HomeMy WebLinkAbout5034
ORDINANCE NO. 50.34
AN ORDINANCE of the City Council of the City of
Bremerton, Washington, amending the Comprehensive Plan by
adding the Downtown Regional Center Sub Area Plan, and
amending the Zoning Code Section 20.80 to activate the
development standards for building heights, density, setbacks, and
road standards as detailed in this ordinance.
WHEREAS, the Washington State Growth Management Act authorizes the
preparation of sub area plans and allows amendments to local Comprehensive Plans to
incorporate sub area plans not limited in number during a year, and not limited to the annual
Comprehensive Plan amendment cycle; and
WHEREAS, the City of Bremerton has adopted a comprehensive plan under the
provisions of Chapter 36.70A RCW that includes policies for the creation of sub area plans, and
specifically for the area known as the Downtown Regional Center; and
WHEREAS, at the time of the 2005 zoning code update the City of Bremerton
zoned the Downtown Regional Center with a combination of zoning districts; and included a
dotted outline on the City zoning map indicating the express intention of revisiting development
standards for the area in conjunction with the preparation of a Sub Area Plan; and
WHEREAS, in the 2007 budget the Bremerton City Council authorized funding
for the preparation of a Downtown Regional Center Sub Area Plan; and
WHEREAS, the Department of Community Development widely advertised and
sponsored three public open houses on the Plan on May 7,2007, July 12, 2007, and October 23,
2007 and solicited citizen input by conducting stakeholder meetings with a range of
neighborhood groups and agencies including, the residents of the Highland I Pleasant and
Evergreen Park neighborhoods, representatives of the Puget Sound Naval Shipyard, the Mayor's
economic roundtable, Sustainable Bremerton and many others; and
WHEREAS, the 2004 Bremerton Comprehensive Plan vision statement calls for
Bremerton to be the metropolitan center of the West Sound, and includes numerous goals and
policies for distinctive growth, enticing new development, and vibrant centers, and the Sub Area
Plan is fully consistent with the Comprehensive Plan; and
WHEREAS, on November 17,2007 the City of Bremerton issued a
Determination of Non-Significance (DNS) finding the environmental impacts ofthe Sub Area
Plan and associated development standards to not have significant adverse impacts with an
administrative appeal deadline of December 18, 2007 and no appeals were filed; and
1
Downtown Sub Area Plan
WHEREAS, fIrst and second drafts of the Plan were made available to the general
public and interested parties for review and comment at City offices and on the City's web page;
and
WHEREAS, the draft Plan was received by the State of Washington OffIce of
Community Trade and Economic Development on September 25, 2007 and no adverse
comments were received; and
WHEREAS, on November 20, 2007 the Planning Commission held a public
hearing on the Sub Area Plan and concluded deliberations and made a recommendation for the
City Council's consideration; and
WHEREAS, on December 19, 2007 the City Council conducted a public hearing
so that the public had a further opportunity to comment on the Sub Area Plan and development
regulations; NOW THEREFORE,
THE CITY COUNCIL OF THE CITY OF BREMERTON, WASHINGTON,
DOES HEREBY ORDAIN AS FOLLOWS:
SECTION 1. The Comprehensive Plan is amended by the addition of the
Downtown Regional Center Sub Area Plan as presented in Attachment I, attached hereto and
incorporated by this reference as if set forth in full herein.
SECTION 2. Section 20.80 of the Bremerton Municipal Code entitled "Sub-
Area Plans" is amended as presented below.
20.80.080 SUB-AREA PLANS.
The following are sub-area planning areas where sub-area plans and unique development
regulations may be created for each:
(a) Westpark Sub-Area Plan (adopted by Ordinance No. 4998);
(b) East Park Sub-Area Plan (adopted by Ordinance No. 4962);
(c) Wheaton-Riddell Sub-Area Plan (adopted by Ordinance No. 5025);
(d) Downtown Regional Center Sub-Area Plan (adopted by Ordinance No. 5034);
AA(e) Austin Drive Sub-Area Plan;
ft>>( f) Harrison Employment Center;
ft)(g) Northwest Corporate Campus Employment Center;
AA(i) Port Blakely Employment Center.
The sub-area planning areas listed above having adopted sub-area plans are identifIed with the
corresponding adopting ordinance number. This ordinance will contain the unique regulations
and standards that guide development for that sub-area planning area. Subsequent amendment to
adopted sub-area plans need not be identifIed in this section by the amending ordinance number.
2
Downtown Sub Area Plan
SECTION 3. The City Council accepts and adopts the Findings and Conclusions
of the Planning Commission dated November 20,2007 as presented in Attachment II, attached
hereto and incorporated by this reference as if set forth in full herein.
SECTION 4. Severability. If anyone or more sections, subsections, or
sentences of this ordinance are held to be unconstitutional or invalid, such decision shall not
affect the validity of the remaining portion of this ordinance and the same shall remain in full
force and effect.
SECTION 5. Effective Date. This ordinance shall take effect and be in force ten
(10) days from and after its passage, approval and publication as provided by law.
jq!!6 day of /)e~heJr
PASSED by the City Council the
,2007
Approved this ~ day of
ATTEST:
APPROVED AS TO FORM:
CAR~~lcl(~fU
PUBLISHED the dltLt;l) day of 'J~, ~1 )
EFFECTIVE the ~ day of I:.~_
ORDINANCE NO. S()\j ~
,2007
,2007
3
Downtown Sub Area Plan
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Attachment I
Bremerton Downtown Sub Area
Planning Commission Recommended
November 20. 2007
II VIA ARCHITECTURE
Note: This is a temporary cover to be replaced with a rendering that is forthcoming.
CITY OF BREMERTON DOWNTOWN REGIONAL SUB AREA PLAN TABLE OF CONTENTS
INTRODUCTION
I-I
1.0 Introduction, Purpose and Need
1.1 Sub Area Plan Goals
1.2 Sub Area Plan Consistency
1.3 Meeting Growth Targets
4
6
7
7
2.0 Existing Conditions, MarketAnalysis
2.1 Summary of Recent Achievements
2.2 Market Analysis: Snapshot
II
12
14
3.0 Urban Design Strategies
3.1 Incorporate Sustainable Design
3.1.1 Sustainable Infrastructure
3.1.2 Building a Sustainability District
3.2 Sensitivelnfill
3.3 Design Review
3.4 Views and Vantage Points
3.5 Bulk, Skyline and Sun Access
3.6 Street Edge Definition
3.7 Public Spaces and Parks
3.7.1 "Park to Park" Downtown Loop
3.8 Building on Existing character
3.9 Strategic Parking Management
3.10 Streets for Cars People + Bikes
17
17
17
18
19
20
21
22
23
24
24
26
27
28
DRAFT - 11120/2007
INTRODUCTION
1-2
4.0 District Character and Design Principles
4.1 Downtown Core
4.2 Downtown Waterfront
4.3 Highland Neighborhood
4.4 Evergreen Park
4.5 Sustainability District
4.6 Western Harbor Employment District
4.7 Pacific Avenue
4.8 Transit Corridor
31
33
36
39
43
46
48
51
54
5.0 Streets, Circulation and Parking
5.1 Existing Conditions
5.2 Definition of Street Space
5.3 Street Circulation
5.4 Street Typologies
5.4.1 Regional Arterial
5.4.2 Multimodal Street
5.4.3 Community Boulevard
5.4.4 Pedestrian Primary Streets
5.4.5 Green Streets
5.4.6 Local Residential Streets
5.4.7 StreetTypology Summary Table
5.5 Street Design Tool Box
5.5.1 Sidewalks
5.5.2 Corner Bulb-Out
5.5.3 Midblock Crossings
65
65
68
69
70
71
72
74
75
76
77
79
80
80
80
81
5.5.4 Sharrow
5.5.5 Center Median
5.5.6 Midbk)ck Promenade
5.5.7 Street Furnishing
5.5.8 Landscaping and Street Trees
5.5.9 Low Impact Development
5.5.10 Lighting
5.6 Streetscape Action Items
5.7 Parking Existing Conditions
5.8 Parking Management Strategies
5.8.1 Long Term Parking Strategies
5.8.2 ShortTerrn Parking Strategies
5.8.3 Parking Garage Design Principles
5.9 Parking Management Action Items
81
82
83
84
84
86
86
87
88
90
90
91
92
93
INTRODUCTION
1-3
6.0 Development Standards
6.1 Definitions
6.2 Procedures
6.3 Downtown Core
6.4 Dowtown Waterfront
6.5 Multi-Family Residential (I + 2)
6.6 One and Two Family Residential (R-20)
6.7 Neighborhood Business Overlay
6.8 Employment District (ED)
6.9 Pedestrian Oriented Mixed Use (POMU)
6. 10 Transit Corridor (TC)
6. II Bonus Amenity Program
9S
96
98
102
106
110
116
122
126
132
138
142
DRAFT - 1112012007
Page left intentionally blank.
INTRODUCTION
1-4
1.0 INTRODUCTION, PURPOSE AND NEED
Bremerton's Downtown SubArea Plan provides
a long term, coordinated outlook to help
direct decision making affecting the ongoing
revitalization and regeneration of the downtown.
This will allow the City to continue to build upon
its existing natural, social and physical assets.
The Sub Area Plan supports and implements the
policies presented in the 2004 City of Bremerton
Comprehensive Plan, while concentrating
on issues and opportunities at a scale more
responsive to the Sub Area's specific needs.
How the Plan Works:
Chapters One and Two provide a generalized
introduction to the plan
Chapters Three and Four define new urban
design strategies to guide the City's preferred
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Ferry Terminal
Downtown Sub Area Context Map
patterns of urban design; detailing bulk, scale,
massing and public space design principles by
District. Chapter Five contains a set of new,
preferred street types and circulation that help
to balance transportation modes throughout the
downtown.
Most importantly for each Chapter, the plan
identifies specific implementation items, potential
funding sources, timing, and responsibilities to
achieve its vision. Furthermore, adopted as part
of the Comprehensive Plan, new development
standards will supersede as zoning within the
Sub-Area, supplementing Title 20 of the City of
Bremerton Municipal Code.
Overall, the Sub Area Plan helps resolve the
questions of how to responsibly increase density
while laying the groundwork for a long-term, high
quality city environment. The Plan encourages
development patterns which lend attention to
In The Past
the public realm, optimizing the scarce resource
of downtown land, and allowing densities to
increase even in mature neighborhoods.
In sum, the Sub Area Plan will:
I. Provide certainty and protect investment for
both community and developers;
2. Provide continuity and cohesiveness of public
realm and private spaces;
3. Encourage developers and property owners
to think beyond their property lines to achieve
mutual benefit;
4. Develop a collaborative, trusting relationship
between community, city, and "city builders";
5. Synthesize long-term community needs with
an understanding of livability issues concerning
the natural environment, the public realm, and
economic sustainability.
New Directions
Conflicting Growth in Mature Neighborhoods
A Struggling Downtown
! Automobile Dominate Streets
Copy Cat Architecture
Excess Surface Parking
J
Planned intensification in residential areas
INTRODUCTION
1-5
. ---"-'--'-1
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Sustain ability District, E.mployment District, Amenity Bonus
System and development standards by construaion type
J
Pedestrian interventions, multimodal streets, Pacific Avenue upgrade
J
Design Review Board throughout Sub Area
)
Long-term, centralized Parking Management Strategies
DRAFT - 11/2012007
INTRODUCTION
1-6
1.1 SUB AREA PLAN GOALS
1.1.1
Optimize Bremerton's existing infrastructure
investments by increasing the downtown population
without sacrificing livability.
1.1.2
Create user-friendly development and street standards
that will foster active street life, support the public
realm, and add appropriate development intensity
with an aim towards building a superior identity for
downtown Bremerton.
1.1.3
Promote fine grained and pedestrian-oriented
development by enabling desired intensification to be
achieved through a public bonus amenity system in
downtown core and downtown waterfront areas.
1.1.4
Create a functional
by designing streets
neighborhoods.
and accessible downtown
that act as links between
1.1.5
Recommend a centralized and strategic management
plan for both long- and short term parking. in
downtown bremerton to reduce existing spill over
impacts.
Downtown Sub Area Study Area Boundaries
1.2 SUB AREA PLAN CONSISTENCY
The Bremerton Comprehensive Plan, updated
in 2004, outlines the "Urban Centers Concept"
which calls for the creation of a series of compact
downtown villages, with the Downtown Sub
Area as the Urban Core and the Metropolitan
Center of the West Puget Sound.
Comprehensive planning policies outline the
development and community goals for the City
of Bremerton. These policies have provided the
basis for decisions within the Sub Area Plan.
The Community Character Element of the
Comprehensive Plan provides the best overview
of the basic themes for desired urban growth
patterns.
CCl Demonstrate excellent urban design
qualities in urban development.
CC2 Assure that new development relates
to surrounding uses and provides for urban
livability.
CC3 Provide a safe, pleasant and rich
pedestrian experience.
CC4 Promote the development of areas of
special character, encouraging a diversity of
communities within the city.
Additional comprehensive plan policies as they
relate to the Sub Area Plan, are summarized
below.
1. Encourage a Mix of Uses:
-Promote neighborhoods which foster
interaction among residents, contribute to well-
being of citizenry, and create and sustain a sense
of community and personal safety.
-Strategically locate mixed use, and higher density
development around existing infrastructure and
transportation hubs.
2. Distinctive Design:
-Build upon the intimate scale, street grid, and
historic buildings of downtown Bremerton
to create an environment having distinctive
character and quality.
3. Create a Lively Downtown:
- The Waterfront District should contain a mix
of transportation facilities, marina and sport
services, specialty shops, and restaurants, and
low-rise, high density residential.
-Encourage the expansion of services and
utilization of amenities to attract citizens to the
downtown business district beyond core business
hours.
INTRODUCTION
1-7
4. Preserve and Enhance the City's Character:
-Buildings should demonstrate efforts to
accommodate a human scale and urban livability.
-View corridors in alignment with east-west
upland streets should be preserved.
