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VI.THE TRANSPORTATION ELEMENT
1 Name:
2 Please use the right hand margin to indicate:
3 "U"- Update to reflect existing conditions(e.g., data is
4 outdated,policy has been implemented, changed
5 circumstances)If possible,please direct us to updated
6 information or provide a brief explanation.
7 'B"- The goal/policy creates a barrier to achieving the 4
8 fundamental goals of the Comprehensive Plan.
9 At the end of the chapter you will find a place to record"Gaps"-
10 Based upon changed circumstances and emerging trends,describe
11 new issues that you believe the Update should address?
12
13 VI.THE TRANSPORTATION ELEMENT
14 INTRODUCTION
15 The intent of this element is to provide direction for the City's overall
16 transportation system- Carrying out the coals,policies and implementation steps
17 of this element will result in a comprehensive transportation system that will
18 adequately handle Port Townsend's existing and future travel needs. The future
19 transportation system is designed to provide for the movement of people and
20 goods,ranging from the movement of cars and trucks,individuals on foot or
21 bicycle,to commuters using the ferry or transit system.
22 As an attractive residential community and a regional visitor destination,the
23 City of Port Townsend may face substantial new residential and commercial
24 growth over the next twenty years. Improved transportation services will be
25 required to accommodate the needs of a larger community. Many existing
26 roadways are narrow and lack adequate pedestrian and bicycle facilities.
27 Because most roadways were built without substantial underlying base
28 materials,they are inadequate and difficult to maintain.
29 In addition to the need for people to get around and for safe and efficient
30 emergency services to our homes, schools and businesses,many residents are
31 concerned that wider,more developed roads would significantly alter our small
32 town character.Many also worry that the cost of better roads,coupled with
33 higher housing and utility costs,will cause our town to become too expensive
34 for many working families.
35 The comprehensive approach taken in this element will allow the community to
36 avoid the piecemeal transportation planning which typically happens in reaction
37 to development on a project by project basis. In addition to dealing with
38 circulation needs within the City,this element also addresses transportation
39 issues associated with people and goods traveling through Port Townsend.
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VI.THE TRANSPORTATION ELEMENT
1 Growth Management Act Requirements
2 One of the central goals of the Growth Management Act(GMA)(Chapter
3 36.70A RCW)is to establish a direct link between land use and transportation.
4 This linkage is largely made through the concurrency requirement of the GMA
5 which ensures that transportation facility needs created by a specific
6 development are in place at the time a permit is issued for development
7 To further coordinate land use and transportation,the GMA requires a
8 transportation element to address the following subject areas:
9 A description of land use assumptions used in estimating travel;
10 Facilities and service needs based on an inventory of existing facilities,
11 travel forecasts and level of service standards;
12 Finance,including an analysis of funding capability and a multi-year
13 financing plan ;and
14 Demand management strategies.
15 In addition,the Procedural Criteria for Adopting Comprehensive Plans and Land
16 Development Regulations(Chapter 365-195-325 WAC)recommend that the
17 plan include local and regional goals and policies for the following
18 transportation modes,where applicable:
19 Roadways;
20 Transit;
21 Bicycle and pedestrian travel;
22 Water,rail,air,and industrial facilities;
23 Rail(passenger and freight); and
24 Freight mobility(truck,rail,and barge).
25 The Act also requires a"reality check,"through the capital facilities element,to
26 determine if the proposed transportation improvements can be afforded.The
27 Capital Facilities and Utilities Element of this Comprehensive Plan includes an
28 assessment of probable funding sources.If the funding for transportation
29 improvements falls short of identified needs,one or a combination of the
30 following actions must be pursued:
31 Additional funding must be raised; and/or
32 The level of service standard must be lowered; and/or
33 The land use pattern must be changed to ensure that identified levels of
34 service will be met.
35 The GMA also requires counties to develop county-wide planning policies that
36 provide a framework for the development of city and county comprehensive
37 plans.The purpose of these policies is to ensure a level of coordination and
38 consistency between the cities and counties. Adopted in December of 1992,the
39 County-wide Planning Policy for Jefferson County(CWPP)(see City
40 Resolution No. 92-112 and County Resolution No. 128-92)includes a policy on
41 "County-wide Transportation Facilities and Strategies" (i.e.,CWPP 45).The
Current through Ordinance 3119,passed December 8,2014.
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VI.THE TRANSPORTATION ELEMENT
1 policy requires county-wide coordination on transportation issues,for example,
2 transit and airport facilities.The policy also provides guidance for preparing this
3 Transportation Element,including level of service standards.concurrency, and
4 transportation demand management(TDM)strategies.
5 Major Transportation Issues Facing Port Townsend
6 The major transportation issues facing Port Townsend include:
7 1. What standards or policies are needed to help control speeds and to assure
8 that streets are safe,affordable to construct,and narrow enough to assure that
9 our small town character is protected?
10 2. How should the Plan promote nonmotorized travel?What modes of travel
11 should be encouraged?How can we assure safety between pedestrians,bicycles
12 and motor vehicles?
13 3. Should the City establish scenic arterial standards for Cook Ave and other
14 future arterials?
15 4. Should the City promote a comprehensive trail system network throughout
16 town?
17 5. What policies should the City implement to avoid short-sighted street
18 vacations?
19 6. What effect would permanent passenger ferry service between Port
20 Townsend and other urban areas have on Port Townsend's growth,land use,and
21 parking and transportation network?How can the City plan to gain desirable
22 results and reduce potential adverse impacts of such future service?
23 7. How can the City relieve parking and congestion Downtown?What role
24 should the City play in increasing the use of the Park-and-Ride lot?
25 8. Many residents have urged additional spending to improve deteriorated
26 roads.How do transportation improvements rank against other City-wide needs?
27 What are the priorities for transportation improvements? Should the City
28 consider impact fees for transportation improvements?
29 9. What level of service standards are appropriate for arterials and collectors?
30 10. How can the increased need for Downtown parking be accommodated?
31 What role will the Park-and-Ride facility play in the Downtown parking
32 strategy?Is there a need for ferry passenger walk-on parking?
33 11. What is the role of traditional transportation providers in facilitating
34 current and future telecommunications technologies?
35 12. What impact will telecommunications improvements have on traditional
36 transportation systems?The goals,policies and implementation steps of this
37 element seek to address these issues while providing a transportation network
38 that is in keeping with the character of the City.
39 POLICY DIRECTION FOR FUTURE TRANSPORTATION NEEDS
40 In general,the range of solutions available to address transportation needs falls
41 into two categories: those that increase the capacity of the existing system; and
42 those that decrease the demand for improvements. In short,we can choose to
43 build more and bigger roads or drive fewer cars. Often,solutions to
44 transportation needs involve strategies from both demand side and supply side
Current through Ordinance 3119,passed December 8,2014.
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VI.THE TRANSPORTATION ELEMENT
1 categories. In addition to goals and policies,this section provides guidance for
2 future transportation improvements over the next twenty years.
3 Policy Direction for Local Street System Needs
4 Local streets needs will be addressed primarily through new street development
5 standards adopted as development regulations that implement this
6 Comprehensive Plan. Local streets should meet the standards concurrent with
7 their development. On neighborhood collectors and local access streets,
8 standards that allow narrower streets will help achieve other City goals,
9 including:
10 1. Maintaining neighborhood scale and character:Narrower streets define a
11 pedestrian scale that people prefer and one that is more compatible'with
12 residential development.
13 2. Lowering construction and maintenance costs:Narrower streets cost less
14 to build and reduce the "forever"pavement maintenance costs to the City. (Note:
15 There will be higher costs for landscaping and sidewalks in areas where higher
16 density is desired and expected,but development costs should be offset by the
17 increased density allowed).
18 3. Saving vegetation and trees:Narrower streets mean less disruption of
19 existing vegetation.
20 4. Reducing stormwater runoff:•Less pavement means less dirty water(e.g.,
21 pollutants from autos,fertilizers,pesticides,and other contaminants)getting into
22 Puget Sound.
23 5. Encouraging traffic safety:Narrower streets discourage through traffic and
24 force drivers to slow down.Wide lanes and streets encourage people to drive
25 over the speed limit,a major cause for concern in neighborhoods.
26 6. Encouraging better land use:Narrower streets reduce the amount of land
27 reserved for vehicles.
28 7. Keeping higher density areas livable:Narrower tree-lined streets in higher
29 density areas will encourage people to walk and use the transit system.
30 The Draft Street Standards(see Appendix 4 to the Draft Comprehensive Plan
31 and Draft Environmental Impact Statement issued on January 10, 1996)describe
32 several options for arterials,major collectors,neighborhood collectors,and local
33 access streets. The pavement and lane widths should be as narrow as possible
34 while still assuring safe functioning for cars,transit,bikes,pedestrians,and City
35 vehicles(e.g.,fire engines).The Draft Street Standards should be reviewed
36 during the preparation of development regulations.The policy direction
37 provided by this Comprehensive Plan will guide the development of those
38 standards.
