing and Pipeline Units in the Sedgwick-Bethel Subarea
Port Orchi
Sedgwick Exis
Legend
0 Port Orchard City Lim
Port Orchard UGA
Water Bodies
Roads
1 State Highway
I Collector/Arterial
Local Road
Existing Units by Parc
�0
Q 1
0 2
i
3-5
5+
Pipeline Units by Pan
0 0
0 1
0 2
5+
/0ETa
ftounty, Gty of Por[ Orchard, tCG
SOURCE: Kitsap County, City of Port Orchard, LCG
Port Orchard Sedgwick Bethel Subarea Plan - Existing Conditions 30
Existing Conditions • DRAFT May 2024
Buildable Lands & Future Capacity
The map below in EXHIBIT 2-16 shows parcels classified as Vacant, Underutilized, or
Partially -Utilized in the subarea. These classifications were based on the 2019 Kitsap
County Buildable Lands Report, and updated to reflect recent development in the
Subarea. After deducting for critical areas, future infrastructure and right-of-way, and
market factor considerations, there are a total of 10.89 acres available for residential
development and 2.53 acres available for commercial development in the Subarea.
This equates to a capacity for 302 housing units (14 Single -Family and 288 multifamily),
and 162 jobs, given the assumptions used in the Land Capacity Analysis for Port
Orchard's 2023 Comprehensive Plan.
EXHIBIT 2-18Vacant and Redevelopable Parcels in Sedgwick-Bethel Subarea
Port Orchard MR/
Sedgwick Parcel Classifications
- o M
Legend s 1'�s�► I- be Rd --
Port Orchard City Limits
Leon Park Si �. /
Port Orchard UGA
Water Bcdles �_ ♦d r_ /✓/,/�
Roads •'
State Highway
/ Collector / Arterial * _
i
Local Road Z
Se BIuchcr, Rd
Parcel Status
Sivsylvis'Lr
PARTIALLY UTILIZED
UNDERUTILIZED 4 `/
Z _ VACANT I T se Koch sir se r=�.pemcrry ways jm/
I —
1\, O
`r
S
h� vq RV
SOURCE: Kitsap County, City of Port Orchard, LCG
rm
- SE-SF➢GLVICK RI7
A,
Source' Kitsap County, Ciry of Part Orchard, LCG
Port Orchard Sedgwick Bethel Subarea Plan • Existing Conditions 31
Existing Conditions • DRAFT May 2024
2.5 Port Orchard Comprehensive Plan
The 2016 Comprehensive Plan does not have specific policies for the Sedgwick-Bethel
subarea. It describes the need for a subarea plan as:
The Sedgwick/Bethel Mixed Use Center consist of the Bethel Commercial corridor
from Salmonberry to the North to the city boundary to the south and along the
Sedgwick corridor connecting to SR-16 to the west. In addition to commercial
development and commercially zoned vacant land, this area includes a future
park site and land zoned for multifamily development. The area is served by
Kitsap Transit. The City should work to develop a sub area plan for this area prior
to the next periodic comprehensive plan update.
The 2016 Comprehensive Plan includes several policies (below) to ensure all of its
subareas develop consistent with the community's vision. This subarea plan aims to fulfill
and align with the Centers general goals and suggested policies outlined in the
Comprehensive Plan.
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
Port Orchard Sedgwick Bethel Subarea Plan • Existing Conditions 32
Existing Conditions • DRAFT May 2024
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-1 1. 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 abroad 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 Sedgwick Bethel Subarea Plan • Existing Conditions 33
Goals and Vision • DRAFT May 2024
3. Goals and Vision
3.1 Opportunities, Assets, and Challenges
EXHIBIT 3-1 Sedgwick-Bethel Opportunities, Assets, and Challenges
�,'ll - „- Opportunity for a trail
`"' ` along Blackjack Creek -
Tremont
`!
with connections
\ to/from subdivisions
\
.