-Ensure that infill construction is done in a
manner that reinforces the neighborhood's
desired and defined character and architecturally
complements the surrounding commercial and
residential areas.
5. Use Design Review:
-The Development Standards within the Sub
Area Plan use the Design Review Board as a key
tool to ensure that design remains compatible
and consistently high quality.
1.3 MEETING GROWTH TARGETS
The Downtown Sub Area Plan seeks to meet
population and employment growth targets as
projected per the 2004 Comprehensive Plan.
The Sub Area Plan does not call for a substantial
increase in density. Rather, the Sub Area Plan
details the form and design of future development
within the growth parameters already evaluated
with the 2004 Comprehensive Plan. A buildout
analysis demonstrating consistency with
established growth targets is prepared with the
Sub Area Plan and is on file with the Department
of Community Development.
DRAFT - 11/20/2007
INTRODUCTION
1-8
1.3.1 PLANNING PROCESS
The sub area planning process contained a public
outreach component including the following:
I. Individual one-on-one and group meetings
were held with stakeholders identified by the
City of Bremerton, Community Development
Department. These meetings occurred through
out the planning process. Stakeholders are listed
in the table at right.
2. To refine development standards for the Sub
Area Plan, a focus group was held with professional
market analysts and local stakeholders in the
development community to ensure project
feasibility and impacts. This meeting also helped
to ensure that the development standards reflect
community goals outlined in the Comprehensive
Plan.
3. Three Public Open Houses were held at the
City of Bremerton City Hall. These community
meetings were advertised through mailed and
published notices to residents living within 2/3
mile of the downtown Sub Area.
Contacted Stakeholders
Bremerton Housing Authority,
Department of Economic
Development,
Department of Public Works,
Fire Department,
Public Safety,
Parks Department,
City of Bremerton, Attorney,
City Council members,
Department of Defense, US,
Naval Base, Bremerton,
Diamond Parking,
Local Development Community,
Kitsap County Consolidated
Housing Authority,
Kitsap Transit,
Mayor's Economic Roundtable,
Olympic College,
Parametrix (Non-Motorized
Transportation Plan
Coordination),
Puget Sound Naval Shipyards,
Residents, Highland
Neighborhood,
Residents, The 400 Building
Residents, Harborside
Sustainable Bremerton
Public Open House
May 5. 2007 - City of Bremerton. Council Chambers, Open House: Existing Conditions.
July 12, 2007 - City of Bremerton, Council Chambers, Open House: Alternatives.
September 18. 2007 - City of Bremerton, Council Chambers. Open House: Preferred Alternatives.
October 23, 2006 - City of Bremerton. Council Chambers, Presentation of Draft Report.
INTRODUCTION
1-9
PAGE INTENTIONALLY
LEFT BLANK
DRAFT - 1112012007
2.0 EXISTING CONDITIONS, MARKET ANALYSIS
Located in one of the nation's most compelling
geographic locations, Bremerton's Downtown
has tremendous natural assets; proximity to
world class recreation areas, such as Olympic
Park, the Puget Sound and the Washington
Coast; a historic downtown with distinctive
neighborhoods; proximity to educational insti-
tution (Olympic College) and a new thriving
waterfront district.
The City of Bremerton was incorporated in
190 I, ten years after the Navy located its base
on the peninsula's southern shore at Sinclair
Inlet. During the next century, Bremerton's
economy echoed the booms and busts of the
Pacific Northwest, resource-based economy,
but it has also been uniquely influenced by the
requirements of the US military, following a
trajectory of expansions and contractions to
accommodate global geopolitical shifts. The
Naval Base expanded quickly during World War
One to include ship building, and expanded
again during the Second World War to a peak
of 40,000 workers. The Navy base is now the
second largest industrial employer in Washington
State, employing around 15,000 civilian and,
13,000 military workers within Kitsap County.
The Puget Sound Naval Shipyards (PSNS) has
become one of the Navy's best; authorized
for submarine recycling, deactivation and ship
overhaul and refitting.
Despite a synergistic relationship with the
Shipyards, even the presence of this large
employer could not forestall the shuttering of
downtown businesses after the development of
the regional highway system and the opening of
the Silverdale mall beyond the city limits. Pacific
Avenue's anchor, JC Penney closed its doors in
1980, and many other retailers soon migrated to
the mall. Without a local population to support
retail businesses, the area's primary use became
surface parking for the two major commuter
destinations -- the Washington State Ferry
terminal and the PSNS.
However, times are changing. Bremerton's
current approach to development through pro-
active public investment, planning and economic
revitalization is poised to alter the region's per-
ception of the downtown.
While existing and future market conditions
will determine the rate at which existing neigh-
borhoods transition, enterprising and forward
thinking planning can also help to bring new
investments downtown.
EXISTING CONDITIONS
2-11
View o(the Olympic Mountains (rom Bremerton.
Traveling by Ferry Boat is a common commuting method.
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The Harborside Boardwalk
DRAFT - 11/20/2007
EXISTING CONDITIONS
2-12
2.1 SUMMARY OF RECENT ACHIEVEMENTS
Harborside Revitalization Project
Beginning in 200 I, the City of Bremerton
created an aggressive, award winning plan
for the revitalization of its downtown. City
departments secured substantial funding for
new waterfront developments as part of its
"Downtown Revitalization Plan," including a
new regional waterfront conference center with
hotel, parking, restaurant, retail and living space,
expanded marina facilities and a series of water-
front condominiums on Washington Avenue.
Harborside Fountain Park and Maritime Museum
Norm Dicks Government Center and City Hall
Through a partnership with Kitsap County
Consolidated Housing Authority, and Kitsap
County, this $25 million facility serves as
Bremerton's new City Hall and hosts several
other offices and agencies. The government
center was Bremerton's first redevelopment
project associated with the new Downtown
Revitalization Plan. Ground broke in March
2003; the facility opened in November 2004.
Kitsap County Consolidated Housing Waterfront
Condominiums
In 2002 Bremerton's City Council appointed
KCCHA as the City's Community Renewal
agency. Their Harborside waterfront condo-
minium project is financed through private
investments and public grants. Its leadership in
transitioning under-used waterfront land to new
high density housing will bring new residents to
the downtown. Furthermore, the project has
successfully jump started the economic revital-
ization of the area and led to private investments
including 400 Washington Avenue.
Harborside Project
(left)
Harborside Fountain Park
Norm Dicks
Government Center
(toP)
A 2.5 acre park located in downtown Bremerton
opened on May 5, 2007. Located on the water-
front in close proximity to the ferry terminal,
this project was completed in partnership with
the Bremerton Naval Base. Already a popular
destination for residents, this park has lush
greenery, interactive fountains, and wading pools.
400 Washington
(middle)
Naval and Maritime Museum
The existing Naval and Maritime museum will be
relocated to Building 50 within the Harborside
Fountain Park, a registered historic structure.
Building on the success of the battleship Turner
Joy, the museum will be dedicated to the history
of the Naval Shipyards, and will be the first Naval
museum to focus on shipbuilding.
Pacific Avenue Corridor Revitalization
The revitalization of Pacific Avenue from 1st
to 6th Streets will get underway in 2009 with
sidewalk extensions, curb bulb-outs, and Low
Impact Development techniques to filter storm-
water.
Memorial Plaza
In partnership with the Navy the Pacific Avenue
streets cape is anticipated to improve with the
development of Memorial Plaza. This concept
will extend streetscape improvements and
an associated plaza and public space north to
Burwell along I st Avenue from the Harborside
Fountain Park. This project resulted from the
Revitalization Plan, and is still in conceptual
stages.
Port of Bremerton Marina
Construction on expansion of the Port of
Bremerton Marina to 335 slips began in 2007
and is scheduled to open in the first quarter of
2008. The wave-attenuating breakwater installed
in the summer of 2007 protects the marina
from turbulence caused by weather and the
ferry. The concrete breakwater is 25 feet wide
and ten feet high - large enough to host water
festivals and events.
Bremerton Downtown Pedestrian! BTC Access
Improvement
The purpose of this project is to provide effi.
cient and functional transportation routes to
improve access to and from the Bremerton
Transportation Center (BTC), alleviate con-
gestion, and provide safe, pedestrian friendly
access to Bremerton's downtown area. Specific
elements to satisfy the project purpose include:
. Improve transportation circulation and
safety in downtown Bremerton, as outlined
in the Transportation Element of the City of
Bremerton's Comprehensive Plan.
. Improve pedestrian, bicycle, and vehicular
mobility and safety within the City of
Bremerton's downtown core area.
. Provide uninterrupted access to local
businesses, residences, and recreational areas in
the downtown core.
. Separate regional trips from local trips.
. Enhance ferry, transit, and naval traffic regional
movements by providing a direct access route
on SR 304 between the Washington State Ferry
Terminal (BTC) and Naval Avenue.
. Enhance BTC operations.
EXISTING CONDITIONS
2-13
A vision of Pacific Avenue with enhanced sidewalks
Srtlmorton
P...got So.und ~oa::~t~gin
Navel Shipyard A.
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Location of BIT Access Improvement Tunnel
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Rendering of new marina: Source Port of Bremerton
DRAFT - 11120/2007
EXISTING CONDITIONS
2-14
2.2 MARKET ANALYSIS: SNAPSHOT
In order to gain a better picture of conditions af.
fecting downtown, a market analysis and overview
has been completed in a separate report entitled:
Locational Analysis for Downtown Waterfront Area
(September 2007). The report compares the
demographic conditions and housing and retail
markets of the Sub Area to Kitsap County
and the City of Bremerton Competitive area
(about two mile radius from the downtown).
This section provides a very brief summary of
findings and associated economic development
recommendations. For a full report, please refer
to the document, available by request from the
City of Bremerton's Department of Community
Development.
Emp/oyment Opportunities and Nava/lmpact
The employment breakdown within Kitsap
County shows an area still heavily influenced by
the presence of the Naval Base with a total of
31.6% of employment in government jobs. 73%
of those who work at the Shipyards originate
within the County and 43% of those live within
Bremerton city limits. Furthermore, a significant
portion of private sector jobs are also related
or depend upon the Navy's activities. This
affect's Bremerton in a number of ways; because
government services drive the job market in
Bremerton. the diversity of incomes in the
area is modest, while median incomes are also
somewhat lower than elsewhere in the region.
A more diverse economy will help to provide
stability from the booms and busts associated
with the Navy, particularly with the influence of
ships both in and out of port. This has begun
with the downtown revitalization plan. and the
development of the Kitsap Conference Center
and the Harborside complex.
Retail and Markets
In 2006. Bremerton received 22% of Kitsap
County's taxable sales receipts while Unincor-
porated Kitsap County (driven by the Silverdale
area) received 52%.
However. Bremerton's 22% retail market share
is primarily consumed by automobile related
sales. In fact, nearly 60% of all taxable sales in
the City of Bremerton are derived from the sale
of motor vehicles and parts. This high number of
sales means that people purchasing automotive
43% Bremerton
34% Port Orchard
3% Other
PSNS Employment Population by County, and City (June 2007)
Source: PSNS
parts are not only those living within the city,
but also others coming in from outside areas.
When automotive sales are excluded from
the analysis on tax receipts. only 12% of
Kitsap County's sales receipts are captured in
Bremerton. From this analysis we can draw the
conclusion that the City of Bremerton is under
retailed.
Analysis suggests that the City of Bremerton
has enough capacity and opportunity for growth
to add retail sales in the following areas:
Electronics and Appliance;
Clothing and Clothing Accessories,
Sporting Goods,
Hobby,
Book, and Music,
General Merchandise.
Kitsap County Employment by Industry (June 2007)
Source: State ofWashington Employment Security
Growth in these markets will be particularly
strong if there is an increased population living
in downtown.
Housing
Housing in Bremerton is still affordable with sig-
nificantly lower median home prices compared
to other locations in the Puget Sound Region.
As of June 2007, almost 95 percent of all for-
sale housing was priced below $400,000. These
lower prices are generated by somewhat
lower median incomes, but also illustrate Kitsap
County's relative isolation from other parts of
the Puget Sound Region.
Within the Downtown Bremerton Sub Area
there is an opportunity to create setting with
new urban type housing unique to the Kitsap
peninsula.
New housing should remain economically within
the reach of residents, however recent surges in
the cost of construction makes the affordability
of larger scale projects harder to control. In
order to continue to attract private investment
that can offer housing products at affordable
rates the City will implement effective land
use policies to mitigate private developer risk
through the application of incentives and tax
abatements.
2.2.3 TOOLS FOR CHANGE
7. Encourage existing property owners to invest or sell
Currently within the downtown Sub Area, there
are large areas of underutilized land. With an
urban redevelopment strategy based in part on
infill, unmotivated property owners should be
aggressively encouraged to improve properties.
This can be done using numerous methods
such as intensive code enforcement; instituting
a fa<;ade improvement program; and applying
public pressure to expose problem behaviors.
2. Access funds for investment through a Local
Improvement District (LID)
An LID or a similar taxation vehicle will ensure
that unmotivated landlords do not get a "free
ride." In addition, building partnerships and
meeting regularly with other public entities in-
terested in the success of downtown; helps to
manage public perception to change investors'
views of the City.
Concurrently, incentives such as extending
property tax abatements can help to offset
private developer risk.
3. Create a high quality urban environment
Sub Area Plan adopts urban design strategies
which seek to optimize Bremerton's significant
locational advantage, Through attention to the
public realm, the Plan seeks to create a high
EXISTING CONDITIONS
2-15
quality, sustainable urban environment to help to
stimulate new investment.
A part of this effort is to create a strong market
identity for the "Harborside District" with an
enhanced public realm.
Harborside is
located east of
Park Avenue
and south of 6th
Street.
4. Apply Incentives
Continue to apply and expand incentives and tax
abatements to mitigate private developer risk
to redeveloping underutilized property in the
Downtown. Since market rents in Downtown
are low relative to the region but construc-
tion costs are constant, at this time incentives
remain necessary to close the feasibility gap for
new construction. At this stage in Bremerton's
redevelopment incentives are still necessary to
make Downtown Bremerton competitive for
investment in new construction
DRAFT - 1112012007
EXISTING CONDITIONS
2-16
2.0 Market Action Items
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' -<..- f~"" .S ,"'~'.;,.;t,,1;\' .'\'~ _ n.-.,.. ,- .<';"'.f ;:, ~.