39 Narrow Streets&Emergency Vehicles
40 Many decisions about street widths have been driven by a desire to
41 accommodate the largest emergency vehicles(usually fire trucks). To help them
42 decide how much narrower streets can be, some communities have taken
43 emergency vehicles for test drives in older neighborhoods with narrow streets.
44 While community standards for the protection of life and property must be
45 maintained,decisions about roadway pavement widths should also consider the
46 disadvantages of extensive paved areas(e.g.,poor aesthetics,higher
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VI.THE TRANSPORTATION ELEMENT
1 maintenance and development costs,increased stormwater runoff, and poor land
2 use).
3 In many areas across town,large hammerhead turnarounds have been built to
4 allow turning movements for fire trucks.These standards should be reviewed
5 during the preparation of development regulations. Street standards should be
6 developed to assure easy fire and emergency safety access while allowing
7 narrower streets which preserve the small town atmosphere the community
8 desires.
9 Stormwater Treatment on Local Access&Neighborhood Collector Streets
10 The Draft Street Standards(see Appendix 4 to the Draft Comprehensive Plan
11 and Draft Environmental Impact Statement issued on January 10, 1996), show
12 some alternatives for treating stormwater on streets. While the use of swales is
13 widely accepted as the most effective way to handle stormwater,placement of
14 swales on the edge of local access and neighborhood collector streets can
15 interfere with pedestrian activity.
16 Wherever possible, swales should be incorporated into front yards,blending
17 with the landscaping.Underground,back of lot,or shared detention ponds are
18 other options, especially in higher density areas where the"people function"of
19 neighborhood streets is a high priority. Higher density development may cause
20 more disturbance of a site during construction.This may allow for the
21 construction of some alternative stormwater treatment facilities on the site.
22 Where minimal site disturbance in needed(e.g.,when constructing at lower
23 densities),it is desirable to incorporate stormwater improvements only on the
24 portions of the site that will be disturbed as part of construction.New street
25 standards should factor concerns and include options for stormwater treatment.
26 The standards should ensure that stormwater improvements are attractive and
27 walkable for the increasing numbers of people that are expected to use them.
28 The Draft Street Standards should be reviewed during the preparation of
29 development regulations.The policy direction from this Comprehensive Plan
30 will guide the development of those standards.
31 Policy Direction on Arterial,Major Collector&S.R.20 Needs
32 Because of the increase in population projected for the City of Port Townsend
33 between 2000 and 2024(i.e.,4,985),several new roadways and arterials may be
34 needed(see the Draft Arterial Street Plan contained in Appendix 5 to the Draft
35 Port Townsend Comprehensive Plan and Draft Environmental Impact Statement
36 issued on January 10, 1996).
37 The Gateway Development Plan sets the policy direction for future
38 improvements for S.R. 20/Sims Way. This Plan is incorporated by reference as a
39 subarea plan within this Comprehensive Plan.The design guidelines within the
40 Gateway Development Plan should be used for reviewing new development and
41 redevelopment projects in the Gateway Subarea. Recommended transportation
42 improvements are shown in Table VI-1 on pages VI-10 and VI-II and should
43 also be included in the six-year Transportation Improvement Plan(TIP)and
44 Capital Improvement Plan(CIP).The City should work closely with the state to
45 acquire state or federal funding to implement the Gateway Development Plan.
46 The Draft Arterial Street Plan suggests future arterials and collectors,and
47 provides policy direction for a new functional classification system for Port
48 Townsend's transportation system. Street standards for arterials and collectors
49 should be reviewed during the preparation of development regulations.The
Current through Ordinance 3119,passed December 8,2014.
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VI.THE TRANSPORTATION ELEMENT
1 policy direction from this element and the Draft Arterial Street Plan will guide
2 the development of these standards. [Ord.No.2879, § 1.7, (February 7,2005)].
3 Policy Direction on Nonmotorized System Needs(Pedestrians,Bicycles&
4 Trails)
5 Creating a pedestrian-friendly city will require a good network of sidewalks,
6 walkable streets and bike routes to encourage use by pedestrians,transit riders
7 and bike riders. Supporting these users is important if the goals of this
8 Transportation Element are to be achieved. In addition,under the new street
9 standards,sidewalks,lighting,drainage,and landscaping should become integral
10 parts of the street.This will help to support the goal of creating narrow streets
11 that provide for nonmotorized opportunities.The new standards will also help to
12 attract pedestrians and cut down on vehicle travel, especially in higher density
13 areas and where development and infill is desired.The goals and policies of this
14 Plan make it clear that building a nonmotorized system is a high priority.
15 This element lays the groundwork for overall improvements in the City's
16 nonmotorized circulation system. Much work has been completed,as described
17 in the Draft Comprehensive Nonmotorized Transportation Plan,March 1993.
18 The Transportation Committee should continue to develop and refine this Plan.
19 The Plan should seek to create an integrated network of nonmotorized
20 improvements that provide incentives to walk or bike across town. The Plan
21 should identify areas where sidewalks need to be completed.Informal trails and
22 unopened rights-of-way should be identified as integral components of the
23 Nonmotorized Plan.Appropriately,this network should also link up with other
24 modes of transportation including transit and ferry service.
25 The street improvements listed in this Plan and shown on Table VI-1 on pages
26 VI-10 and VI-11 will include bike lanes and pedestrian walkways on all arterials
27 and major collectors.These will be built as new roads are built or as existing
28 roads are widened,and are noted in the explanation of planned street
29 improvements.In addition, special projects may be funded to connect bike lanes
30 and pedestrian facilities on existing streets where other road widening projects
31 are not needed.This will be important on routes that connect major employment
32 and shopping areas with residential areas so that bicycle commuters can be
33 encouraged. Support services such as bike racks and storage lockers will also be
34 encouraged.
35 On neighborhood collector and local access streets,bike riders will use the
36 vehicle lane for travel(i.e.,a Class IV bike lane).In some areas,planned trails
37 (both on and off street)can serve as part of the bike commuter network.A
38 portion of the nonmotorized improvements will be paid for as new development
39 and redevelopment occurs. Other improvements will be included in the Capital
40 Facilities and Utilities Element of the Plan as funds become available.
41 Unimproved Street Rights-of-Way
42 Most of Port Townsend's unimproved streets were platted in the late 1800s.As
43 outlined in the goals and policies of this element,it may not be in the best
44 interest of the public to improve all of the currently platted streets.By not
45 improving all platted streets,there will be a reduction in the amount of new
46 paved surfaces, stormwater run-off, and long-term maintenance costs to the
47 City. Specific street and/or alley vacations are not recommended or proposed by
48 this Plan. However,the following criteria should be considered when
49 determining which streets should be left unimproved:
Current through Ordinance 3119,passed December 8,2014.
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VI.THE TRANSPORTATION ELEMENT
1 1. Street continuity and property access:The transportation network must
2 provide for vehicular and pedestrian travel while ensuring access to all platted
3 lots.
4 2. Utility Plans:The decision to leave some streets unimproved must take
5 into account,and be consistent with,the recommendations of current utility and
6 capital facility plans and programs.
7 3. Consistency with this Comprehensive Plan:Decisions to leave street
8 rights-of-way unimproved must be consistent with the Land Use Element and all
9 other relevant provisions within this Comprehensive Plan.
10 4. Preservation of open spaces and environmentally sensitive areas (ESAs):
11 The street network should be designed to minimize opening of new streets,to
12 preserve open spaces and ESAs,as well as enhancing pedestrian and other
13 modes of nonmotorized travel. Construction of trails and other open space
14 improvements may be required in lieu of the street Also,wetlands and wildlife
15 habitat corridors should be protected by leaving key rights-of-way undeveloped.
16 The total land area dedicated to public roadways and road rights-of-way is 1,202
17 acres,representing nearly 26%of the total land area within Port Townsend.
18 Opened rights-of-way occupy slightly less area than closed rights-of-way(600
19 acres open v. 602 acres closed).
20 Specific street rights-of-way which could be left unopened for a variety of
21 public uses should be identified in the Nonmotorized Plan.Links between
22 unimproved rights-of-way and proposed roadways,drainage corridors,trails and
23 open spaces and ESAs should be identified in the Nonmotorized Plan and
24 coordinated with the Open Spaces and Trails Plan recommended within the
25 Land Use Element of this Plan.
26 Level of Service(LOS)Standards& Concurrency Management
27 Setting standards for levels of service involves trade-offs between the cost of
28 providing a high level of service(LOS)and the amount of traffic congestion
29 people are willing to accept.Determining how much congestion drivers will
30 tolerate before they are willing to pay for more road capacity is a political as
31 well as a technical question.New facilities and improvements are expensive,
32 and their costs are ultimately borne by everyone.