l\ CJppor Lnity on this sou west
corner to create a mixed -use
development with park/plaza
I
-
I
Longtime vacant
commercial land; likely
IS- Ridge
indicates a surplus of
j, commercial zoning and
large opportunity for --
Village
new multifamily `
I I Steep slopr"10
west of
I Iho s��barca
I
I
I SR 16
Transit Center
Ruby
Creek
Iho subarea has
good regional access
I with state highways,
which supports the
commercial uses
0 C.1 D.2 Miles
I I
Bethel I
Kitsap Transit is planning bus
Lund - I
"
sla
rapid transit along Bethel Road
between Downtown and
�0
Sedgwick Road
alb
'
010
rlr
VIA
010
Im
°
0raI
East
Port Orchard
t
I
r
r t
Commercial
a G
r _ - C Inter
I I
Potential to extend
%BRT
sap Transit planned �, Grocery and home
routeto Ruby Creekgoods
store
to support more
==providesdaily
pact development
'
needs and
in both subareas
supports jobs
I
\ _
\I
Bethel
Sedgwick Road acts
as physical banier I
for pedestrians
East
Neighborhood
till 16o
lll!!Ilffl t�Soufhw1M lllltll6' :IIIIIIIII
No indirect routes for
students to safely walk
end bike from the
subarea to the
Elementary School
hidden Creek
Elementary
Opportunities
Challenges
Existing Conditions
4-1 Major connections
11111 Fast moving traffic/
* Assets
Bethel/Sedgwick
t • ►Sheet extension
barrier
Pending
Corridor Study
i' Natural areas
///, Infill development
Pedestrian -challenged
development
E - 3 Nature trail
intersection
• Bus stops
Parks
SR 16
vW Land use16
development barrier
Commercial
—Streams
-;
Transit Center
Centers
Sed wick Bethel
_ g
e Neighborhoods
F_-j Port Orchard
schools
Par[ Orchard UGA
SOURCE: City of Port Orchard, MAKERS
General O p po rt u n if i e s/Observations:
• Kitsap Transit planned BRT route on Bethel Road
could facilitate more compact development
• The Bethel/Sedgwick corridor planned pedestri-
an/bicycle infrastructure will create safer routes
for all travelers
• Need/opportunity for parks and/or gathering
spaces to serve the subarea
• Property ownership and public street grid is
highly fragmented
• Extend street grid as development occurs to
enhance connectivity
Port Orchard Sedgwick Bethel Subarea Plan - Existing Conditions 34
Goals and Vision - DRAFT May 2024
3.2 Alternatives
Heading
Heading
Heading
EXHIBIT 3-2 Caption
SOURCE: City of Port Orchard, MAKERS, 2022
TABLE 3-1 Caption
Text
SOURCE: City of Port Orchard, MAKERS, 2022
3.3 Urban Design Framework
Port Orchard Sedgwick Bethel Subarea Plan - Existing Conditions 35
Goals and Vision • DRAFT May 2024
3.4 Land Use and Housing
3.5 Transportation
Key Findings
3.6 Environment and Open Space
Port Orchard Sedgwick Bethel Subarea Plan • Existing Conditions 36
Bethel
Lund
I
Tremont
I
I�
o
�\
0
Ul i
010
oI o
ald-
e r'--- fSoMonberry
1
I
L 1
1
'
I
Ridge----
1
i Village
I
Q
1
\
1 South K�itsap —'
WesternLittle
� •��i/
LeagueSE
iold
SEDGWICK
RDCl
I
L----,
J enter
—
I
1
--�
I
---�
Ruby
1
I
w
Creek
1
w
I
I
I
m
1-------------
I
I
I
ti
� I
�I
0 0.1 0.2 Miles
Opportunities Challenges
Major connections i i i i i Fast moving traffic/
F - il� Street extension barrier
Infill development Pedestrian -challenged
intersection
Nature trail
0 SR 16
Transit Center
Subarea boundary
change
VW Land use
development barrier
Bethel
Existing Conditions
Assets
Pending
development
• Bus stops
Commercial
Centers
Neighborhoods
• Schools
Consider an addition to
subarea boundary.
Vacant site with field is a
park or infill housing
opportunity
East
Port Orchard
East
Neighborhood
Bethel/Sedgwick
Corridor Study
Natural areas
Parks
Streams
_ ; Sedgwick Bethel
i Port Orchard
160 Southworth
Hidden Creek
Elementary
General Opportunities/Observations:
• Kitsap Transit planned BRT route on Bethel Road
could facilitate more compact development
• The Bethel/Sedgwick corridor planned pedestri-
an/bicycle infrastructure will create safer routes
for all travelers
• Need/opportunity for parks and/or gathering
spaces to serve the subarea
• Property ownership and public street grid is
highly fragmented
• Extend street grid as development occurs to
enhance connectivity
Port Orchard UGA