Expand multi-family property tax incentive Council. DCD,Attorney. Concurrent with : Property tax frozen at time of
through-out the Downtown Sub Area Sub Area Plan : development for ten years.
....""".. ...... ..... a~()p~iCl~... ...... ....". .... .....".... ......". ." ....
Work with property owners to create a LID Council. DCD. Economic 2008 - On LID may be tailored to downtown
for the ongoing improvement of Pacific Avenue Development needs with help from the City
and other identified areas. Property owners Finance Department.
to decide priority areas and set goals for street
upgrades.
Facade improvement programs help provide
grants to small business owners for facade
treatment.
DCD. DRB. CDBG.
2009 - 2012
Allocation of Staff Time. Grant
funding
Advocate for passenger-only ferry to increase
transit frequency and reliability to benefit both
commuters and businesses located within
Bremerton.
: Council. Mayor
2008 - On
3.0 URBAN DESIGN STRATEGIES
This Chapter lays out TEN urban design strate-
gies that provide the foundation and inspiration
for downtown. Sections following provide a
discussion of these strategies, and summarize
their application within the Sub Area.
3.1 INCORPORATE SUSTAINABLE DESIGN
Good city planning has always been about the
creation of policy to better provide for long
term public health and safety. More recently,
the introduction of sustainability concepts to city
urban design has led to the following:
a. A broader scope of relevant variables affecting
decisions about the built environment;
b. A clear framework for informed decision
making;
What is Urban Design?
URBAN DESIGN STRATEGY
3-17
Urban Design is the art of making safe, comfortable and inviting
places for people. It includes the way places look, work and feel.
Urban design includes the connections between places and build-
ings; the character of the built environment and the processes
used for ensuring successful vii/ages, towns and cities.
c. Mitigation of regional and national concerns
such as climate change, natural resource
preservation, water and air quality and energy
independence;
d. Understanding of the long term costs and
benefits of basic infrastructure investments on
social, environmental, and economic health.
A city designed for sustainable solutions is
one which can simultaneously respond to a
triple bottom line of economic, environmental
and social equity concerns. Sustainable solu-
tions exist where all three concerns intersect.
Bremerton's new Boardwalk. planned to skirt its
downtown shoreline with both a pedestrian and
cycling route and as access to a new sewer main.
is an example of smart, sustainable planning,
combining, economic. social and environmental
benefits within one project.
~
3.1.1 SUSTAINABLE INFRASTRUCTURE
Approximately one third of the urbanized land
area downtown is composed of paved streets.
Storm water runoff from these impervious
surfaces is collected in city storm drains and
can negatively affect the environment through
the pollution of streams and the Puget Sound.
Furthermore, as a city. with older infrastruc-
ture during intense storm events, downtown
Bremerton may experience Combined Sewer
Overflow events, sending sewer overflows
directly into the Puget Sound.
While a reduction in the amount of storm water
collected in the city system has already taken
place through a mandatory downspout discon-
nection program, the introduction of a "Green
Streets" program will introduce the application
local bio-filtration and detention methods to
both reduce and filter storm water entering the
DRAFT - III 201 2007
URBAN DESIGN STRATEGY
3-18
city sewer system. The "Green Streets" program
can help implement the broad application of
green infrastructure such as bioswales, stormwa-
ter curb extensions and permeable paving during
street upgrades.
3.1.2 BUILDING A SUSTAINABILlTY DISTRICT
Public Education and Awareness
According to the US Department of Energy,
buildings consume two fifths of total US energy,
and generate forty percent of its atmospheric
emissions and approximately one fifth of its
water effluent. In order to minimize the ecologi-
cal footprint of the built environment developers,
architects, and homeowners are seeking more
efficient and sustainable construction methods
as well as to implement "green" building prac-
tices. Current eco-friendly practices range from
simple lost cost upgrades to more expensive
long term solutions such as solar heating.
Within the downtown Sub Area, sustainability
begins within a multi-family residential district
located at the western edge of the downtown.
This district has been selected in order to build
upon a confluence of existing assets, and to
heighten awareness among downtown residents.
The future scale and scope of the Sustainable
Distria will be determined by local stakeholders
through a public process designed to engage
and challenge conventional practice. The public
process should target the development of
sustainable policies pertinent to this area, as well
as those which will be applicable to other areas
within the city.
The 3 Pillars of Suslainabilily
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I. Minimize the ecological
disturbance associated with
residential development. To the
extent possible, post-devel-
opment conditions should
preserve, restore, or enhance
the habitat, vegetation and
hydrological characteristics.
2. Mitigate the environmental
impact of energy consump-
tion by decreasing the total
amount of energy required for
the home.
3. Reduce the volume of
water used for residential
uses including landscaping and
household use.
4. Improve indoor air quality
by reducing chemical emissions
from materials used in the
home, and through effective
building ventilation to remove
pollutants.
5. Encourage more efficient
use and re-use of building
materials, and the use of mate-
rials from renewable and/or
local sources.
6. Decrease the materials
sent to landfills during the
construction phase, and by
including composting, and
recycling programs.
7. Develop an understanding of
how home owners within the
district, and increasingly those
outside, can contribute to a
broader community under-
standing of the economic,
ecological and human health
benefits of high performance
buildings.
8. Create more dense and
walkable communities that
reduce dependence on the
automobile and impacts from
roads and highways.
3.2 SENSITIVE INFILL
Most anticipated development within the Sub
Area will be located on vacant or underutilized
property in already developed neighborhoods.
Infill development has the following benefits:
1. Makes the best use of urban infrastructure;
2. Responds to regional policies calling for
shift of populations nearer to employment
and transportation centers;
3. Supports social equity by providing
convenient access to jobs, and reducing
the reliance on the automobile;
4. Helps conserve Kitsap County's forest,
agricultural and resource lands.
Sub Area Plan Development Standards call for
several key changes to encourage infill; including
taller more slender buildings in the Downtown
Core and Downtown Waterfront areas if public
amenities are provided, a Pacific Avenue "Park
to Park" mixed-use development corridor, and
increased densities and flexible development
standards in the Evergreen Park Neighborhood.
Design Principles listed in Chapter 4 of the Plan
help ensure that this new infill development is
sensitive to existing built form without being
overly prescriptive. Furthermore, over time,
the development of specific design guidelines
and a palette of appropriate precedents can
also ensure that new infill continues to have an
overall positive contribution to the downtown's
neighborhoods.
Infill issues of particular importance further
discussed in the Plan include:
1. Height, Bulk and Scale
2. Street Frontages and Street Character
3. Housing Choice
4. Housing Preservation
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Some recent
projects have lost
a clear relationship
to the street, or
over emphasize
vehicle access.
Sample Housing
Prototypes helP
create more
appropriate in fill
development.
URBAN DESIGN STRATEGY
3-19
Miller Mews courtyard in Seattle has been recognized as good
example of infill development. The project made use of ~exible
development standards through design review. The project
shows that character and charm do not need to be sacrificed to
higher densities.
DRAFT - III 201 2007
URBAN DESIGN STRATEGY
3-20
3.3 DESIGN REVIEW
The City of Bremerton 2004 Comprehensive
Plan made a strong call for Design Review. The
Design Review Board (DRB) is an appointed
body which makes recommendations on project
design based upon their interpretation of appli-
cable Urban Design Principles and the intent and
purpose of development standards.
This Plan expands the Design Review boundary
to cover the full Sub Area for all projects achiev-
ing the following threshold;
1. Residential units of four or greater
2. Commercial projects of 5,000 sq. ft. or greater.
This will ".allow site responsive flexibility to be
set for small scale infill projects as well as large
scale developments. The following is a summary
of expected benefits from an expanded Design
Review Program.
Design Review Community Benefits:
. Reviews and analyzes proposed projects to
provide early design guidance
. Provides an avenue for public feedback
Design Review Developer Benefits
. Allows developers to respond to unique site
conditions
. Provides relief from prescriptive dimensional
requirements such as setbacks and bulk
. Promotes community participation on projects.
Chapter 4: District Character contains a set
of Urban Design Principles for each Character
District. These principles are a guide for the
DRB's review and conditioning of development
proposals. The DRB will also be responsible
for interpreting the adequacy of public amenity
features with developments in the Downtown
Core and Downtown Waterfront Districts make
use of the Public Amenity Bonus system.
~ Early Design Guidance Massing study
2
Detailed Design
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3.4 VIEWS AND VANTAGE POINTS
Among Bremerton's greatest assets is its exten-
sive waterfront and maritime heritage. With
good planning, water access and views can be
shared by the public as well as future private
development.
Street-ends to the waterfront should be priori-
tized as public plazas or overlooks in order to
promote visual connections to the water.
To make sure that these connections take place,
the Sub Area Plan makes use of a bonus amenity
system as well as development standards that
will trade bulk for height. Within the Downtown
Waterfront District, development standards
promote taller, slender towers that reserve
more space at the ground level and require high
levels of transparency.
The architecture and design of upland building
design should also make good use of dynamic
downtown topography, and consider both near
and distant views.
URBAN DESIGN STRATEGY
3-21
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Where possible, private development should
accommodate physical conneaions to the
waterfront, in particular through the public
access to the planned waterfront boardwalk
and downtown waterfront promenade.
DRAFT - III 201 2007
URBAN DESIGN STRATEGY
3.22
3.5 BULK, SKYLINE AND SUN ACCESS
As buildings in downtown Bremerton continue
to grow "upward," steps should be taken to
manage the skyline and preserve sun access.
Over time, new tall buildings will create a
skyline that is dramatic as seen from the water
and diminishes the visual focus on the shipyard.
Design standards for towers, and bulk controls
should be balanced with floor area ratio (FAR),
providing flexibility around how building massing
on specific sites is arranged. Key to creating a
livable city will be to ensure the proper scale of
the street wall to the public right of way, as well
as to ensure sunlight on public spaces. In many
zones there are height limits for buildings along
the facade line to minimize over-shadowing and
wind turbulence along the street. The following
strategies apply within the Downtown Sub Area:
I.A mandatory minimum 80 foot radius between
adjacent tower structures in Downtown Core
and Downtown Waterfront zones will provide
for a separation between buildings; make for
better neighbors, and preserve views by limiting
bulk on individual blocks.
2.Tower floor plate maximums are set within the
Downtown Core and Downtown Waterfront
Districts with the most slender floorplates set
on the waterfront. Larger floorplate areas are
allowed for building bases.
3. The Design Review Board will consider how
specific projects can minimize visual intrusive-
ness on the skyline through assistance in the
placement of towers. Placement should be
designed to ensure projects do not dominate or
negatively affect streetscape character.
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5. Sunlight in waterfront view corridors and on
plazas and parks is a priority for the downtown
area, particularly as the residential population
grows. The diagram below shows the relative
path of the sun through the annual cycle.
Summer Solstice
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Sun Paths and Shadowing Impact
Winter Solstice
URBAN DESIGN STRATEGY
3-23
"Something happens, because something happens, because something happens..." Jan Gehl, Life Between Buildings
3.6 STREET EDGE DEFINITION
New buildings throughout the Sub Area must
adopt an appropriate relationship to the street
in order to better encourage informal social
interaction, outdoor activity. and a pedestrian
orientation.
,
,
,
,
,
,
.
.
.
On commercial streets, good street context
includes high facade transparency, facade modu-
lation offering pedestrian pleasant places to rest
or sit, and a frequency of entrances. Throughout
downtown, it is preferable that new develop-
ments be comprised of shops with limited street
frontage. Smaller-scaled stores offer visual
diversity while large scale commercial businesses
occupying a significant length of frontage are
generally not appropriate within the downtown
Sub Area.
Public Space
) Semi- Public
Space
Within residential environments good street
edge definition is achieved through clear and
recognizable transitions between
1. Public,
2. Semi-public,
3. Private spaces.
As a general rule of thumb. all eXisting space
within residential lots should be designed to be
used by residents, and should clearly belong to
one of the three categories. Undefined and left
over spaces should be avoided.
Individual, articulated and recognizable entrances
at street level. both on commercial and residential
streets helP articulate the street edge. In residential
and mixed neighborhoods, the regular rhythm of
townhouse entries and terraces constitute much of
what is immediately seen by passerby. Here, a stoop-
like outlook and low fences along the street provide
both a place for people to stand and socialize with
neighbors as well as a clear delineation of semi-public
from public space.
,
,
,
.
.....--.......
) Private Space
Modern townhouse terraces
DRAFT - III 201 2007
URBAN DESIGN STRATEGY
3-24
3.7 PUBLIC SPACES AND PARKS
Planning for new amenity space is a significant factor
in the ongoing public life of downtown Bremerton.
As population density increases, the role of the city's
public spaces as locations for animated activities (both
organized and incidental) will become increasingly
important as the city center entertainment and resi-
dential uses extend and diversify.
3.7.1 "PARK TO PARK" DOWNTOWN LOOP
The City of Bremerton is developing a 3,200-foot-long
over-water boardwalk connecting the existing Louis
Mentor Boardwalk in the Harborside District to the
City's popular Evergreen Park.The boardwalk will serve
two purposes; it will provide a recreational waterfront
experience for residents and visitors and it will provide
access for maintenance of an adjacent sewer on the
beach.
Pacific Avenue will complete the downtown loop as the
link forming a "Park to "Park" corridor. Streets cape
enhancements (outlined in more detail in Chapter 5)
will help to make this a walkable and pedestrian friendly
street. In the future, a downtown circulator shuttle
may be appropriate on Pacific and Washington Avenues
to service new shops, and make a convenient transit
connection between the parks.
Small urban plazas can
be achieved through the
Bonus Amenity System.
New public spaces should
be defined by facades of
buildings, trees, garden
walls, or other elements
with strong lines and clear
geometries.
Park To Park Loop
........