33 Under the Growth Management Act(GMA),comprehensive plans must
34 establish LOS standards for transportation facilities.Thus,a primary purpose of
35 this element is to establish and measure levels of service to support the
36 transportation and land use goals established for the City and the region,and to
37 meet concurrency requirements.The Peninsula Regional Transportation
38 Planning Organization(PRTPO)recommends that roads within urban growth
39 boundaries(i.e., City of Port Townsend)have a LOS D.Urban/Tourist corridors,
40 which are rural corridors that carry urban levels of traffic,for example S.R.20,
41 are also recommended by the PRTPO to have a LOS D.Because the GMA
42 requires these standards to be "regionally coordinated,"this element proposes
43 that the LOS standard for the City of Port Townsend's arterials and collectors be
44 established as LOS D.
45 As discussed earlier.Port Townsend and the PRTPO use the Highway Capacity
46 Manual approach for measuring future congestion and levels of service. This
47 approach for measuring levels of service takes into account only vehicle
48 movements on segments of road or at intersections.The GMA requires that the
49 LOS standards be met concurrent with growth.This means if the LOS falls
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VI.THE TRANSPORTATION ELEMENT
1 below D,growth may not occur unless new roadway capacity is added. In many
2 areas of town,such as the Gateway Corridor,road widening(i.e.,more than
3 three lanes)should be a last resort, since it would create undue hardships on
4 adjacent property owners and businesses. Likewise,road widening discourages
5 pedestrian use and is contrary to citizen desires for narrower streets.Thus,there
6 is a need to encourage actions and roadway improvements that will decrease
7 auto dependence.
8 To help retain the City's small town atmosphere and to promote a walkable
9 town,the City should consider developing a multi-modal LOS approach in the
10 future.This approach may be critical in the City's continuing efforts to meet the
11 concurrency requirements of the GMA. If we only measure vehicle capacity,
12 new development could be denied in the very areas where we want to encourage
13 more jobs and housing.The City should develop public transportation LOS
14 standards in cooperation with Jefferson Transit to include transit and rider
15 access standards for streets and new development as well as a minimum level of
16 fixed routs transit service hours.This will set a threshold of necessary transit
17 service for the City and ensure that public transit and other alternative modes
18 will become more integral parts of the City's future transportation system.
19 The City should also study and consider setting LOS standards for pedestrian
20 and bicycle facilities.la addition.promotion of transportation demand
21 management(TDM)strategics could also alleviate the need to build or expand
22 roadways, and make the transportation system operate more efficiently and carry
23 more vehicles and people. By looking for new ways to define and measure
24 levels of service based on Comprehensive Plan goals,this element seeks to
25 assure the continuation of levels of service that the community can afford,while
26 meeting its vision for the future comprehensive transportation network.
27 Policy Direction for Transportation Demand Management
28 Transportation demand management(TDM)strategies focus on measures that
29 reduce the demand for new or expanded facilities and make the overall
30 transportation system more efficient.Examples of TDM improvements include:
31 signalization and signage;pedestrian-triggered signals;traffic calming devices;
32 park-and-ride lots;parking management programs; and street improvements that
33 facilitate transit,pedestrian and bicycle use. The following transportation
34 demand strategies are directed.
35 Traffic Calming
36 The traffic calming principles directed by this Plan seek to maximize mobility
37 while creating a more livable community. Taken together,they recognize that
38 streets do not only serve the needs of motorists. Streets also allow for social
39 interaction,walking,and cycling.This element directs the City to pursue
40 strategies to reduce traffic flow and preserve the character of commercial and
41 residential areas.The principle objective is to encourage motorists to slow down
42 and pay more attention to pedestrians and bicyclists.Ultimately,these strategies
43 should cause through traffic to choose alternate,more appropriate routes on
44 arterial streets.
45 The application of specific strategies to individual streets should be carefully
46 considered to ensure that the desired effect is achieved.Traffic calming
47 strategies should be studied and included in the Street Standards prepared to
48 partially implement this Comprehensive Plan.A process for neighborhoods to
49 propose traffic calming measures,including funding,should also be described in
50 the Street Standards.Examples of traffic calming strategies include:
51 Traffic circles
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VI.THE TRANSPORTATION ELEMENT
1 Raised crosswalks
2 Medians, especially near intersections
3 Angle rather than parallel parking
4 Full,semi and diagonal diverters
5 Increased incentives to use public transit
6 Narrow driving lanes
7 Textured pavement
8 Neighborhood"speed watch"programs
9 Pedestrian and bicycle facility improvements
10 Creating cul-de-sacs by closing off existing intersections
11 Retaining unopened rights-of way
12 Pedestrian sidewalk"bulbs"
13 Transit&Park-&-Ride Promotion
14 The goals and policies of this element strive to promote the use of public transit.
15 Since the City is not a provider of transit,it must work closely with Jefferson
16 Transit to implement the transit LOS standards identified in the Regional
17 Transportation Plan.In addition,the City should coordinate with Jefferson
18 Transit to establish a TDM program to encourage the use of the Park-and-Ride
19 facility and to reduce employee parking needs in the Downtown.
20 To encourage transit use,the City should identify support services and facilities
21 that can be included in the options for mitigation of vehicle trips caused by
22 development,especially in the Downtown, Gateway Corridor,and future high
23 density commercial and mixed use areas.These facilities may include
24 transit-supportive facilities,as well as bike lanes, sidewalks,street lights,and
25 landscaped areas.Those areas of town which grow at a relatively low density,
26 single-family residential development pattern,do not justify significant
27 increases in transit service. However,new commercial and multi-family
28 residential development,and especially public facilities,assisted living facilities,
29 boarding houses,and group homes, should be designed to accommodate transit
30 needs and services during site selection and site plan development.
31 State&Private Ferry Needs
32 The City should coordinate with the Washington-State Department of
33 Transportation(WSDOT)Ferry Division to carry out the recommendations of
34 the Gateway Development Plan regarding ferry vehicle queuing and vehicle
35 holding.In addition,the City and WSDOT should implement the parking and
36 management recommendations of the 1993 WSDOT Report.Efforts to improve
37 ferry and bus schedules are ongoing and should be supported by the City to
38 increase mobility and to decrease the number of single occupancy vehicles
39 arriving at the ferry dock. The City should also work with WSDOT and
40 Jefferson Transit to develop transit service between Port Townsend and the
41 Kingston ferry terminal.
42 The City should coordinate with the Port of Port Townsend to develop a
43 moorage float and dock facility for'passenger ferries and other seasonal cruise
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VI.THE TRANSPORTATION ELEMENT
1 boats at the Quincy Street dock facility. A head tax should be collected on
2 vessels disembarking in Port Townsend. Revenues collected should be
3 earmarked for pedestrian facility improvements in the Historic District.
4 The City should advocate the establishment of Port Townsend to Seattle
5 passenger ferry service to support tourism and economic development,and
6 should encourage WSDOT to study the feasibility of direct vehicle ferry service
7 between Seattle and Port Townsend. [Ord.No. 2670, § 1.8(December 7, 1998)].
8 Parking Management
9 Future parking management in Port Townsend should pursue a variety of
10 alternative parking strategies,and should take into account the City's overall
11 transportation system goals.This Plan encourages parking management control
12 rather than costly public investment in building new parking lots. It also
13 acknowledges that we cannot,and do not wish to,build enough parking lots to
14 accommodate all cars.
15 The parking management strategy seeks a balance in providing adequate space
16 for cars,but also provides incentives for people to use cars less frequently. It
17 encourages the use of a shuttle bus for visitors or employees to the Historic
18 Downtown,promotes TDM techniques,and explores new ideas to minimize
19 potential environmental and community impacts by constructing smaller parking
20 lots scattered throughout town.For the most part,however,the control of future
21 transportation and parking problems must be addressed through strategic
22 planning and proactive management involving the City,Jefferson Transit,the
23 Washington State Department of Transportation,and business and property
24 owners.
25 Commercial Historic District
26 Parking problems are most apparent in the Downtown. It is unlikely that enough
27 parking can be supplied to meet future demand.Accordingly, the Haines Street
28 Park-and-Ride facility should become an essential part of the Downtown
29 parking management strategy. In the short term,Jefferson Transit should initiate
30 a visitor shuttle to and from the Park-and-Ride facility for summer tourist use.
31 Over the long-term,the City should work with Jefferson Transit,WSDOT State
32 Ferries Division and Main Street to increase the use of the Park-and-Ride
33 facility by ferry walk-on passengers.Downtown and Port employees, and
34 Downtown residents.
35 The City should amending the parking code to reduce off-street parking
36 requirements for redevelopment and new development in the Commercial
37 Historic District.Instead of inflexible standards which require the establishment
38 of off-street parking spaces,the City's parking code should allow the use of
39 alternative transportation modes,TDM techniques,and the required use of the
40 Park-and-Ride facility, as options to providing new off-street parking spaces.
41 This could be achieved through the use of maximum and minimum parking
42 spaces or by reduced parking requirements for developments served by
43 alternative modes(e.g.,the use of the Park-and-Ride facility, installation of bike
44 racks, etc.).Parking management strategies and parking code requirements
45 should distinguish between areas where nonmotorized improvements are desired
46 (i.e.,the Commercial Historic District and future mixed use centers),and areas
47 that are more auto-oriented(i.e.,community commercial and manufacturing
48 areas).