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.. Place Connection
-
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-
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-
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anette Bridge Landing
Memorial Plaza
*
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Existing Public
Space
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Harborside
Fountain Park
'-
Boardwalk
.
-
-
-
-
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-
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Proposed Public
Space
Harborside
Park and
Boardwalk
Four planned connections to the boardwalk will populate
the shoreline with nodes of activity. Boardwalk connec-
tions will provide areas of significant public interest at
the shoreline, allowing for active waterfront uses such as
walking, cycling and jogging.
Burwell Street: This public promenade and park
will be the major connection between the downtown
commercial area and the waterfront boardwalk. A public
space should be developed concurrently with the Phase
II of the Harborside project. The public space should
offer adaptable settings with the flexibility to accommo-
date diverse activities.
5th/6th Street Connection: This connection will be a
major pedestrian promenade and public space provided
in conjunction with the redevelopment at the base of
5th/6th streets.
Manette Bridge Connection and Park: Anticipated
to include both a staircase and an elevator with a glass
front, this connection will be a critical link in both the
City's Bridge to Bridge trail system and the Kitsap County
Mosquito Fleet Trail System. It will be constructed as
a follow-on project once the new Manette Bridge is
completed. In order to best accommodate the space for
connection, collaboration with WSDOT during bridge
construction is necessary.
Staging lots at the Manette bridge landing should be
developed as public space after work on the bridge is
completed.
II th Street Place: A free-standing stair bridge will
provide a neighborhood connection to the new board-
walk. Due to street terrain and constrained space this
will be the only non-ADA accessible connection.
Park To Park Loop
URBAN DESIGN STRATEGY
3.25
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DRAFT - III 201 2007
URBAN DESIGN STRATEGY
3-26
3.8 BUILDING ON EXISTING CHARACTER
Downtown Bremerton has a long history and
established culture and character. The first post-
office was built in 1892 and the first school, in
1895.
In particular. Pacific Avenue, the city's first main
street is the site of historic character buildings
including the Bremer Trust and Savings Bank at 202
Pacific Avenue and the Admiral Theater at 515 Pacific.
The Haas Building, located on 4th Street also
combines elements of Art Deco and International
Modern styles. Other nearby and unique landmark
buildings are the former Elk's Hall at 5th and
Pacific and the Roxy theater.
While the Sub Area Plan envisions a new phase
in the revitalization of the downtown, these
ideas are firmly rooted in the urban form of the
existing downtown.
Employment District
Highland Avenue
Waterfront connectivity
Design principles to ensure compatible infil!.
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(above) The Admiral Theater, Bremer Trust and Savings
Bank, and the Haas Building (left),
3.9 STRATEGIC PARKING MANAGEMENT
Parking standards should not be a barrier to
development. As a result, development stan-
dards for the downtown Sub Area reflect a new
flexibility and reduced requirements in order
to make better use of its locational advantage
near transit and employment centers. Already,
developers may make use of alternative parking
methods such as Satellite Parking (off site
parking), Shared Parking (parking spaces that
are shared between users at different times) to
maximize parking spaces.
The City is also moving towards a long term
parking management plan in order to reduce
the impact of downtown's major users (the WS
Ferry and PSNS). Strategies will be identified and
implemented to maximize the existing parking
downtown and over the long term reduce
dependency on automobiles, through a mixed
use and compact walkable downtown.
Downtown employers will be required to partic-
ipate in a Transportation Demand management
program to reduce the number of employees
who drive single occupancy vehicles to work.
Development Standards and Design Principles
also implement parking lot design standards to
ensure that parking will not occupy key spaces
such as corners, the space between a building
frontage and the street, or building ground floors
without adequate screening.
URBAN DESIGN STRATEGY
3-27
Placing bioswales within parking lost
helps to reduce stormwater impacts.
Sub Area Plan Design Principles
encourage the use of Low Impact
Development Techniques in all
surface lots.
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Parking garages don't have to be
unsightly. This new civic parking lot in
Santa Monica is the nation's first parking
structure certified by the U.S. Green
Building Council Leadership in Energy
and Environmental Design (LEED), Solar
panels on the structure's roof power the
building.
DRAFT - I II 201 2007
URBAN DESIGN STRATEGY
3-28
3.10 STREETS FOR CARS PEOPLE + BIKES
City streets are more than the asphalt paving
between the curb edge, they also include the
improvements between property lines: sidewalks,
street trees and landscaping as well as controls
over the relationship of the property edge to
the public right of way. As a vital component of
our community- not just for transportation func-
tions, the street is the setting of social activity
and interaction, public gatherings and commerce.
As the future location of a vibrant town center,
street improvements within the Sub Area should
reconcile the balanced use of rights-of-way for
vehicles, transit and non-motorized transporta-
tion methods.
The Sub Area Plan brings together an under-
standing of both land use and transportation
with development standards that address street
Corner extensions
type, and require a responsiveness to existing
street character.
Chapter 5 Circulation develops a set of Street
Typologies to provide a coordinated outlook
for the ongoing revitalization of downtown.
This Chapter outlines a series of pedestrian
improvements and traffic calming techniques,
such as corner bulb outs, mid block crossings,
and enhanced sidewalks to buffer pedestrians
from vehicles.
Facade transparency
Furthermore several new bicycle routes have
been identified as part of the non-motorized
transportation plan completing north-south
and east west cycling connections through the
downtown Sub Area.
Enhanced sidewalks, benches and street furniture
URBAN DESIGN STRATEGY
3-29
PAGE INTENTIONAllY
lEFT BLANK
DRAFT - III 201 2007
DISTRICT CHARACTER
4-30
iJ
4.0 DISTRICT CHARACTER AND DESIGN PRINCIPLES
Each of downtown Bremerton's urban neigh-
borhoods retain singular attributes that help
differentiate between them. Characteristics
such as historic buildings, key recreational or
commercial destinations, scale and street type
and natural features provide each neighborhood
with its own unique "sense of place."
This Chapter identifies these form-based "clues"
to help establish principles to guide the intensity
and style of future development.
For each neighborhood, the Plan identifies a.) its
existing character; b.) a future vision including
opportunity for future growth and c.) key tools
and/or recommended actions to achieve that
vision. In order to reinforce and further distin-
guish these neighborhoods, the Sub Area Plan
encourages the development of distinct activity
areas and gateways, context sensitive buildings
and key physical connections.
Evergreen
Park
Sustainability
District
Transit
Corridor
Employment
District
This chapter's discussion should be used to
inform the intent and purpose of associated
Development Standards. A set of basic Urban
Design Principles that outline the physical char-
acteristics of the district is provided for each
Character District will be used by the city's
Design Review Board as a guide for the review
and conditioning of project proposals.
DISTRICT CHARACTER
-
4-31
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DRAFT - 1112012007
DISTRICT CHARACTER
4.32
Overlay District land Use Plan
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4.1 DOWNTOWN CORE
EXISTING CHARACTER
Already the most fully developed area of
Bremerton, the Downtown Core is a high-inten-
sity office and employment center and primary
hub for business, communications, office and
hotels. Dynamic topography. surprising street-
end views to the Puget Sound and the Olympic
Mountains and the presence of the PSNS lend
the downtown its character, while proximity to
transportation at the WS DOT ferry terminal,
and Kitsap Transit bus service provide some of
the best transit in Kitsap County and make this
an obvious place for centralized activities.
Relatively short blocks and narrow walkable
streets contribute to the pedestrian friendliness
of downtown and a number of historic buildings
contribute to Bremerton's rootedness and con-
nection to its past.
Existing: Downtown Pacific Ave
Existing: Bremerton Skyline
DISTRICT CHARACTER
4-33
Vision: A walkable, active downtown with wide sidewalks,
and a range of building scales.
VISION
An expanded and revitalized Downtown Core
will contain qualities and characteristics that
do not exist elsewhere on the Kitsap Peninsula.
Additional population will activate the area at
all times of the day and achieve a "vital, 24 hour
a day downtown." The primary goal will be to
encourage people to linger, leave their cars
behind and explore beyond their first destina-
tion.
Sub Area Plan development standards encourage
large scale, assembled, mixed-use projects with
residential components. An Incentive Zoning
program allows increased tower heights with
limits only in those areas abutting residential and
lower-intensity uses at the district boundaries
(see figure 4.4). Participation in the Incentive
Zoning program is predicated upon streetscape
upgrades as required by Sub Area Plan Street
Typologies and as directed by the Design Review
Board. Additional design standards will apply to
towers.
DRAFT - 11/20/2007
DISTRICT CHARACTER
4-34
URBAN DESIGN PRINCIPLES
These Principles inform the overall character of buildings within the Downtown Core in order to estab-
lish a vital. active public realm with a diversity of uses.
An Active, Vital Downtown
Creating an active. safe public realm is a priority
for the city's main shopping and walking district.
Ground floor facade designs should emphasize
the following:
1. Diversity and density of activities;
2. Building transparency with active windows
and facades;
3. Recognizable entrances and/or plazas;
4. Narrow retail frontages (limited storefront
widths) on the street.
The Downtown Core should prioritize the
development of a diversity of uses and the pro-
vision of needed services and amenities for the
downtown population in order to reduce auto-
mobile trips and automobile dependency.
Residential portions of new buildings should be
designed with livability concerns and include
adequate access to amenities.
Comfortable Walking Environment and
Neighborliness
Building designs in the downtown should pri-
oritize access by the pedestrian. and plan for
pedestrian safety including safety. lighting. paving
and curb cuts.
Reduce the visual impact of parking through
maintaining existing street wall. and screening
parking from view except for entry points.
The rhythm. scale. architectural detail. windows
and colors of new facades must be in keeping
and provide a harmonious relationship with the
existing street context. particularly south of 6th
Street.
Respect for adjacent historic buildings. and the
adaptive re-use of existing historic buildings
downtown is encouraged.
Avoid overshadowing of existing public and
private spaces. Shadows generated by proposed
tower projects must be minimized within the
Sub Area based on the following hierarchy of
spaces:
1. Parks
2. Public open spaces
3. Pacific Avenue
4. Semi-private and private open space
Preservation of Views
Preserve street end views, as well as the outlook
upon both near and distant views during initial
tower siting and design.
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figure 4.5: A required eighty feet
minimum tower spacing radius to
adjacent buildings provides for both
near and distant views.
Public Space Design
Building Tops and Skyline
New public spaces achieved through the amenity
program should contain direct access from
adjacent streets and, where appropriate, contain
a variety of opportunities for casual and informal
social interaction, including the placement of sit
walls, movable seating and benches.
Rooftops with visual interest should be consid-
ered to form an appealing skyline.
Rooftops are often seen from taller buildings.
Low buildings and podiums should consider
greening or partially greening roofs and should
screen all unsightly mechanical equipment.
- ----_......._.....,-,._~_.j"'--":-=
Tanner Springs in Portland, Oregon not only provides an interesting array of
textures, landscapes and resting places but it also collects and filters storm water,
DISTRICT CHARACTER
4-35
Vancouver waterfront towers viewed from the waterfront
Terraces and ~ardens on rooftops
DRAFT - 11120/2007
DISTRICT CHARACTER
4-36
4.2 DOWNTOWN WATERFRONT
EXISTING CHARACTER
The Downtown Waterfront district acts as
a gateway to the city for those arriving and
departing by ferry. The area has already
received major public investment with the devel-
opment of a new Ferry terminal, waterfront
condominiums, conference center and planned
marina (see Section 2.1 Summary of Recent
Achievements).
KCCHA has partnered with the City to develop
an eight foot wide public walkway promenade
which extends from 2nd to 4th Streets along
the waterfront. The project also comprises
of two large scale public access promenades
extending from Washington Ave to the water-
front at Burwell and 4th Streets and significant
streetscape improvements. Newly finished
figure 4.6 Waterfront Opportunities
figure 4.7 Waterfront Connections
0 Waterfront IIII Existing waterfront ~ Opportunity ..... Connection
-}(."\-
Condominums promenade ~l1i Site Opportunity
11111111 Proposed promenade Street wall
Opportunity extension * Connection Opportunity
Site * Tower opportunity Opportunity
sites existing blank
street wall
waterfront condominiums in (September!
October 2007) set a precedent for a four- to
six-story street wall with pedestrian orientation.
Washington Avenue's 400 Building brings detail
to the pedestrian level and engages the street
with multiple, ground level entrances.
In this District, up to 175 ft. height limits can be
achieved with the provision of public amenity.
Key amenities sought for the area are a public
space of generous proportion; a public prom-
enade and overlook; or connections to the city
boardwalk.
VISION
Comprehensive Plan policies encourage active
use along the waterfront, with public acces-
sibility as a priority. As an area of significant
civic importance, all new development in this
area warrant special consideration in order to
ensure porosity between land-side and water-
side activities.
Sub Area Plan Development Standards introduce
taller buildings in order to a.) trade height for
public benefit; b.) add interest to the skyline
through a diversity of heights and c.) create a
new hierarchy to compete with the PSNS.
URBAN DESIGN PRINCIPLES
The purpose of these principles is to give architects and developers direction in the design of both public
and private space in the Downtown Waterfront Zone.
An Active Streetscape
Where possible, buildings located on Washington
Avenue should contain an active street edge
to engage pedestrians. Ground floor facades
should emphasize the following
1. Recognizable entrances, small plazas and out-
looks.
2. Narrow and transparent retail frontages
3.The introduction of active uses, such as
restaurants and marine related retail where
possible.
Incorporate large expanses of window glazing to
increase transparency on the waterfront.
Comfortable Walking Environment
See section 4.1 Design Principles
A Priority on Public Open Space
Amenity space provided throughout the Bonus
amenity Program should be active and explor-
atory, reflecting the expansive nature of the
waterfront, as well as its significance as a major
urban destination. .
Open Spaces should integrate ecologically sensi-
tive landscape elements in order to reflect the
sensitive nature of the waterfront environment,
Streetscape, lighting and paving in public spaces
achieved through the Incentive Zoning Program
should be consistent with existing features.
figure 4.8 Waterfront Public Space
DISTRICT CHARACTER
4-37
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:.:::. - !I~
Waterfront condominiums on Washington and shoreline prom-
enade.Source:KCCI-/A
.... downtown loop
~ existing parks
* proposed public space
DRAFT - 11/20/2007
DISTRICT CHARACTER
4.38
Use the Tower-Podium Concept
The overall form of development along
Washington Avenue should be that of a con-
tinuous low rise streetwall with towers spaced
appropriately to allow for both views and privacy
rising above the podium configuration.
Towers should break up building mass to reduce
the overall perception of building bulk.
The Waterfront as a Gateway
As a gateway to the city, buildings viewed from
the waterfront should occupy a dynamic, promi-
nent position in order to add visual interest and
hierarchy to the Bremerton skyline.
Towers and podium built form should not isolate
the waterfront.
Where possible, developers should attempt a
slimness ratio for towers that achieves elegant
tall forms as opposed to bulky, slab like buildings.
When using the bonus amenity program,
increased heights are preferable to building bulk
in order to better increase the potential for
public access and views.
Street End Access and Views
Prioritize views and access at public street ends
where possible. Where views are not possible,
include extensive transparency or architectural
feature and clear path to nearest access.
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Highland Overlay
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II Waterfront Overlay
4.3 HIGHLAND NEIGHBORHOOD
EXISTING CHARACTER
The Highland Neighborhood has a centralized
location perched upon the crest of the hill over
looking the Port Washington Narrows. From this
high point it also has views west to the Olympic
Mountains.
As part of the 2005 zoning code update, and the
2004 Comprehensive Planning process, this area
has been slated to become a high density resi-
dential district in order to support the creation
of a vital downtown.
The neighborhood contains detached single-
family houses, some of which have been con-
verted to multi-tenant buildings. The quality
of existing housing stock varies greatly, with
significant historic homes located primarily on
Highland Avenue. These older homes, although
may not merit an official Historic Registry des-
ignation, do provide an important contribution
to the city's character. A survey conducted as
part of the adoption of the City of Bremerton
Comprehensive Plan (1986) outlines the par-
ticular housing types found in the area. The
City of Bremerton Comprehensive Plan (2004)
policy aims to "encourage the preservation and
rehabilitation of architecturally or historically
significant houses of the Highland Area which
are uncommon. to Bremerton." To achieve this
goal, the 2004 Comprehensive Plan recommends
the creation of zoning mechanism in order to
manage preservation and compatible develop-
ment within the Highland Area.
VISION
The future district character for the Highland
Neighborhood will be mid-rise apartment build-
ings and attached housing of 40 to 80 feet in
height with ground-oriented townhouse forms
opening directly on to the street.
Restoration and adaptive re-use of historically
significant structures along Highland Avenue
will be encouraged through the creation of the
Highland Overlay and Transfer in Development
Rights program.
The Sub Area Plan development standards
maintain a lower scale of development on
Highland in order to highlight the street's existing
fine-grained and historic character. Standards will
trade this development intensity to streets more
suitable for large scale development.
WATERFRONT OVERLAY
The Waterfront Overlay limits the height of
buildings on the waterward side of Washington
Ave. to preserve the existing views and expe-
DISTRICT CHARACTER
4-39
figure 4.9 Highland Character street showing a
townhouse form of development with taller build-
ings fronting Washington.
DRAFT - 11/20/2007
DISTRICT CHARACTER
4-40
Figure 4.10 Heights in the Heighland Neighborhood
rience of the waterfront. Due to a unique topography
stepping up from the water, buildings up to 40 feet measured
from the average grade of the Washington frontage can be
allowed without blocking existing view opportunities on the
landward side of Washington. The Waterfront Overlay is an
outgrowth of community concern that large scale develop-
ment will permanently block waterfront access and priva-
tize a community-wide amenity that will help establish and
maintain Bremerton's unique "sense-of-place."
1------------.-- ---
t- ------ --. u
THE HIGHLAND OVERLAY
This regulation places 40' height limits (35' top of wall
plate, 40' top of roof peak) on parcels fronting on Highland.
Setback requirements and development coverage maximums
enforce a lower scaled intensity on Highland Avenue pre-
serving the desirable characteristics of the street. This
Height overlay extends from Highland to the existing rear
parcel line.
Highland
Character street
40' height limits
Up to 80' height
limits with TDR
bonus program
Washington Avenue
40' height limits
Transfer in Development Rights:
A Transfer Development Rights (TDR) program is imple-
mented to balance development within the historic scale
on Highland, while maintaining overall allowable density. A
TDR program will allow heights of 80' fronting on Pleasant
and Washington Avenues only with the purchase of air rights
from adjacent parcels on Highland Avenue.
View of the Olympic Mountains from Pleasant Ave
A Transfer in Development Rights program works by
"unbundling" the rights associated with land ownership;
allowing a monetary exchange to direct development rights
away from one parcel of land, in favor of another parcel
better suited for development. In this situation, a developer
seeking to build on Pleasant or Washington will purchase a
"development right" from a historic property in order to
receive a one time development bonus of 20 ft to raise
height limits to a total of 80 ft in height.
URBAN DESIGN PRINCIPLES
The purpose of these principles is to give architects and developers direction in the design of mid-rise,
infill housing appropriate to the Highland Neighborhood. These Design PrinCiples may also be adapted to
other MFR zones within the Sub Area. These principles attempt to promote livability, safety through "eyes
on the street," and an animated street edge definition.
Neighborliness and Uvability
Design and siting of building must take into
account street context and must be sensitive to
existing homes.
Project designs will be considered for their sen-
sitivity to existing cohesiveness of streetscape
and their ability to add to, rather than detract
from, overall livability.
Buildings should be designed to project a sense
of neighborliness with respect to
1. access to sunlight
2. privacy
3. views
4. parking
Balconies and windows should be placed in
respect to existing window outlooks.
Side and rear setbacks may be stepped back to
prevent overshadowing of existing yards and
houses.
The fa~ade of new, large scale developments
must be broken into smaller elements that draw
from the scale and existing design of surrounding
buildings.
-~:::-:';.
Setbacks also allow light and air to meet the street with a resi-
dential charader.
Transitional space between street and building.
DISTRICT CHARACTER
4.41
Public Realm and Street Edge Definition
New developments should foster a high quality
public realm and a comfortable environment for
walking.
Eliminate ambiguous space between public and
private realms through clear spatial definition.
Front setback landscaping should contribute to
the quality of the public realm. Tree planting
should be part of the landscape of all infill
projects regardless of scale and existing vegeta-
tion should be preserved wherever possible.
Sidewalks should be prdvided that tie in to
existing pedestrian networks and should look
for opportunities to provide new or improved
connections.
HVAC ventilation should be screened or placed
in an un intrusive location so that it does not
disrupt or negatively affect streetscape char-
acter.
DRAFT - 11/20/2007
DISTRICT CHARACTER
4.42
Buffers
Large scale infill developments should transition
between scale and height of abutting housing.
Views
Development should respect sightlines and
featured views that are important to the char-
acter of the neighborhood.
Open Space
Building forms that permit novel approaches to
providing public green space and shared open
space amenity are encouraged.
Buildings should not be oriented around surface
parking or drive courts. In unique cases, drive
courts should be designed for shared use
between both vehicles and pedestrians.
Be/ow Grade or Screened Parking
All off street parking for buildings covering more
than 50 percent of lot area must be screened or
be located below grade.
Portions of the building used for parking, storage
or other non-residential functions located above
grade must be either located to the side or rear
of a structure or should be screened within the
building facade so that these functions appear
residential in scale, character and design.
Garage entries should be to the rear of the
building where possible and should be architec-
turally integral to building design.
Design Excellence and Architectural Style
Materials and textures are important stylistic
elements that help larger structures fit an
existing residential context. Traditional materials
such as brick, shingle, and wood siding may
be more appropriate than corrugated metal.
Materials that age quickly such as vinyl and
stucco are not encouraged.
Material choice and setback accentuates scale of street wall
Massing transition between neighboring housing.
Sub Area Extension
R-10
Neighborhood Business
Overlay
4.4 EVERGREEN PARK
EXISTING CHARACTER
Exi~ting urban form consists of small-scale single
family detached housing. Lot configuration to
the north of II th Street is largely irregular with
narrow streets and uneven setbacks. These at-
tributes, combined with dynamic topographic
changes and proximity to Evergreen Park, give
this area a unique urban form and a desirable
village-like atmosphere that residents would Iik~
to enhance and preserve.
The area to the south of II th Street is a mature
single family neighborhood with regular blocks.
Building types are Craftsman style single family
detached housing, as well as ranch, or bungalow
housing. Many have garages access from narrow,
gravel alleys which typically run the length of
each block. Standard lot sizes range from 3,000
to 4,500 sq. ft.
VISION
Density in this neighborhood will increase
with compatible, small-scale residential infill.
Development Standards introduce multiple
forms of ground-oriented housing in order to
promote housing variety and accommodate
housing choice near to both employment and
transportation centers. Planned intensification
will also increase the range of potential home
buyers, including starter homes, assisted living,
apartment rentals, condominiums and town-
houses.
New permissible housing types include small lot
homes, and single and double party-wall attached
town housing (up to four contiguous units).
This district will also contain alleys activated by
carriage housing. Stacked flats are also permis-
sible, and are encouraged to have careful design
to provide for livability with adequate open
space, and ground access.
Sub Area Plan Development Standards do not
designate individual zoning categories for each
building type. Development standards allow indi-
vidual owners to determine what kind of building
type makes the most sense for their parcel, as
well as their budget. Restrictions ensure that
buffering setbacks, ground orientation, and open
space ratios cue a low density neighborhood.
NEIGHBORHOOD BUSINESS OVERLAY
Within the Evergreen Park area, a Neighborhood
Business Overlay (see figure 4.2) responds to
community desire for the strategic location of
non-residential, neighborhood serving businesses
allowing individuals to walk to services.
The Neighborhood Business Overlay allows
small scale non-residential uses to line Park
Avenue. This allows the conversion of existing
buildings or creation of small scaled live/work
townhomes and small scaled businesses. The
Overlay intends to promote local services such
as professional offices, corner stores and restau-
rants.
Adaptable live-work units can accommodate a
range of commercial activities or work spaces,
such as studio or gallery spaces or walk-in trade.
AII~wing the live-work unit in this area brings
to life one of the city's most traditional and well-
loved building forms, a shop below with a home
overhead.
DRAFT - 11120/2007
DISTRICT CHARACTER
4-44
URBAN DESIGN PRINCIPLES:
These principles provide direction for the design of low density, infill housing while maintaining sensitivity
to existing form.
Neighborliness and Livability
Design and siting of a building must take into
account existing street context and must be
sensitive to existing neighboring homes. Projects
should be designed to project a sense of neigh-
borliness, particularly with respect to access to
sunlight, privacy, views and parking. For example,
in order to maintain sensitivity to neighboring
yards, arrange building volumes to reduce over-
shadowing.
The design of new projects should consider
natural buffering opportunities, such as plantings,
or built form as well as consider the appropriate
placement of windows and balconies to preserve
privacy.
Project designs will also be judged based upon
their sensitivity to existing neighborhood, co-
hesiveness of streetscape and ability to support
rather than detract from overall local livability.
An Active, Safe Street Environment
Design should allow for interaction and the
concentration of social activities on the front
sidewalk in order to activate the street for pe-
destrian use, and maintain a safe environment.
Designs should eliminate ambiguous space
between public and private realms; and ensure
a transition between private, semi-private and
public spaces using portals, low gates or other
architecturally integrated elements.
Housing which fronts on two streets should
have distinctive features to recognize both front-
ages, such as porches and verandas, accents or
material change.
Public Realm
A street tree canopy should be incorporated
along the street frontage of each development
within a street tree easement area.
Front landscaping combined with a porch-like
or outdoor room should be used to articulate
entrances.
Parking
Parking access should be from rear lanes where
possible. Garages may not occupy more than
50% of lane frontage maximizing backyard open
space and articulation along laneway.
Lots that do not have access to lanes or parking
from the rear should ensure that garages do
not overwhelm the front facade or disrupt the
project's integrated relationship to the street.
Where required, parking stalls located in the
front of the unit must be carefully screened with
vegetation or other design features.
Massing and Height
The City of Bremerton housing forms have
simple massing and a traditional housing
form following the example of the bungalow.
Craftsman. and ranch. New housing types. while
they may not replicate these housing forms.
should reinforce their existing patterns. rhythms.
massing. respecting proportions and details
including vertical articulation of roof shapes.
building height, and building form. New housing
should aim for simple forms. and respect the
existing relationship of walls to windows.
Attached housing is encouraged to create an
incremental rhythm by breaking massing into
smaller vertically articulated components.
-..."".-
..~.--.--
,...,..-.....1
Live Work Units, Vancouver, BC
DISTRICT CHARACTER
4-45
-. u-l
I
I
I
Existing neighborhood configuration
New Housing Choices
Small lot single family houses
2 unit townhouse
Detached
Accessory Dwelling
Unit
4 unit town homes
ExIsting Single Fam Jly
figure 4.11 Housing
Options R-20
DISTRICT CHARACTER
4-46
4.5 SUSTAINABILlTY DISTRIG
A new sustainable multifamily residential neigh-
borhood is located at the Western edge of the
Sub Area. In order to encourage the develop-
ment of both green buildings and infrastructure,
the Sustainabilty District will implement policies
and practices that work to achieve a set of iden-
tified sustainability targets and measures.
VISION
The Sustainability District will build off of
existing assets and stakeholders within the area
including the following;
I. Puget Sound Energy: With significant interest
in energy savings, future consolidation of existing
holdings in the district may make green develop-
ment possible along Park Avenue. Collaborative
efforts between PSE and the City could also
help provide support for home-owner retrofits
to lower district energy consumption.
2. Green Streets: Existing low traffic streets
coupled with wide right-of-ways present op-
portunity for shared community spaces, lush
streetscapes and the application of low-impact
techniques.
3. Kitsap Community Resources has already
completed a 22,000 sq. ft. LEED certified
building located at Eighth and Warren. This
building will house community resources such as
WIC, Americorps, Educational and Employment
Programs.