49 Reducing Impervious Surfaces
50 The preparation of new parking lot standards provides an important opportunity
51 to limit the amount of additional impervious surfaces created by development
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VI.THE TRANSPORTATION ELEMENT
1 within the City. Because new developments require hard surfaces that do not
2 allow water to penetrate the ground,it is important to rethink traditional parking
3 lot standards to achieve the goal of reducing impervious surfaces.
4 For example Port Townsend's current code requires that about 51%of
5 commercial sites be developed for parking(not counting another 4%required
6 for minimum landscaping requirements,such as a five foot landscape
7 perimeter).Nearly 32%of each multi-family site is set aside for parking areas
8 under the existing regulations. Reducing the design size of the paved areas
9 within the community will reduce the amount of new impervious surfaces and
10 help to protect the City's small town character.
TABLE VI-I:CAPACITY RELATED IMPROVEMENTS
ROADWAY FROM TO RECOMMENDATIONS
Water Street Ferry Terminal Monroe Street 1.Develop off-site parking,
establish shuttle service,and
expand transit service.
2.Develop pedestrian and
bicycle facilities for access
to,and travel within,the
Downtown area.
19th Street Sheridan Street San Juan Avenue 1.Perform intersection level
analysis at San Juan Avenue
and Blaine Street for
intersection realignment and
signalization.
2.Preserve ROW for four
lanes,but avoid building to
preserve roadway character.
Build only if growth rate
exceeds three percent per
year.
Sheridan Street S.R.20/Sims Way Discovery Bay Road 1.Establish a traffic
monitoring program on
Sheridan.Include a.m.,p.m.,
and midday counts,turning
movements,and trips to
school,in contrast to through
trips.
2.As traffic volumes build,
conduct detailed traffic study
of street and adjacent
intersections to determine
precise roadway needs(e.g.,
left-turn pockets at key
intersections,signals,
changes in channelization,
etc.),and right-of-way
constraints.
3.This street may need to be
widened to four lanes.The
purpose of recommendations
one and two is to confirm
traffic volume and to identify
appropriate traffic mitigation
strategies.The
recommendation is to do the
detailed analysis necessary to
determine if improvements
less than widening will
handle the traffic.
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VI.THE TRANSPORTATION ELEMENT
TABLE VI-I:CAPACITY RELATED IMPROVEMENTS
ROADWAY FROM TO RECOMMENDATIONS
Kearney Street S.R.20/Sims Way Blaine Street 1.Recognize Kearney Street
as a key north-south link.
2.Establish a traffic counting
program to monitor traffic
volume growth.
3.Preserve ROW for four
lanes,but avoid building to
preserve roadway character.
Build only if growth rate
exceeds three percent per
year.
4.As traffic volumes build,
conduct detailed traffic study
of street and adjacent
intersections to determine
other roadway,needs(e.g.,
left turn lanes,signalization,
etc.).
5.Develop pedestrian paths
and bicycle facilities to
reduce north-south auto
travel demand(e.g.,connect
residential areas to
Downtown with paths and/or
stairways,and connect new
retail development to
residential areas with bicycle
routes).
Discovery Bay Road City Limit Sheridan Street 1.Control land use access.
Prohibit driveways directly
onto arterials if alternative
roadway access exists.Allow
access only at intersections to
make full use of existing
capacity and to preserve
existing rural character.
2.Acquire additional ROW
width to permit future
improvements.
3.Preserve ROW for four
lanes,but avoid building to
preserve roadway character.
Build only if growth rate
exceeds three percent per
year.
Water Street Kearney Street Monroe Street 1.Develop off-site parking,
establish shuttle service,and
expand transit service.
2.Develop pedestrian and
bicycle facilities for access to
and travel within Downtown
area.
S.R.20/Sims Way City Limits Ferry Terminal 1.Follow recommendations
of Gateway Development
Plan(i.e.,intersection
improvements).
Hastings Avenue City Limit Sheridan Street 1.Control land use access to
preserve existing rural
character.Prohibit driveways
Current through Ordinance 3119,passed December 8,2014.
Port Townsend Page 13/30
VI.THE TRANSPORTATION ELEMENT
TABLE VI-I:CAPACITY RELATED IMPROVEMENTS
ROADWAY FROM TO RECOMMENDATIONS
directly onto arterials if
alternative roadway access
exists.Allow access only at
intersections to make full use
of existing capacity.
1
2 TRANSPORTATION GOALS&POLICIES
3 The following goals,policies and implementation steps have their foundation in
4 the PT 2020 Report,the Community Direction Statement contained in Chapter
5 in of this Plan,and the efforts of the Transportation Citizen Workgroup.
6 Overall Transportation Goal:To develop a safe,integrated,multi-modal
7 public and private transportation system for the efficient movement of people of
8 all abilities and goods,with cost-effective facilities and minimum environmental
9 impact.
10 Land Use&Transportation
11 Goal 1:To promote a balanced,affordable,reliable,convenient and efficient
12 transportation system which supports the Land Use Element and Community
13 Direction Statement of the Port Townsend Comprehensive Plan.
14 Policy 1.1: Ensure that transportation system improvements are compatible
15 with adjacent land uses.This includes developing routes for commercial vehicle
16 traffic away from residential neighborhoods.
17 Policy 1.2: Encourage mixed-use centers that increase housing near
18 commercial centers and promote multi-modes of travel.
19 Policy 1.3: Provide a transportation system network that enhances
20 neighborhood development and infill.
21 Policy 1.4: Seek to locate new community facilities near transit routes and in
22 areas convenient for easy access by pedestrians and bicyclists.
23 Policy 1.5: Design street and level of service(LOS)standards to serve a
24 varied land use pattern,which includes higher standards for commercial areas
25 and mixed-use centers,and lower standards for fringe areas.
26 Policy 1.6: Design roads and other transportation facilities to preserve as
27 many trees as feasible and to contribute to an attractive visual image that retains
28 our small town atmosphere.
29 Policy 1.7: Minimize air pollution and environmental impacts by promoting
30 the use of alternative modes of transportation,reducing growth of auto traffic,
31 maintaining acceptable traffic flow, and siting transportation routes so they do
32 not significantly impact environmentally sensitive areas.
33 Policy 1.8: Establish a street-use permit system for the private use of public
34 street rights-of-way that includes appropriate criteria for uses,termination
35 provisions,and annual fees.
36 Policy 1.9: Encourage uses in neighborhood mixed-use centers that promote
37 "tele-commuting"and nonmotorized modes of transportation.
Current through Ordinance 3119,passed December 8,2014.
Port Townsend Page 14/30
VI.THE TRANSPORTATION ELEMENT
1 Interjurisdictional Coordination
2 Goal 2:To coordinate the planning,construction,and operation of
3 transportation facilities and programs of Jefferson County,Washington State
4 Department of Transportation(WSDOT)Highways and Ferries Divisions,the
5 Peninsula Regional Transportation Planning Organization(PRTPO),the Port of
6 Port Townsend,Jefferson Transit,and utility providers. [Ord.No.2670, §1.9
7 (December 7, 1998)].
8 Policy 2.1: Continue to participate in the PRTPO for funding of regional
9 transportation improvements and in the planning and implementation of the
10 Peninsula Regional Transportation Plan.
11 Policy 2.2: Coordinate with affected agencies to design regional
12 transportation systems to support urban growth within designated urban growth
13 areas(UGAs).
14 Policy 2.3: Establish and maintain a joint City-County program for
15 reviewing and resolving inter-jurisdictional transportation concerns in,or
16 affecting. Port Townsend's UGA. Include representation from Jefferson Transit
17 and the Port of Port Townsend. [Ord.No.2670, §1.10(December 7, 1998)].
18 Policy 2.4: Review and comment on all major land developments in
19 Jefferson County which may affect the regional transportation system serving
20 the City.
21 Policy 2.5: Coordinate transportation planning and improvements with the
22 transportation and land use plans of Jefferson County, and cooperate with the
23 County and Port of Port Townsend to identify opportunities to maximize
24 benefits with limited financial resources.
25 Policy 2.6: Support the development of regional bicycle transportation
26 corridors that link regional commercial and employment areas.This system does
27 not supersede local bicycle planning efforts,but does demonstrate the need for
28 continuity in design and implementation of bicycle facilities throughout the
29 Quimper Peninsula area.
30 Arterial Street System
31 Goal 3:To provide a comprehensive arterial street system which provides
32 adequate and efficient mobility and access to and within Port Townsend for
33 residents,visitors and businesses.
34 Policy 3.1: The City's arterial street system shall be consistent with the
35 adopted Land Use Map,and the Draft Arterial Street Plan should be used as a
36 guide for development of the future arterial street system: 3.1.1 Adopt and
37 implement the recommendations of the Draft Arterial Street Plan, except for
38 those recommendations relating to the area lying north of Hastings Avenue and
39 west of San Juan Avenue(i.e.,the northwest quadrant).
40 3.1.2 Following adoption of this Comprehensive Plan,complete a public
41 involvement process and study that reviews a range of collector/arterial options
42 and recommends future road alignments for the area lying north of Hastings
43 Avenue and west of San Juan Avenue,(i.e.,include the recommendations of the
44 Draft Arterial Street Plan and a"no action"alternative as options for review). At
45 a minimum,the study should take into consideration the following:
46 a. Land use and zoning designations as modified by this Comprehensive
47 Plan;
Current through Ordinance 3119,passed December 8,2014.
Port Townsend Page 15/30
VI.THE TRANSPORTATION ELEMENT
1 b. The presence of ESAs,including steep slopes,wetlands, and drainage
2 corridors;
3 c. Projected future traffic generation,both at the end of the 20 year planning
4 horizon,and at build-out; and
5 d. Possible changes in travel behavior,including the use of alternative
6 modes.
7 3.1.3 Integrate the selection of a"preferred"option for road alignments in the
8 northwest quadrant with the Comprehensive Nonmotorized Plan.
9 3.1.4 Pending the completion of the process and study outlined in policy
10 3.1.2 above,use Figure VI-1 on page VI-14 as a guide to preserve options for
11 possible future road alignments by:
12 a. Requiring rights-of-way of adequate width as a condition of development
13 approval in currently unplatted areas;
14 b. Requiring appropriate setbacks along possible future road alignments as a
15 condition of development approval; and
16 c. Limiting driveways and other access points onto possible future road
17 alignments as a condition of development approval.
18 Policy 3.2: Maintain or attain traffic flow through arterial and collector
19 intersections at an established minimum level of service for each street
20 classification to minimize traffic congestion.
21 3.2.1 Adopt arterial level of service standards that focus on measures of
22 mobility and promote the use of transit,rideshare programs,and nonmotorized
23 travel modes.
24 3.2.2 Assure that arterial level of service standards reflect the existing and
25 planned development patterns and land use growth objectives envisioned for the
26 various planning sub-areas of the City.
27 Policy 3.3: Utilities should be placed underground as arterial street
28 improvements are made.
29 Policy 3.4: Provide adequate setbacks for residential uses along arterials to
30 protect adjoining properties from noise,dust,and traffic safety impacts.
31 Policy 3.5: Provide safe and attractive sidewalks or pedestrian pathways and
32 bike lanes on both sides of all arterials.
33 Policy 3.6: Develop a Concurrency Management Strategy for the City's
34 arterial street system that will guide future programming and administration of
35 the arterial system.
36 Policy 3.7: Enhance pedestrian and vehicular safety by minimizing
37 driveways on all arterials. Where driveways are allowed,require joint use at
38 property lines,when feasible.
39 Policy 3.8: Design arterial streets to fit the character of the areas through
40 which they pass. Develop scenic arterial street standards for certain areas of
41 town, (e.g.,Cook Avenue).
Current through Ordinance 3119,passed December 8,2014.
Port Townsend Page 16/30
VI.THE TRANSPORTATION ELEMENT
1 Policy 3.9: Follow the recommendations described in the Port Townsend
2 Gateway Development Plan to fund and construct S.R.20 improvements.
3 Aggressively pursue funding from federal, state,and private sources for these
4 improvements.
5 Policy 3.10: Street lights and on-street lighting should balance aesthetic and
6 safety concerns with economic considerations including operations and
7 maintenance costs.
8 Policy 3.11: Construct on-site lighting to assure that direct light emitted
9 above the horizontal is minimized. On-site lighting should be hooded and
10 shielded so that it is directed to the project site and so that direct light does not
11 impact adjacent property.
12 Policy 3.12: Provide street lights commensurate with the neighborhood and
13 ultimate level of density based upon the following prioritized criteria:
14 a. Enhancement of pedestrian and vehicular safety;
15 b. Existing and projected traffic volumes;
16 c. Location of school or transit stops;
17 d. High density land uses;
18 e. Proximity to nearest intersection; and
19 f Other relevant state,federal,local or utility design requirements.
20 Policy 3.13: Encourage streets that promote the small town character of the
21 community by preserving existing vegetation or by providing street trees.
22 Policy 3.14: Encourage the establishment of planting strips with adequate
23 width for appropriate vegetation,including street trees(i.e., 5 feet or more in
24 height)as an integral part of street construction or reconstruction.
25 Policy 3.15: Develop recommendations regarding tree and vegetation
26 retention and management within City rights-of-way.
27 Local Street System
28 Goal 4:To develop a fully integrated local street system which accommodates
29 various transportation modes depending upon individual neighborhood
30 characteristics.
31 Policy 4.1: Establish street development standards for City streets that reflect
32 a reasonable balance between initial expense and long-term operations and
33 maintenance costs.
34 Policy 4.2: Incorporate street standards for transportation facilities that safely
35 accommodate:
36 a. Drainage and other utilities;
37 b. Neighborhood motor vehicle traffic and parking;
38 c. Emergency and service vehicles;
39 d. Pedestrians;
Current through Ordinance 3119,passed December 8,2014.
Port Townsend Page 17/30
VI.THE TRANSPORTATION ELEMENT
1 e. Bicycles;
2 f Mail boxes;
3 g. Garbage and recycling services;
4 h. Public transportation access
5 i. Street Lights; and
6 j. Street trees.
7 Policy 4.3: Encourage the use of"narrow streets"to help retain the City's
8 small town atmosphere and to minimize the amount of paved area to reduce
9 construction costs, storm water runoff and heat buildup.The level of service for
10 collectors,local access roads or residential streets should reflect a balance
11 between safety, efficiency, and the maintenance of small town character.
12 Policy 4.4: Ensure that the City's street development standards result in safe
13 streets and are compatible with the standards contained in the State Department
14 of Transportation(i.e.,DOT)Manual on Uniform Traffic Control Devices.
15 Policy 4.5: Encourage local access and residential traffic only on local streets
16 to minimize traffic noise,congestion,and hazards to pedestrians.Discourage
17 through access by installing traffic calming devices and/or by allowing certain
18 streets to remain unopened to motor vehicles.
19 Policy 4.6: Designate certain viewpoint street ends and,where appropriate,
20 provide signs,benches and safety barriers to encourage public use and to
21 prevent encroachment from neighboring residents.
22 Policy 4.7: Allow street closures(or do not allow some streets to be opened)
23 in certain areas so the street grid is broken in an effort to promote more
24 pedestrian friendly neighborhoods. Streets designated to be closed or to remain
25 unopened should be identified within the Nonmotorized Plan.
26 Policy 4.8: Encourage applicants for new subdivisions and PUDs to build
27 streets on a grid or a modified grid pattern.If cul-de-sacs are used,require that
28 cul-de-sacs connect to on-site and off-site pedestrian and bicycle facilities and
29 provide for a sufficient number of thoroughfares(connections to arterials,
30 collectors or feeders)for public transit and emergency access.
31 Nonmotorized Transportation-Pedestrian&Bicycle Systems
32 Goal 5:To create a safe and convenient environment for walking and bicycling
33 through the construction of pedestrian and bicycle facilities which are integrated
34 with roads and other transportation facilities.
35 Policy 5.1: Adopt and implement the Draft Comprehensive Nonmotorized
36 Plan to guide development of pedestrian and bicyclist improvements.
37 Policy 5.2: Provide for safe and convenient pedestrian and bicycle use on all
38 developed public street rights-of-way,consistent with adopted street standards.
39 Policy 5.3: Provide pedestrians and bicyclists with a system of facilities,
40 incentives, and services,that fully support trip-making connections between
41 residential areas,employment centers, shopping,recreational facilities, schools,
42 public transit and other public services within the City. The City should develop
43 a safe and convenient environment for walking and bicycling by:
Current through Ordinance 3119,passed December 8,2014.
Port Townsend Page 18/30
VI.THE TRANSPORTATION ELEMENT
1 a. Physically separating pedestrian and vehicle(including bicycles)traffic:
2 b. Encouraging separated internal pedestrian circulation systems in new or
3 redeveloping commercial-retail districts;
4 c. Developing policies that address conditions warranting illumination of a
5 street crossing;
6 d. Providing Americans with Disabilities Act(ADA)approved wheelchair
7 ramps and other aids to enhance safe mobility of the handicapped;
8 e. Giving special consideration to pedestrian and bicyclist opportunities in
9 school,park,sports and commercial areas; and
10 f Developing a City-wide sidewalk/pathway plan including on and off-road
11 trails to establish safe integration of bicycle and pedestrian circulation.
12 Policy 5.4: Safe,convenient walkways and bike lanes should be required in
13 proximity to all arterials and collectors and other streets near multi-family and
14 commercial development.
15 Policy 5.5: Walkways and bikeways should be required where appropriate in
16 planned unit development(PUD), subdivision and plat approvals.