4. Brownfields remediation and BHA: $1 million
dollars is already invested in environmental
clean up on this block. The Bremerton Housing
Authority (ownership highlighted in orange) can
work as a collaborative partner with the City to
develop green workforce housing.
5. City owned lot provides an opportunity for a
green building demonstration project.
Vision: Zoned as MFR-2 with
multi-family residential character.
Development standards encourage
courtyards, and ground related
entries.
Sustainability District
l .r-Frn-l
Bioswa/es, Green Roofs
rfigUre 4.14
Internal Character
11th Street
~"'''._~;.::I d !
Kitsap
Community
Resources
figure 4.15
Existing Influences
Opportunity Sites
BHA Brownfield Site
E1imIB Green Streets
Key district stakeholders and current sustain-
able pilot projects will help to demonstrate the
potential o( the Sustain ability District.
External Character
... 15 24
10th Street
8IB
1
Regional Arterial
!UIU/II!I1i
Mult/modal Sueet
........
Community Boulevard
@
Bus Routes
This District's centralized location on a major
arterial within close proximity to downtown
services and major employment centers allows
district residents to choose transit, walking, or
Ming.
DISTRICT CHARACTER
4-47
District Impact
11th Street
[!]
r ::-\
[;,~J.
~~I-
-~
[
[
[
r-J
Id~~) 6th Street
l'r~-nTI
1
~
[fi]
~
~
~
(I]
[!J
rgure 4.17
Bicycle Orientation
Pedestrian Orientation
Stormwater Mitigation
Daylighting
Greenery/Sereeescapes
Alternative Energy
This diagram shows various opportunities to
influence and improve the overall environ-
mental performance o( the area as ell as
new and existing developments. This zone can
become a model (or best practices in sustain-
able urban design.
DRAFT - 11120/2007
DISTRICT CHARACTER
4-48
4.6 WESTERN HARBOR EMPLOYMENT DISTRICT
EXISTING CHARACTER
The Puget Sound Naval Shipyard (PSNS) is the
largest and most diverse shipyard on the west
coast and one of Washington State's largest
industrial complexes. The shipyard contains six
drydocks and 12,300 lineal feet of deep-water
pier space, four mooring sites, and six million
square feet of floor space. There are also a
number of outside related entities that work
for the shipyard, and contractors who spend a
range of time in the area from several months
to several years.
However. conditions directly to the north of
PSNS reflect an imbalance of land uses, with a
high concentration of underutilized parcels as
surface parking in order to accommodate PSNS
workers and others who commute to the area.
VISION
Enhance district vitality and importance by
building opportunities to expand the existing
industrial cluster located at the naval base. As the
area is currently underutilized, the introduction
of light-industrial production and assembly will
not disrupt or displace existing facilities. Land use
policy allowing a true mix of uses will significantly
increase land productivity in an already urbanized
area with very high location efficiency.
The district will provide supportive spaces
including educational institutions, research and
development, medical facilities, office support.
small scale production and assembly and
secondary residential with artisan live/work
spaces. Cooperatives and other innovative shared
spaces are also encouraged. such as shared
workshops. storage areas, and flex space.
The City of Bremerton can stay competitive with
land prices in unincorporated Kitsap County by
using creative and flexible policies to manage
existing parking impacts in the district. The City
should explore the addition of a second large-
scale consolidated parking garage in the area.
A parking-in-Iieu policy with an additional large
scale garage would allow employers locating
in the district to have limited on-site parking
requirements. This benefit will be available when
buildings conform to identified urban design
goals and principles.
The reduced parking requirement could also
encourage employers to take advantage of and
utilize existing regional transit and Kitsap Transit
Commute Trip reduction programs.
Vision: Creative spaces
Vision: High quality industrial design
Vision: Brewery Blocks in Portland Oregon
URBAN DESIGN PRINCIPLES
The purpose of these principles is to give architects and developers direction in the design of an adapt-
able. aesthetically pleasing. high intensity, warehouse form.
An Adaptable Building Type
Infill development should recognize the needs
of the community it will serve now and in the
future. Building form should be able to respond
to ongoing changes in community needs/demo-
graphics. and lifestyles.
Infill development should encourage the devel-
opment of the traditional, transitional building
form of the warehouse. These building forms
contain large multi-paned window, and rhythmic
concrete columns with a consistent application
of the street wall.
Infill development in this area should learn from
the character of adaptable warehouse neigh-
borhoods . such as Brewery Blocks in Portland,
Yaletown in Vancouver and the Pike/Pine
Corridor in Seattle.
A True Mix of Uses
Buildings should design basic open floorplates in
order to provide spaces for a true diversity of
uses. Residential uses located in this district are
secondary to employment uses.
I~II.I.~IIIIII
, .... "1, . \ ..,....;.', t ;', -
~.r:- '~:'~-
~,~~~2:=.=:_-_.-.:
- ~- -- - - - - .- - "_.--
This Self Storage system in Topeka, Kansas with minimal
reconstruction, has the ability to adapt to commercial or
retail uses.
DISTRICT CHARACTER
4-49
High Quality Interior Spaces
Buildings within this district are encouraged to
use timeless materials for durability including
metals. stones, and modular building materials.
Encourage the creation of day-lit work environ-
ments for both long term worker productivity,
energy reductions, and long term value.
Daylighting
DRAFT - 11120/2007
DISTRICT CHARACTER
4-50
Urban Streets capes
Environmental Factors
Respect the neighborhood's proximity to the
Bremerton Gate and provide some ground level
activities at key corner locations to encourage a
more vital neighborhood, and to offer employees
a reason to stay in the area at the close of
business,
All manufacturing, service and light industrial
businesses locating in this area should mitigate
against environmental concerns such as odors,
noise and dust.
Light manufacturing uses should be located
within enclosed spaces.
Employment District Opportunities
D DC1IIJ 0 OJTII I [[][J
D DIICJJ DIill]
D ]]
D
o
o
~]
=
D
D
IOIJ
[.... .
DOD
Parking
Garage
Redevelop existing
city-owned surface
parking
Pedestrian Access
PSNS Bremerton
Gate
5 th Street
4th Street allows
loading to extend into
pedestrian area.
Possible location
for centralized
parking structure
Tunnel
Portland's Pearl District loading bays may
extend into pedestrian area.
4.7 PACIFIC AVENUE
EXISTING CHARACTER
Pacific Avenue connects the Downtown to sup-
porting residential neighborhoods, as well as
Evergreen Park.
VISION
As a "Primary Pedestrian Street" Pacific Avenue
will be the most significant public walking
corridor in the Downtown Sub Area. Emphasis
on an upgraded and enhanced street, including
street trees, expanded sidewalks and low impact
development will bolster the public perception of
this street. To the north of the corridor, Sheldon
Boulevard will become a mixed-use destination,
and provide activities to service Evergreen Park.
DISTRICT CHARACTER
4-51
P....:,>.:~':~:'~.~t::;:~';<~.<\~;~'.~;.:~.,~_h'.'~~-:~~.:~~.:~~o"~f{~~f~1:'~ri'f1-,:T0 ,..,' ::~:f.,~~r;:'~?'~~~'~"';';'~~:~~.~"..<~~'i:~~J':.~:: , 50 $ ~ I <. ~ < 1
. . ~;,.:. ;~~"',~.,. !
/'
//::;1 '. \. ~.
.,' ,,::v,.~ \/".>, , .
-".~... ~..:. \'L", ',_
Figure 4.18 Vision: mixed use building on Sheldon Boulevard and Pacific Ave
Development standards support the enhance-
ment of this street through the introduction of
higher intensity mixed-use projects containing
active commercial uses on the ground floor. A
broad array of compatible uses, including retail,
eating and drinking establishments, residential,
office. cultural, educational, and indoor recre-
ation are encouraged to locate along Pacific.
Vision: mixed use building in San Francisco
DRAFT - 11/20/2007
DISTRICT CHARACTER
4-52
URBAN DESIGN PRINCIPLES
The purpose of these principles is to give architects and developers direction in the design of pedes-
trian oriented, and livable mixed-use buildings, in order to build a coherent streetscape and comfortable
walking and living environment.
Adive Edges
Where possible, buildings located on Pacific
Avenue, Sheldon Boulevard and 6th Street
should contain an active street edge. As such, the
ground floor designs should place an emphasis
on the following:
1. Recognizable entrances, small plazas and out-
looks.
2. Narrow and transparent retail frontages
which bring interior activities to the street.
New development should provide ample pedes-
trian amenities such as entrance plazas, land-
scaping, weather protection and unique public
art.
Building facades at the ground floor should
provide articulation, with changes in the wall
plane to provide recessed entries, seat walls, and
semi-public spaces to provide places for pedes-
trians to rest and socialize.
Architedural Excellence
Strengthen the architectural character of the
Pacific Avenue corridor. Buildings should contain
distinctive detailing and colors but also relate to
one another harmoniously.
Multi-story buildings should articulate their
facades both horizontally and vertically. Long
undifferentiated wall planes are discouraged.
Side and rear facades should also contain
detailing, and high quality materials.
Parking
Driveways should be kept to an absolute
minimum to avoid conflicts with pedestrians.
If driveways do cross the pedestrian area, they
should be clearly marked with contrasting
pavement.
Sutface parking lots are discouraged and may not
be located between the building and the street.
Sutface lots should be screened with large trees,
and landscaping to decrease their visual impact.
Paving patterns help provide
contrast to parking areas., as
well as visual interest.
Context Sensitive
The rear of mixed-use buildings abutting
residential zones and lower trafficked residential
streets should be sensitive to this context using
stepbacks to avoid overshadowing.
Rear of buildings should contain multiple en-
trances and ground oriented town housing in
order to transition to residential uses.
Dumpsters and storage areas should be screened,
or be placed within the building envelope.
Sheldon Boulevard
m..r.~
\;:----',
r .j
DISTRICT CHARACTER
4-53
Pacific Street Existing Uses
(from 6th Ave to Evergreen Park)
.. I
u [,.-,
!.. I Single-family
'--"
" .-=:.J ~
W .
U Multi-family
11th . Retail
C-)
r~ . Office and Professional
0 Services
L~--.-{ ,-..-1
0 ~-:-1 . Government
I
LJ '---'
~. C-)
..- Q) .
::J Automotive Related
s:::
Q)
~
Cl U
~
[J U
FI C\l
. a..
II
JI
iJ
6th
I:
figure 4.19
DRAFT - 11/20/2007
DISTRICT CHARACTER
4-54
Sub Area Extension
4.8 TRANSIT CORRIDOR
EXISTING CHARACTER
Located on Warren Avenue, this district frames
a major transportation corridor carrying 10,000
to 14,000 vehicles daily. As a result, land uses
in this area are oriented towards the auto-
mobile and are more dispersed than in other
areas downtown. Warren Avenue currently
has limited streetscape amenity and buildings
which are set back from the street. As such, this
district faces significant challenges to re-orient
itself towards compact development, and a pe-
destrian friendly streetscape. However; there is
broad community support for pedestrianization,
and the subsequent integration of land use with
transportation.
Of all streets in the Downtown Sub Area,
Warren Avenue, in particular is well suited to
become a major surface transit route connecting
points to the north of the Warren Avenue Bridge
and Olympic College with the Downtown and
Burwell Street. A focused approach to increase
public transportation options will also help
to regulate the number of vehicular trips on
Warren Avenue and enhance the environment
of surrounding land uses.
VISION
The Transit Corridor extends a the downtown's
mixed-use characteristic to the edge of the Sub
Area at a moderate intensity with out density
limitations. Development standards contain
design requirements for a shopping style street
with limited setbacks, and buildings located at
the street edge. The physical environment along
Warren Avenue should be enhanced, helping to
articulate a sense of enclosure and place.
Existing condition: Warren Avenue
Vision: Narrow median
separates traffic lanes
City of Kirkland intersedion pedestrianization
URBAN DESIGN PRINCIPLES
The purpose of these principles is to give architects and developers direction in the design of pedes-
trian oriented, and livable mixed-use buildings. in order to build a coherent streetscape and comfortable
walking and living environment.
Active Edges
Where possible. buildings located on Warren
Avenue should address the street through infill
and compact massing.
New development should provide ample
pedestrian amenities such as entrance plazas,
landscaping within the building frontage area,
weather protection and unique public art.
Building facades at the ground floor should ar-
ticulate structural form to provide interest for
pedestrians and provide recessed entries where
possible.
Entrances for commercial and residential
portions of the building must be separate and
distinct.
Architectural Excellence
Strengthen the architectural character of
Warren Avenue as a gateway to the downtown.
Side and rear facades abutting residential neigh-
borhoods should also contain detailing, and high
quality materials.
Context Sensitive
The rear of mixed-use buildings abutting
residential zones and lower trafficked residential
streets should be sensitive to this context using
stepbacks to avoid overshadowing.
Balconies are encouraged to promote a more
active" eyes on street."
Dumpsters and
screened, or be
building envelope.
storage areas should be
placed entirely within the
DISTRICT CHARACTER
4-55
Parking
Primary access from Warren Ave should be
avoided. If driveways do cross the pedestrian
area on Warren, they should be clearly marked
with contrasting pavement.
Surface parking may not be located between
the building and the street.
Where surface lots are necessary, they should be
screened with large trees. and contain pedestrian
amenities such as benches, planters and seating
to decrease their visual impact and provide open
space for residents.
DRAFT - 11120/2007
DISTRICT CHARACTER
4-56
PAGE INTENTIONALLY
LEFT BLANK
URBAN DESIGN OVERVIEW ACTION ITEMS
Description
Expand Design Review boundary to the extent
of the Downtown Regional Center for all
projects including 4 or more units and/or 5.000
or more GSF commercial.
Explore establishment as a Certified Local
Government (CLG) for historic preservation.
Local CLGs have ability to list structures for
protective regulations, tax incentives, and can
receive grants. A historic survey must be com-
pleted. CLGs require 3 or more qualified board
members. Historic Preservation program
should be designed to work with Transfer in
,De~eloprnent ,Ri~~,t~ , pr()~ram: ,
Maintain a consolidated book of well-executed
prototype development projects. Make available
t() t~ede~el()PI11~n~ ~()ml11~nity fo~ refer~nce~ ,
Create a City design excellence award program
on an annual or biennial basis to recognize and
prol11()tehi~~,9u~litr,?esi~,n ,in theCi~t""
Adopt the 2005 Department of Ecology Manual
I Responsible Parti~s
Council. DCD. DRB
DCD. Kitsap Historical
Museum. Naval Museum.
Others.
DCD.
DCD. Design Review
Board.
PW&U.
DISTRICT CHARACTER
4-57
-II
'I~frame ',~r Cost/Funding Notes'
. Concurrent with . No direct.
. Sub Area Plan
. Adoption.
2009-20 10
2008- On
2008- On
2008
. Allocation of Staff Time. Board
, member volunteer time.
No direct.
DRAFT - 11/20/2007
DISTRICT CHARACTER
4-58
DOWNTOWN CORE AarON ITEMS
'A~tiordt~h1 ,',: '~rjption '.
4.1 A Taller 6uildjngs; ,.' Allow taller, slender buildings in the downtown
with: piJ b lie Amenity , '. core if public amenities are provided according to
. .. . ""~ ~on~sl\ll1~nity p'r?~ra.".
Upgrade the streets cape on Pacific Avenue.
making it a Park to Park 'main street'.
.<' .,'.
,.(See.AlsoCi~c~latio':l~ .
SectionS)" .
4, IjAlleyV~cati<?ns." Encourage and support the vacation of long alleys. .
&Mid~Block' "" . Incentivize creation of mid-block crossings to
C~ossings .~~~~k.upl.on~~I()cks.....
:4.1.4 Workforce Support workforce housing projects in the
;,Housing ',: .~'. downtown core. Excellent access to job centers,
tr~~spo~~ati()~. ch?ices. ..
Continue to work with developers to bring retail
back to downtown. Seek grocery, public market.
Continue to encourage redevelopment of JC
P~nne}"s sit~...
4.1 ~SCo~tinu'~tp
recr;uit services'.
II Responsi,bieParties. ~ITH"eframe
. Council. DCD. . Concurrent with Sub Area
. Plan Adoption.
. Council. DCD. PW&U.
; Mayor.
DCD. PW&U.
.11 CO'st/Funding N()tes'
. No direct.
II
. 6th St. south, 2008. 6th St. . Fund 6th Street North
. north, 2009 - 2012. . through TIP.
. Concurrent with adoption
. of Sub Area Plan. With
. ...... .. . . ... .de~elopf11ent ?~er time~
. DCD. CDBG program. . 2007
. BHA. KCCHA. Mayor.
. Others.
Economic Development. Ongoing
DCD. Mayor
. Potential allocation of
. City CDBG funds, site
. control.
DOWNTOWN WATERFRONT ACTION ITEMS
;;A~~jqrDi~'.' ' Des<:ti tiOI1.;
;4.~,....f.,.}.:.i~,~.".,.t.~.a..~.~,~.;~..~.,..'.k.',{,n,..i.~,...:,~,'....,(,.',..' :~~5:r:f~:~~ :7t:~:~;;.i::r~~:~~lc~~ing
....: ~..7 .',~ ",p:... . to~!o'-IV~rl\l11e~ity ~onusp~ogral11. '" .... ..... . ...
:~:~:n~uj!C!.iHe.;t':;;', Continue raise funds to construct the Boardwalk
..-.;; ',3<l~~T ,,-"~'., ,,~,I'<;"""..,<.,,> < ;,." :
,)~oat~:Wall<:' /f.):> and sewer access project. extending from the
~:.'.:/ "'" existing Louis Mentor Boardwalk to Evergreen
. <::;' Park.
A:.~;~': ljarb9rsid~;' . Fa~ilit~tede~~I~pl11~n1:' of asi~gl~ 't~lIt~~er .~~....
'Ph~s~li -:-'One'taU the Harborside condos Phase II site. Create
'TJ~~~;.'.'~.<; .......~./. large public plaza space at base for public
- .. .'w. amenity and waterfront access. Explore options
for synergy with expanded marina, including
potential hotel at top of tower, retail at ground
level.
^;;6;rW~~~[fr9ii(. .<:;e~1:~ 111~ltiplep~bli~ ~~t~rfro~tl b~a~d~alk .
aiid;(Bo~""dwall(:)'h; connections as depicted in this Sub Area Plan.
59~'~~%tl~~~,~r:Jf:;i! Include public I private partnership with develop-
i~;;i~,"~:;~~;S;>:; ::';(:';;::';I11.~~t forconn.~~ti.o~.s. .wh~re approp~iate.... .......
:4.r~,:~tfpre;si~~:'. Encourage extension of existing shore-side
", ""'/~"~~""""r;;'}(".~~ r'..,::'.."'''~ >".
'i>~qU.c~wcHl<W~x.s:r waterfront promenade with new development
?,:;~:.,;;\:..,.;;...,,~: f:"\:';':"';;;" . II f 4 h 6 h S . . d
: ;;"(j:';l.:; ::; .:t~,-;~; - especla y rom t to t treet In reqUire
~,;/(~<;~;:.'<>:;:;,;+;: Shoreline Master Program buffer areas.
~fi.6Requi~> . 'Req~ir~ 'grou~d 1~~~I~~t~i1i~devel~p~ent stan-
g~9Un.d)~v ,'. . dar.dsandrevi.evv to ~ns~r~ active str~etscap~:..
~~:SR2!:isi~le:Par~j~s'...
Council. DCD.
DISTRICT CHARACTER
4-59
.'IJim~frame<:.;::' <':..;' '. ;'. ,/;,' .!.II,~Q~y~u&li~g :1N,6iM .):~.~; ".1
.. Concurrent with Sub Area Plan . No direct.
. adoption.
PW&U. Ongoing
. Range of federal, state
. funding sources and local
. funds.
KCCHA. Port of 2007- 2010
Bremerton. Mayor.
Economic Development.
.. Primarily private with
. quasi-public agency
: sources.
DCD. PW&U. Private 2009-2012
Developers
, With development and
. boardwalk construction.
DCD. Private 2007-
Development
.. With development
DCD.
Concurrent with Sub Area Plan . No direct
......a~optio~. .
DRAFT - 11120/2007
DISTRICT CHARACTER
4-60
HIGHLAND NEIGHBORHOOD ACTION ITEMS
ftion Items,
4.3.1 Create Highland
Avenue character street.
4.3.2 Create Transfer
'Development Rights
(TOR) Program
4.3.3 Raise awareness of
key Historic structures on
Highland
'I:~~:~i~p~,ti:/;:.;:i~~/: . "~;~~~fb'~~r~r~~;~~F~'~};'; '~- ,::~ ::;:~ ~ ~;:.': ,~~~$::b~:i6~~~ ~a~~~~,: '~~ ;?'. ~!:i,}~Fra_D2~:," 'C, ~>;;':~:~~:~ ,'~ :~b~!:~7~!~~:' ~':
. Adopt development standards that enhance Highland Ave.. DCD. Council. . Concurrent with Sub Area No direct.
: as a Bremerton character street. Encourage preservation . Plan adoption.
: of historic structures, and new development compatible
. with historic scale.
, . Adopt a City TOR program by Ordinance. Allow transfer : DCD. Attorney. Council : Concurrent with Sub Area: No direct.
: of development away from historic portion of Highland . Plan adoption.
, Ave. and to the Washington and Pleasant frontages.
. Develop TOR contract, historic preservation easement
: documents, and formal process for nominating to a
:~~emert()nlist()~~li~i~le histCl~ic prop~r~i~s ,
. Work with Kitsap Historical Museum to include
. several of Highland's key historic structures in walking
: tour brochure. (See also Overall Actions - Historic
~reser~ati()n pr()~~~rn) , ,
EVERGREEN PARK ACTION ITEMS
I,Action Items'
4.4.1' Allow intill density in '
neighborhood scale., ,
4.4.2 Extend Downtown
Boundary to Park Ave.! .
~vergre~~'Park frontage.
I Description.,
Adopt development standards to allow a range of
ground-related intill housing types within the scale
,~~~,c~~~acter()fth~E~~rgr~en ,Parl~ ~~igh~()rh()o?,
Extend the Boundary of the Downtown Regional
Center and apply Sub Area Plan designations for
R-20 and the NB overlay on Park Avenue fronting
parcels adjacent to Evergreen Park.
, DCD. Kitsap Historical
, Museum.
e~ponsible Parties
DCD. Council.
: DCD. Council. .
,2008 - 2009
. No direct.
.1 T,'ime,<,f rame" :' , ,I Cost/Funding "
, , Notes
. Concurrent with Sub . No direct.
. Area Plan adoption.
. Concurrent with Sub : No direct.
. Area Plan adoption.
SUSTAINABILlTY ACTION ITEMS
A~~jbl{ll~rni . ....-,~<
ilii;til~~
j..~.~........:,..'i...,.:....~...i.~..~:...:.r.:.;...:.p.'....:...!:.:..~....~.e...:...::.h.j.~.:.i.lii;,
.:' ,;. r~. ." c' ~ .:'j'; ')::~:i~~~::~~.
. " ,,~, " ~.,..," ',::, ..\ :,;. ~,~;: .
.E.;~'{.:/;;;<;. ....,~...:;:
':{ ~>~~,~,'/~~~'.~<."": ~ .'" ':" -:':::;~ .~., .x
,>;..</"-',~:;~'~~".;,' ..' , :.', :
:.~,{~,:~~~' :'~,;":':'.:: ~.': "~::~\~.,' .'fr ~/~'::':':
.: :, \?'i~n.;:{:. :~.~~ ~~,::' ::.., ;<~v'; >
:~~J~~1~'~llltt
'.;;~:~.~}+'>....,.
'O~scrip~ion". ...
Implement Green Street low Impact Development
(LID) and streetscape improvement projects on 7th.
8th and 10th Streets between Park and Warren.
Partner with BHA to create a large scale workforce
housing development on the block between 7th and
8th Streets. Encourage green building techniques and
transportation choices through good bicycle and
pedestrian access. Explore options for the City owned
site consistent with bond funding constraints.
Establish and track a set of sustainability indicators for
the District. Create a checklist/guide to go along with
. the indicators to assist property owners to contribute
to District sustainability. Establish a Base line, and track
. .p~rfo~l11~n.ce l11easur~s...
Create publicity campaign to educate residents about
sustainability. Advertise on BKAT. Potential signage.
.,/ ..Resp6hsi~le:Pici),es..
. PW&U. DCD. Sustainable
. Bremerton.
: Time;f.rarne ::
. 2008-20 I 0
· BHA. DCD. Mayor: Others.. 2009-2013
. Finance.
. Sustainable Bremerton.
. DCD. PW&U (Water
. Conservation.) Others
. 2008- On
. DeD. Sustainable Bremerton . 2008-on
Encourage the creation of a local resource center for . DCD. Mayor. Others
residents through a public private partnership. Train city
staff in LEED and other green building programs City
sponsored education on simple upgrades to increase
efficiency and save money, similar to the storm water
. .dis~o~necti()~ o~treach pr()~rarTl:
.2008-2010
DISTRICT CHARACTER
4-61
· BHA - range of Federal .
. .
. and State Housing
. programs. Potential
. City CDBG funds
: allocation. Potential
· partnership with
· private development.
. Various state and
. private funding
. sources available for
. sustainability projects.
. Kitsap Community
. Resources, BHA.
. Private/public grants.
DRAFT - 11/20/2007
DISTRICT CHARACTER
4-62
EMPLOYMENT DISTRICT ACTION ITEMS
ipti9n,:
Adopt development standards to allow and
encourage light industry and a full range of shipyard
supportive business in this District to synergize with
ii existing business incentives. Allow an appropriate
~~' 4th St. streetscape to support such uses. (See also
~f~<:;i~~~I~ti()~, Secti()n, 5J"
Ensure businesses are aware of new development
standards in the Western Harbor Employment
District to allow light industry. Include in City
brochures, and other promotional materials for
business incentives.
. 'irin*~it!~":. Explore future additional large centralized parking
s:V;;:~ structure to satisfy employer parking needs. (See
. ''f't',;,:
;;.t\~;: Also Parking Section 5). Tie new garage to parking
, '~'~i requirements within Employment District to
:~nc,oura~e r~d~vel()PIl1~nt: ,
)J:,,;~f: Develop a set of design guidelines to allow a more
aoz~r.~a}};J: flexible street space that shares between vehicular
i1{';tj~;~!;~t'3:i space, l<:la,din~~ bicycl~sa~~p~destrians:,
" . Respc5n$ible Parties "
DCD.
Mayor. Economic
Development. PSNS.
Mayor. Economic
Development. Finance. Clerk
DCD.
Time Frame '
Concurrent with Sub
Area Plan adoption.
, 2008-
"'. Costlf\lndiflg i
Notes
No direct.
. No direct.
.2010-2015 . TBD.
, Concurrent with Sub No direct.
, Area Plan Adoption
PEDESTRIAN ORIENTED MIXED USE ACTION ITEMS
~e,;IT~ip:f\Ci~i~J~;:: '
",~.:< ~"'."."...
Adopt development standards to allow mixed use
development for full length of Pacific Ave and the
Evergreen Park frontage.
Upgrade the streetscape on Pacific Ave.. making it a
Park to Park 'main street'.
Pedestrianize the intersection of II th and Pacific and
add public art as a significant gateway.
TRANSIT CORRIDOR ACTION ITEMS
< ~~~s:~~?:?i~~~~,~ca~~~f;~:
. DCD.
,T'~~@'rt)~;i?,,{~!,,;~t~iI'~
Concurrent with Sub
Area Plan adoption.
. DCD. PW&U. Council. Mayor. Phase I 2008.
Adopt development regulations to allow infill com-
mercial and residential development with a moderate
parking ratio in the Warren Ave. corridor
Extend the Boundary of the Downtown Regional DCD. Council.