17 Policy 5.6: Encourage pedestrian access to the transit system by providing
18 safe,convenient walkways and crosswalks on streets near transit stops.
19 Policy 5.7: Require walk lights and bicycle activated signal detection at
20 traffic control signals.
21 Policy 5.8: Encourage bicycling as an alternative to single-occupancy
22 automobile travel by promoting employer provision of bicycle facilities at
23 employment sites and bicycling access to and on transit facilities.
24 Policy 5.9: Earmark sufficient and dedicated funding for construction of
25 nonmotorized system improvements through programs such as the Capital
26 Improvement Program(CIP),Local Improvement District(LID),Housing and
27 Urban Development(HUD)Community Development Block Grants(CDBG),
28 Neighborhood Enhancement Programs or as part of new residential or
29 commercial development.
30 Policy 5.10: Establish and adopt design and maintenance standards as part of
31 the Nonmotorized Plan to ensure that the implementation and maintenance of
32 nonmotorized improvements are coordinated and consistent in design and
33 construction.
34 Policy 5.11: Where practical,redevelop or upgrade existing primary City
35 roadways as bicycle routes to promote bicycle travel,consistent with the Bicycle
36 System Plan.
37 Policy 5.12: With the City as an active partner,pursue limited improvement
38 districts(LIDS)or business improvement districts(BDDs),to provide adequate
39 bicycle and pedestrian facilities.
40 Policy 5.13: Prepare a"safest route to school'map to assure that safety and
41 accident prevention for pedestrian and bicycle travel to school receives the
42 highest consideration.The City and School District should jointly prepare the
43 map and work together in the design and construction of transportation facilities
Current through Ordinance 3119,passed December 8,2014.
Port Townsend Page 19/30
VI.THE TRANSPORTATION ELEMENT
1 in and adjacent to school zones.The safest route to school should include
2 transportation facilities that:
3 a. Provide pedestrian pathways on streets connecting to,or within,the school
4 zone,and pedestrian facilities that are physically separated from vehicle and
5 bicycle traffic;
6 b. Locate appropriate signs to alert motorists entering school zones;
7 c. Install adequate lighting facilities along roadways and pathways;
8 d. Use appropriate traffic-calming devices in school zones;
9 e. Establish crosswalks in areas of good sight visibility, lighting and
10 proximity to connecting modes;
11 f Provide bike facilities that accommodate a range of bicycle skills; and
12 g. Promote safe and convenient pedestrian and nonmotorized access to bus
13 transportation.
14 Policy 5.14: Develop educational programs that promote awareness of the
15 "safest route to school."The Police Department and School District should
16 provide "hands-on"training for the safe use of bikeways and pathways as well
17 as vehicular,bicycle and pedestrian traffic controls such as stop signs, signals,
18 and crossing guards.
19 Policy 5.15: The development of the Nonmotorized Plan should consider the
20 following locational criteria:
21 a. Safest route to school;
22 b. Directness;
23 c. Access points;
24 d. Available width;
25 e. Automobile parking on-street;
26 f Number of delays;
27 g. Traffic volumes;
28 h. Truck and bus traffic;
29 i. Barriers and grades resulting from surface topography;
30 j. Pavement surfaces;
31 k. Maintenance costs;
32 1. Environmental compatibility;
33 m. User conflicts;
34 n. Security;
35 o. Cost/finding;
Current through Ordinance 3119,passed December 8,2014.
Port Townsend Page 20/30
VI.THE TRANSPORTATION ELEMENT
1 p. Vehicular accident history of associated streets where possible; and
2 q. Vehicle crossings and driveways.
3 Policy 5.16: Adopt the following definitions for nonmotorized ways based
4 upon the Washington State Department of Transportation(WSDOT)Design
5 Manual 1989:
6 a. Bikeways: Any trail,path,part of a highway or shoulder, sidewalk,or any
7 other travel way specifically signed and/or marked for bicycles;
8 b. Class I Bike-way(Bike Path):A separate trail for the principal use of
9 bicycles;
10 c. Class II Bike-way(Bike Lanes):A portion of a street designated by signs
11 and/or pavement markings for preferential bicycle use;
12 d. Class III Bike-way(Bike Route): A street designated with signs as a
13 bicycle route and is shared with other transportation modes;
14 e. Class IV Bike-way(Shared Roadway with No designation):A publicly
15 maintained street that is not designated with signs and/or pavement markings as
16 a bikeway but is accessible to bicyclists;
17 f Equestrian Trail: Any designated trail on which horses are permitted to
18 travel;
19 g. Pedestrian Walkway: A continuous way designated for pedestrians and
20 separated from :the through lanes for motor vehicles by a physical barrier or
21 space;
22 h. Sidewalk: Sidewalks are paved,parallel,and adjacent to streets and
23 normally used for utility placement purposes; and
24 i. Water Trail: A water-oriented trail which provides a designated route to,
25 on,or along fresh and/or salt water in which the water is the primary point of
26 interest.
27 Policy 5.17: Review all development proposals and street development
28 permit applications for conformance with the Open Space and Trails and
29 Nonmotorized plans. Designated open space and trails should be preserved or
30 acceptable locations provided.New developments should provide connections to
31 the open space and trail system.
32 Policy 5.18: Establish nonmotorized transportation links between public
33 facilities,and commercial and higher density residential areas.
34 Policy 5.19: Designate certain right-of-way corridors for nonmotorized use
35 only. Streets designated as"not to be opened" should be preserved as open
36 space,utility easements or part of the nonmotorized transportation network.
37 Policy 5.20: Establish pedestrian walkway widths,types and materials to
38 accommodate varying levels of pedestrian traffic and to ensure that streets are
39 "pedestrian friendly"depending upon the district in which the use occurs.
40 Policy 5.21: Coordinate with Jefferson Transit to ensure that park-and-ride
41 facilities are functioning as multi-modal stations linked directly to the
42 nonmotorized network.
Current through Ordinance 3119,passed December 8,2014.
Port Townsend Page 21/30
VI.THE TRANSPORTATION ELEMENT
1 Policy 5.22: Commercial or mixed use project designs should consider
2 internal pathway linkages to other pathways and adjacent uses.
3 Policy 5.23: Bike lanes designated as per Association of State Highway
4 Transportation Officials and Washington State Department of Transportation
5 (ASHTO/WSDOT)requirements shall be maintained to the same level as the
6 motor vehicle travel lane portion of the roadway.
7 Policy 5.24: Adopt the following transportation classification to facilitate
8 development of nonmotorized transportation facilities:
9 a. Bikeways:
10 Class I(Bike Paths);
11 Class II(Bike Lanes);
12 Class III(Bike Routes-Designated and Mapped);
13 Class IV(Bike Routes-Mapped Only);
14 b. Pedestrian Pathways:
15 Sidewalks;
16 Pedestrian Walkways; and
17 c. Mixed Use Connections(connecting to larger system):
18 Mixed Use Recreational: Includes pedestrian,bike, equestrian; and
19 Urban(defined by concrete or asphalt,and uses,for example roller blading).
20 Transit&Ferry Services
21 Goal 6:To encourage adoption of land use regulations and strategies that
22 promote transit and ferry use and links to alternative modes.
23 Policy 6.1: Encourage zero foot frontage setbacks for commercial uses on
24 streets with bus facilities to encourage transit use. Locate parking in the rear or
25 to the sides of buildings.
26 Policy 6.2: Require street level pedestrian uses in buildings in commercial,
27 office,or mixed-use centers with bus routes and nearby bus facilities to
28 stimulate activity and interest.
29 Policy 6.3: In areas where growth is expected,but bus service is not yet
30 available,bus/pedestrian serviceable site plans should be required for new
31 subdivisions,planned unit developments(PUDs), and commercial and
32 multi-family housing developments so that bus and pedestrian use is practical
33 when it becomes available.
34 Policy 6.4: Use this Transportation Element and the Jefferson Transit
35 Comprehensive Plan as the basis for establishing future transit routes.
36 Policy 6.5: Whenever feasible,new development and redevelopment shall be
37 required to incorporate transit-supportive and pedestrian-friendly design
38 elements and features.
Current through Ordinance 3119,passed December 8,2014.
Port Townsend Page 22/30
VI.THE TRANSPORTATION ELEMENT
1 Policy 6.6: Encourage public transit as a preferred mode of visitor travel to
2 and from Downtown and other major visitor destinations within the City and
3 region,through the use of the Park-and-Ride transit facility.
4 Policy 6.7: Promote the use of the Park-and-Ride facility to serve employees
5 in the Commercial Historic A District,Boat Haven District,and other
6 designated activity and employment centers in the City and County in order to
7 intercept trips by single-occupant vehicles,thereby reducing traffic and parking
8 congestion.
9 Policy 6.8: Coordinate transit and ferry schedules to increase the use of the
10 Haines Street Park-and-Ride facility for ferry walk-on passengers and other
11 long-term users.
12 Policy 6.9: As appropriate,provide needed infrastructure to support public
13 and private transit-oriented development.
14 Policy 6.10: In coordination with Jefferson Transit,establish standards
15 within development regulations that identify when transit-supportive
16 improvements(e.g.,pull outs,shelters,and appropriate pedestrian access to
17 transit facilities)will be required for new commercial,residential,and public
18 facility stops along established or planned transit routes.In the preparation of
19 development regulations,consider the following:
20 a. Requiring all new residential developments of five or more dwelling units
21 to provide appropriate transit-supportive improvements;
22 b. Requiring all new commercial buildings equal to or greater than 10,000
23 square feet in size to provide appropriate transit-supportive improvements; and
24 c. Conditioning all roadway construction within one-quarter mile of an
25 existing or planned route to incorporate transit-supportive improvements.
26 Policy 6.11: Promote transportation demand management(TDM)programs
27 among large employers and employment centers to encourage transit,ride
28 sharing and nonmotorized travel.
29 Policy 6.12: Encourage the Jefferson Transit and the Washington State
30 Department of Transportation(WSDOT)Ferries Division to design and provide
31 facilities that foster bicycle use through:
32 a. Provision of secure bicycle parking at park-and-ride lots, stations and
33 employment centers;
34 b. Accommodation of bicycles on bus routes where designated as part of
35 bicycle route system: and
36 c. Design future vessels and vehicles to safely accommodate bicycles.
37 Policy 6.13: Support the expansion of passenger-only ferry services from
38 Port Townsend to other Puget Sound urban areas as well as the San Juan Islands
39 and Victoria,B.C.,and cooperate with state and federal governments and the
40 Province of British Columbia to explore the feasibility of direct ferry service
41 from Port Townsend to these locations.
42 Policy 6.14: Encourage handicapped accessible improvements that meet the
43 requirements of the Americans with Disabilities Act(ADA)on the Washington
44 State Port Townsend-Keystone Ferry.
Current through Ordinance 3119,passed December 8,2014.
Port Townsend Page 23/30
VI.THE TRANSPORTATION ELEMENT
1 Policy 6.15: Coordinate with the WSDOT Ferries Division and Peninsula
2 Regional Transportation Planning Organization(PRTPO)to set a level of
3 service(LOS)standard for the Port Townsend-Keystone ferry. The City should
4 encourage a LOS standard of a one-boat wait on weekdays and a two-boat wait
5 on weekends.
6 Policy 6.16: Petition the WSDOT Ferries Division to study alternatives
7 relating to parking needs for short-term and long-term ferry and vehicle queuing
8 operations.In conjunction with the City and Jefferson Transit,the WSDOT
9 Ferries Division should:
10 a. Examine and implement operational improvements that would reduce the
11 impacts on the Port Townsend Police Department;
12 b. Promote the use of Jefferson Transit's Park-and-Ride facility for walk-on
13 ferry passengers and long-term parking patrons(this should include the
14 coordination of transit/ferry schedules); and
15 c. Study ferry queuing alternatives to mitigate traffic congestion and safety
16 hazards on S.R. 20/Water Street,including:
17 (i) Expansion of ferry terminal to alleviate on-street queuing impacts:
18 (ii) The acquisition and development of Indian Point by WSDOT Ferries
19 Division for use as an off-street holding area for queuing of ferry traffic; and
20 (iii) Alternatives to existing ferry queuing lane to add vehicle holding
21 capacity.
22 Parking Management
23 Goal 7:To encourage City,Transit and private interests to establish coordinated
24 parking strategies to achieve overall transportation goals and to ensure that
25 parking standards do not act as a deterrent to new development or
26 redevelopment.
27 Policy 7.1: Encourage private developers to address parking demand by
28 participating in the cost of shared parking facilities,agreement with others for
29 the joint use of parking spaces and through the use of bicycles,carpools,transit,
30 and the Park-and-Ride facility.
31 Policy 7.2: Encourage private and public employers to provide bicycle
32 parking facilities on or near their properties.
33 Policy 7.3: Develop and implement reduced parking requirements in order
34 to: encourage new development and the adaptive reuse of historic structures;
35 limit the construction of new impervious surfaces; and provide for parking
36 needs.
37 7.3.1 Review, and where appropriate,reduce off-street parking requirements
38 for new commercial development.
39 7.3.2 Reduce parking requirements to provide incentives for the
40 revitalization,adaptive reuse,and preservation of existing historic structures
41 within the Downtown Parking District and commercial zones lying within the
42 National Register Historic District.
43 7.3.3 Distinguish between areas where nonmotorized transportation should
44 be encouraged as a top priority(i.e.,the National Register Historic District),and
Current through Ordinance 3119,passed December 8,2014.
Port Townsend Page 24/30
VI.THE TRANSPORTATION ELEMENT
1 areas that are likely to be more auto-oriented(i.e.,the Gateway Commercial
2 District).
3 Policy 7.4: Implement parking strategies that maximize the ability for the
4 greatest number of people to use the Downtown,emphasizing the
5 accommodation of"person trips"rather than automobile parking places,thereby
6 minimising adverse traffic and parking impacts on the Commercial Historic
7 District.
8 Policy 7.5: Develop a Parking Management Plan that encourages short-term
9 and discourages long-term(i.e.,4 or more hours)parking in the Commercial
10 Historic District and other commercial areas,to ensure vital retail activities.
11 Policy 7.6: Property owners should be responsible for providing parking and
12 for managing parking demand generated at the site,to avoid any spill-over
13 parking on neighboring properties and streets.
14 Policy 7.7: Develop parking lot design standards that assure pedestrian
15 friendly parking facilities by f providing protected pedestrian links between
16 parking facilities and employment and other service centers,arterials,transit
17 facilities,and green space.
18 Policy 7.8: New and redeveloped residential areas should be planned to
19 accommodate adequate off-street parking.This will encourage narrower streets.
20 Policy 7.9: Parking and driveways should be prohibited on arterial streets
21 unless a determination is made that adequate right-of-way exists to provide
22 mobility, safety and alternative modes of transportation.
23 Policy 7.10: Develop and promote incentive programs that enable property
24 owners to reduce parking demand.
25 Policy 7.11: Ensure that off-street parking continues to be the primary source
26 of parking supply for mixed use centers and commercial corridors within the
27 City.
28 Policy 7.12: Continue to maintain existing on-street parking in
29 neighborhoods where off-street parking in neighborhoods is inadequate,by
30 protecting parking first for residents,and second for customers and visitors.
31 Policy 7.13: Manage the supply and location of off-street parking in
32 commercial areas to support a balance of travel modes consistent with the
33 Comprehensive Plan.
34 Policy 7.14: Consider parking pricing policies for on-street parking to reduce
35 parking impacts in the Downtown and to promote alternative transportation
36 modes(e.g.,Park-and-Ride facility,bicycles, etc.).
37 Level of Service(LOS)&Concurrency Management
38 Goal 8:To set an appropriate level of service to reduce traffic congestion and to
39 increase the efficiency and safety of the overall transportation system by
40 maximizing the use of existing facilities.
41 Policy 8.1: New streets must be constructed to City street standards.
42 Policy 8.2: The City should adopt a clearly defined and consistent policy
43 describing which existing facilities are maintained by the City. There should be
44 four categories of streets:
Current through Ordinance 3119,passed December 8,2014.
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VI.THE TRANSPORTATION ELEMENT
1 a. Arterials and collectors;
2 b. Accepted streets;
3 c. Not accepted streets with past obligations; and
4 d. Not accepted streets with no maintenance obligation.
5 Those substandard streets that the City has maintained in the past, shall be
6 maintained as lowest priority. If existing streets are not listed as maintained by
7 the City but are not safe to carry emergency access vehicles,the City may assess
8 residents to maintain the street.
9 Policy 8.3: Ensure that any transportation improvements or strategies
10 required to mitigate impacts are constructed or financed concurrent with
11 development or require either a construction or financial commitment for the
12 necessary improvements within six years of the date a permit is issued.
13 Policy 8.4: Establish and implement a Concurrency Management System to
14 monitor the level of service standards.This process includes:
15 a. Monitoring level of service standards and providing adequate funding;
16 b. Rationing transportation capacity during the development approval
17 process;
18 c. Monitoring available transportation capacity with:
19 (i) Development approvals;
20 (ii) Traffic Counts;
21 (iii) Public safety response times;
22 (iv) Complaints;
23 (v) Revenue collections;
24 (vi) Transportation model runs; and
25 d. Analyzing external influences on concurrency management system,
26 including nonmotorized travel.
27 Policy 8.5: Adopt and implement level of service(LOS)standards on roads,
28 that generally correspond to level of service D(LOS D). Recognize that
29 maintaining this level of service will result in some peak-hour auto congestion,
30 especially during peak tourist days. However,this LOS will minimize
31 transportation facility costs,promote a shift to alternate modes, and minimize
32 long term negative environmental and community impacts.
33 Policy 8.6: If traffic from a proposed development causes degradation of
34 City-owned roads below the planned road level of service(LOS D),or causes
35 unacceptable community and environmental impacts,the developer will be
36 required to adequately mitigate these negative impacts or a development permit
37 cannot be issued.
38 Policy 8.7: Establish a LOS for public transportation that provides a
39 minimum of 4,800 annual transit revenue service hours provided for trip origins
Current through Ordinance 3119,passed December 8,2014.
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VI.THE TRANSPORTATION ELEMENT
1 and destinations in Port Townsend(i.e.,this is the equivalent of Jefferson
2 Transit's 1994 fixed route circulator routes on weekdays and one on weekends).
3 As a minimum planning guideline,the City should have seven-tenths of an hour
4 of in-town transit service per citizen per year.This should increase to one hour
5 of service per citizen per year by 2020. (Note:This guideline is not to be used
6 for concurrency purposes).
7 Policy 8.8: The City should study and consider setting a level of service
8 standard for pedestrian and bicycle facilities. [Ord.No. 2879, § 3.1,(February 7,
9 2005)].
10 Rights-of-Way Management
11 Goal 9:To preserve long-term options for the future public use of public
12 rights-of-way.
13 Policy 9.1: Encourage the use of existing,underused,or undeveloped street
14 rights-of-way to provide nonmotorized public access.
15 Policy 9.2: Set aside specific unopened rights-of-way for greenways,
16 regional stormwater drainage facilities,and pedestrian access on trails.
17 Policy 9.3: Take advantage of integrated corridors such as transmission lines,
18 unopened street rights-of-way, and other public lands for trail or bicycle path
19 connections.
20 Policy 9.4: Use the following criteria to consider if public rights-of-way
21 should be vacated or left unimproved:
22 a. Street continuity and property access;
23 b. Future utility needs,including stormwater facilities,and capital facilities
24 plans;
25 c. Consistency with Land Use and Transportation Elements,as well as the
26 overall Comprehensive Plan; and
27 d. Preservation of open space and environmentally sensitive areas.
28 Policy 9.5: Prohibit the vacation of street-ends that abut shoreline areas or
29 marine bluffs.Preserve these areas for public access and public viewpoints.
30 Policy 9.6: Earmark street vacation monies to a reserved transportation
31 system improvement account for the purchase of rights-of-way or transportation
32 facility easements.
33 Policy 9.7: Discourage street vacations until the Comprehensive
34 Nonmotorized Plan is adopted,in order not to forgo future public use
35 opportunities.
36 Policy 9.8: Seek to eliminate the use of chemical pesticides and herbicides
37 on City-owned land and rights-of-way.
38 Transportation Financing
39 Goal 10:To raise revenue to fund planning,design,construction,operations and
40 maintenance of needed transportation system improvements.
Current through Ordinance 3119,passed December 8,2014.
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VI.THE TRANSPORTATION ELEMENT
1 Policy 10.1: Ensure that the City's six-year Capital Facilities Plan and
2 Transportation Improvement Program is coordinated and consistent with the
3 City's Transportation Element.
4 Policy 10.2: Secure adequate long-term funding sources for transportation
5 through a variety of methods. These methods may include,but are not limited
6 to:
7 a. Encouraging public/private partnerships and/or cost sharing agreements
8 for financing transportation projects that remedy existing transportation
9 problems,or that foster economic growth in Port Townsend(this private sector
10 involvement may include:Transportation Demand Management programs.
11 Negotiated Transportation Agreements and/or small area plans where developers
12 provide transportation improvements such as integrated transit,pedestrian and
13 bicycle connections into new developments,and mitigation payment systems
14 such as impact fees);
15 b. Encouraging the use of local improvement districts(LIDS)by property
16 owners to upgrade roads to meet City road standards or"Benefit Area
17 Improvement District"financing for transportation improvements where local
18 benefits are clearly identified;
19 c. Requiring impact mitigation payments through a concurrency management
20 system;
21 d. Seeking funding from the federal or state sources, such as the Intermodal
22 Surface Transportation Efficiency Act(ISTEA)program,the Transportation
23 Improvement Account(TIA),and the Public Works Trust Fund(PWTF);
24 e. Exploring the establishment of a street utility fund;provided that:
25 (i) The fund is used for the operation and development of transportation
26 facilities and programs; and
27 (ii) Policies and a budget are established for the allocation of funds raised by
28 the utility, and at least 25%of the revenues generated from the utility are
29 earmarked for nonmotorized transportation system improvements;
30 f Earmarking monies received from street vacations for the purchase of
31 rights of-way; and
32 g. Impact fees that require new development to pay its fair share for
33 transportation improvements,based on its proportionate share of the impact.
34 [Ord.No. 2670, §1.11 (December 7, 1998)].
35 Policy 10.3: Transportation improvements and expenditures should be
36 prioritized according to the following ranking:
37 a. Projects that correct safety hazards in the transportation system,with the
38 highest priority given to the safest routes to school;
39 b. Projects that maximize local transportation revenue sources by using
40 (obtaining)federal or grant monies;
41 c. Projects that are coordinated with other construction activities such as City
42 projects relating to stormwater,water or wastewater utilities as well as projects
43 which coordinate with other private or public utilities(e.g.,Puget Power,US
44 West, etc.);
Current through Ordinance 3119,passed December 8,2014.
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VI.THE TRANSPORTATION ELEMENT
1 d. Projects that incorporate nonmotorized improvements or transportation
2 demand techniques with street Improvements; and
3 e. Projects that correct roadways with high maintenance costs that are
4 prioritized according to a pavement management system.
5 Policy 10.4: Normal maintenance and street repair should generally be
6 funded from revenues received from gas tax monies and from associated utility
7 funds(e.g., stormwater)in relation to the benefits received by that utility for
8 improvements made to the utility during maintenance and repair work.
9 Policy 10.5: Thirty-five percent(35%)of the revenues generated from the
10 (two)one-quarter percent real estate excise tax funds should be reserved for
11 nonmotorized projects.
12 Policy 10.6: Cost of establishment,improvement and/or maintenance of City
13 streets,sidewalks,trails and other transportation facilities should be equitably
14 shared by those most likely to benefit from these improvements.
15 Policy 10.7: Ensure that the City's participation in a local improvement
16 district(LID)is proportionate to the benefits derived for the general public.
17 Implementation Policies
18 Goal 11:To develop a comprehensive transportation system through public and
19 private financing strategies,development regulations and concurrency,
20 transportation demand management(TDM)and other incentive programs.
21 Policy 11.1: Review all rezones and Plan amendments to ensure consistency
22 with the Transportation Element and other elements of the Comprehensive Plan.
23 Policy 11.2: Develop standards and criteria that allow for the consistent and
24 predictable review of street development applications.The criteria shall include
25 adequate flexibility to preserve natural features and trees where possible.
26 Policy 11.3: Establish a street standards variance process that includes
27 specific criteria which address unique circumstances associated with a proposed
28 street development.
29 Policy 11.4: Proceed with the development of a coordinated TDM Program
30 to be adopted by the City with involvement of Jefferson Transit and the private
31 sector.
32 Policy 11.5: Develop a TDM Implementation Plan that includes, at a
33 minimum,the following strategies:
34 a. Parking management programs for the Commercial Historic District and
35 new developments that provide incentives for encouraging park-and-ride use
36 and nonmotorized travel;
37 b. Transportation management and support services to enhance transit use;
38 c. Demand management regulation to create an environment in which
39 arterials and collectors can operate more efficiently;
40 d. Monitoring and program evaluation to assess the success of various
41 strategies and to determine how well each program is achieving its target goals;
42 e. Study and encouragement of tele-commuting as a TDM strategy; and
Current through Ordinance 3119,passed December 8,2014.
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VI.THE TRANSPORTATION ELEMENT
1 f Development and implementation of a comprehensive public education
2 and community involvement program aimed at more efficient use of the City's
3 transportation system, and long-term changes in travel behavior that will
4 minimize the need for road building programs.
5 Policy 11.6: Prepare a Transportation Demand Management(TDM)
6 ordinance as part of the City's concurrency management system. Incorporate
7 TDM actions as impact mitigation measures for development.
8
9 A description of land use assumptions used in estimating travel is contained in the
10 Draft Port Townsend Comprehensive Plan and Draft Environmental Impact Statement
11 issued on January 10, 1996.
12
13 2 Please refer to footnote# 1 above.
14
15 s An analysis of funding capability and a multi-year financing plan is contained
16 within the Capital Facilities&Utilities Element of this Comprehensive Plan{set Chapter
17 VII).
Current through Ordinance 3119,passed December 8,2014.
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VI.THE TRANSPORTATION ELEMENT
GAPS: Given changed circumstances and emerging trends are there new issues that
the Update should address? If so, would the change result in
R New or changed regulatory provisions
within the City's Code?
I. Specific capital facilities investments?
L -A defined leadership role for the City
that is aligned with available resources?
0 Other tangible outcomes-please explain
No. Issue Outcome IfL/Other
Current through Ordinance 3119,passed December 8,2014.