Center and apply Sub Area Plan designations for Transit
f Enhance the streetscape environment and livability
H of the district through a coordinated approach to
nd increasing transportation availability.
DCD. Council
Phase II (6th St. north)
2010 - 2014.
'1 Timeframe ' " <
, ,::,,~' i) '::' ',':'H',' ';~
Concurrent with Sub
Area Plan adoption.
Concurrent with Sub
Area Plan adoption.
Ongoing
DISTRICT CHARACTER
4-63
Fund 6th St. north
. through City TIP.
. Grant sources.
.t,I.,~~~~:~?~ii~::;.~~,';:, '
. No direct.
No direct.
DRAFT - 11/20/2007
5.0 STREETS, CIRCULATION AND PARKING
This Chapter contains a set of Street Typolo-
gies to illustrate a preferred typical condition
for each street within the downtown Sub Area.
Typologies will be used as a set of best practices
to support and guide the coordinated upgrade
of downtown streets including key pedestrian
enhancements. The Typologies will help identify
a preferred standard for downtown streetscape
upgrades, by both the City of Bremerton and
Private Development.
<
~fl
~
CIRCULATION
5-65
"If we can develop and design streets so that they are fulfilling places to be, community
building places, attractive public places for all people of cities and neighborhoods, then we
will have successfully designed about one-third of the city directly and will have had an
immense impact on the rest." Allan B. Jacobs, Great Streets
Street Performance Measures
Street Typologies define the "success" of a street
upon a broader set of performance measures
than can typically be considered by Traffic Engi-
neers. Rather than base performance of streets
upon the flow of vehicles and their associated
delay, streets in the downtown should incor-
porate additional variables to gauge the overall
quality of service. Performance measures are
listed following;
1. Transit frequency and reliability;
2. Mode split; targeting a increased share of
trips made on transit and by walking or
cycling;
3. A high quality pedestrian and street
environment assessed by aesthetic
considerations, levels of social activity, and
adequate sidewalk.
5.1 EXISTING CONDITIONS
Bremerton's street grid was laid out by its
namesake,William Bremer in the 1890's. With its
relatively fine grained street network, Bremer-
ton has "the bones" already established for good
walking and shopping neighborhoods. Existing
commercial streets in the downtown core area
average 60' right of ways, with Burwell, Pacific,
and Washington Streets as the exceptions with
larger 70' right-of ways. Most of the streets are
also served by small alleys; however at 14' the
alleys are substandard from the usual minimum
of 20' required by loading vehicles. As such, the
alleys may be designated one-way. and may need
to be widened when significant development is
proposed.
DRAFT - 11/20/2007
CIRCULATION
5-66
50'
111111.
illlll
11_1
I I
I I
I I
I I
.
600'-750'
I
I
I
I
I
I
BLOCK LENGTH
Residential sidewalk substandard
Small irregular block
pattern Evergreen Park
area.
Through most of the downtown, streets were
platted with long 600 foot blocks in the east-
west direction and shorter 220 foot blocks
running north south. A double block of 1450 ft.
runs north south on both Highland and Pleasant.
In the Evergreen Park area blocks have small and
irregular configurations which may make any
future large scale development problematic.
SIDEWALKS
no street trees~ / J 5' width I,
no pedestrian lighting Y -l r
uneven paving
Downtown Core, short
north south blocks, and
long east west blocks.
Bremerton's streets have undergone a series of
interventions. The latest was in the 1960's and
1970's which widened the vehicular capacity
at the expense of the pedestrian environment.
Sidewalks in many places in the downtown are
substandard between six to eight feet. Adding
buffers and widening sidewalks will be one of
the primary challenges for street upgrades.
Commercial sidewalk substandard
o
o
'"
~
This will be accomplished both through City
upgrades, and on an ad-hoc basis during redevel-
opment. For various Street Typologies a Street
Tree or Sidewalk Allocation is encouraged on
the edge of private property outside the Right
of Way. During project review, based on site
specific factors it will be determined whether
the Street Tree or Sidewalk Allocation shall
remain as private property subject to a condition
of development. or dedicated as public Right of utility pole Obstructing~ / /
Way. Both methods are acceptable. crossing area Y /
no street trees
no planting strip
no pedestrian buffer
Double length blocks on
Highland and Pleasant
Ave call for mid-block
crossings or new
pedestrian through route.
5' - 6' width
STREET DESIGN
Pacific, and the Downtown Core Streets of
I st, 2nd, 3rd, and 4th east of Pacific, consist of
Bremerton's historic pedestrian core. Here,
street design prioritizes pedestrian movement
with wider sidewalks, planting strip buffers
and limited curb cuts which adds to a sense of
continuity and safety. Buildings are set at the
property edge. The narrow facades help to make
a seamless transition between both indoor and
outdoor uses.
Beyond this historic core, Bremerton's streets
have been tipped in favor of vehicular mobility.
The sub area plan seeks to expand the pedes-
trian core up Pacific and east along 6th street.
DESIGN GOALS FOR DOWNTOWN STREETS
-Create a fully functional and appealing street
environment to increase mode share of pedes-
trians and bicyclists using the downtown city
streets.
-Use street form to balance the needs of vehicles
with bicycles and pedestrians for safe streets.
-Ensure that designs are flexible enough to
respond to unique situations while maintaining
overall character.
-Provide repeatable design solutions.
-Ensure access by first responders and transit.
-Ensure reasonable maintenance.
-Ensure efficient traffic flow for vehicles.
CIRCULATION
5..67
Expanded
Pedestrian
Core
Historic
Pedestrian Core
DRAFT - 11/20/2007
CIRCULATION
5-68
TRADITIONAL STREET SPACE DIVISIONS
Zone
L- ~>
D
Ilt:1 ~
5.2 DEFINITION OF STREET SPACE
.(
Crossing Area: A clearly understood and predict-
able path helps to direct pedestrians and
improves safety as they cross through streams
of moving cars. The ability to cross streets safely
and quickly is often a weak link in the pedestrian
network.
Pedestrian Area: The pedestrian area is made up
of a pedestrian through corridor as per ADA
and other requirements and should be absent of
obstructions. A furnishing and landscaped area
where street trees and landscaping is placed is
also a component of the pedestrian area.
The pedestrian area typically consists of the
public right of way from curb edge to property
line (see illustration with traditional street space
divisions). However. within the Bremerton
Sub Area. increased intensity of development
warrants an enhanced pedestrian area in areas
with a substandard condition. New development
should be required to setback additional feet
from the existing property edge as depicted in
Street Typologies.
Width
Function
Transitional Area: These are the edges perceived
directly beyond the sidewalk which take on
different characteristics depending upon the
adjacent land use and Street Type. Within the
following street typologies, the Transitional Area
is shown outside of the existing property line. A
portion of the Transitional Area may be required
to achieve the scale of pedestrian area appropri-
ate to future land use development intensities.
Notes
CIRCULATION
5-69
5.3 STREET CIRCULATION
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IIII=,~_~JL" I ----L.~=' '.____ J I -_~ BI=--.-\ \\\\\\\\~~~,/,
Cl) f=:::"~:' 1.__..1' 1= ; - ,----1:' 1~\\\l\Q'U~~!" o.-,\d,&e
::I .....=, I 1 -t OJ J= r ~ ..--... ~~ :r ~ .. \iIo ... ~ l(.e 9'
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~ =~ 1 ~~-r',' TI~::S' r' -i, ij ,= j-- _:- J \~.:-:-I;. -1 ""~
<( 1iP= i I I ,: , 'i ~, r- ,-- '::..,' > ,= It.. ,-- - - ..--]
c Iltia:...l.-..:.-..l ~ -,--......J~~L>I < :~~:-1 f_h 1;-( ~= ' ~": ,_ i __-=~-- = - --!
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I :. ::=-~ !:~__..___~J.J ~ i !~. ;',:=1 I~T ~r~ (::V~ ~~ .... j,= .;-"j 1..~r=~5 ~ ~:~.=:l
I -, :s::'Jill-...r.....,-,.,.-'.--.,...o.., . I " ,;" '0..'= , i' ,---, "_,-t. c- I
.~~I' --lii-l<"i'Sl.H:'1 ~T~:':[~~,;':~'::'i~i:t;-, k.F.:i 1~';i~~Ei' ,., :'\
rJ' --...> -..L._o.l_i_l..,L..I L_JL..6th Street~;, 'i !; ; t 1:=---1
--- . ---:\. -- "'1~! 1.!I.lrl.~III!!!.!,!I~ 1111-41111 !!!,!.I)!.I !~~Il !.! "H[lI!Elj;>~,ji.'! I i.''-i,''iiilJ!~i-')lj:OE L)
~I~~~ r~~I="~~~g]~s-f~[l!i
~"~~~~f:,,'Mu~;i;~.~~1i,r;~~,::,,!;~JiFl:l
Burwell Street ~ r~<!!
'c.-1llI I ,'. -',jb, '." I
1,--.= '''--.-.....-.-! ."cAt':::: /
r;"'~~r--'(~:-::~~';~' /
11 -= I 11-+. .'~~.<'" <-
!, ~=l I; ~", ",,-,,~,,~,
1'....-,,-. J .L'A~ ~ 1---"'"
l 'iG'f;q'ltb 11:;""',," / ".....
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-;, ~~'-! /
\ ~,>/ IT) ,
\ ~. 11,14,15,20,21,
L 22,24,25,26,29
l
I
I
Concurrent with development of the Sub Area
Plan, a gross traffic analysis is being conducted
in order to understand the general affects of
suggested improvements on traffic flow. The
traffic analysis tests to ensure that adequate
vehicle flow is maintained as streetscape upgrades
are implemented. Findings are documented in a
separate companion report entitled "Downtown
Bremerton Traffic Analysis:' The report is antici-
pated to be completed in December 2007. The
existing circulation concept for the downtown
moves regional traffic to the periphery of the
downtown core area, particularly with the BIT
Access improvements.
The mobility impacts of implementing the
proposed changes are the areas of focus for
analysis. Multi-modal connectivity, capacities,
levels of service, and areas of potential concern
will be evaluated with the specific changes to
the transportation facilities proposed by the
Downtown Sub Area Plan.
Changes associated with vehicular movement
will be associated with the addition of sepa-
rated bike lanes, medians. corner bulb outs and
center medians.
auaUUUD Vehicular Circulation
Transit Routes
~
~
GJ
Major Intersections
Ferry Terminal
Bremerton Transportation Center
DRAFT - 11/20/2007
CIRCULATION
5-70
5.4 STREET TYPOLOGIES
!
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! H ~:-=-lr :=~ --~lk j'~ r _-::L ~~ '=\ ___~\
~--:J!l I' ;: Il-~.- .111' 1', -_ ~_'__ 1\_._ -
I I! I I ! 1- '1---1, _1 11-
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II hS f !Bf :jl--=' it +.-';:: ~;J 1 :1 ( =_:~ _\=-\. ~\-_ \
t treet[ -~l!I- _ ::L..,l_., L _ -I.. __._ ,. -l.___~. .. ::'. -:;' _ ,
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'~li 'I !:l d = JI j =l--L :l- I:;-:~'~ -~'5H J- ~=-~_~,\ _,
--:!I 1:- ll11j__-_l! :: l~_r~=~~<!-:~.: -.~~-_=-~.~~-~=r- \~\_},
, - j' I, ,111\ '1'''- '-'1. J 1::1 - f - -,. '-,-. =.. I-:f' -1-' "'i' \
~-:!: :1 ;::-=- i ~.~ ~~: :::1:- I;' ~ ': j t~~~~,::~_~ - '_4~' - :~_1
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I , ' I i"'~- -ml ,,_ -:::! ,~, J ,= ~ 1_ ~_.. I _= _- '_ -1=; -4 I \
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~ L__Ll.. ~~l...L._'l1 ~:i_ ' J= !--~1= _II~ . ;--i:-'::=- : ---; -I
r-::-:~=-<(: r--- -----Hl1<(nJ - ' - !5IJUIIl)rJ]JHlI(l~ : = =1 '1 -~:r ~~--~ i
!'; -~, ~"iii~!~,,~!iil~~ ii .:- i~'-! ,,:: i: Ii 0..:: r '~j~F~.::,:.~~.t= --I
J '.u~-i; :1 /, :!!,11f ='l1(f~llItn(tlJTiiJ~llllJIITli,:1 =---:-~~~_"~~~~'=Ir_ :\
__.,__ >1 : j~c:'~~~:.~..:::;."-;1:r~h';-'~i I; ! :., ,__~'= ~- ~=' "____;_',__. __,
"--..--- , '. ,r " ',' ,), .. 'I .J,,.. I. --'- "-,'-..1 ',1
I' '. ; I II I'I! I "':, S J i .' .-1'- 1-; ", '.-..
t'.::'.:;,~,,:.;-_J lii(rJ)j~kjj}jB iwlji~.~;= ii3D~iii 1f~~hBll9t~;e: 1l~1!i'1!i ~1Ji!:rif~j !lBlI!tii~ ~'m Ii~~! . !
Lr! ~~~;";;i.;~:~~f~;;~~#:~ ~l~~;~..-f~-;J~!~dj.,..j
[. I L__l___--!~l '.. . _ !: C,,_, ","',-'__" ';__, ,:':' J! :. '( :_:"" I
~ r, -, --.1....( -; -, ? <'1.1.-",",-,u+."_._~~_.1' ,. c--- "',
I 1'1 Ie: I: '.i j: /.0 -~I
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[: r=F",'f] r ,:= ~~ -1 l:.~'~~~ut.'j
Burwell Street :: f, .I~.I I
~~~f'f.!.!..!~,;~j~< /
'.' d /. I- /
I -I W "~/./: / '-'-,.," -,,-___ ~......,
.1 :j__.J~__~_/.~/ ') '-..",
......;.'
,
'-.
"
"
!
_ Regional Arterial
l!illlI3IilBI Multimodal Street
........ Community Boulevard
....... Pedestrian Primary
.,....., Green Street
1111111111111 Residential Street
5.4.1 REGIONAL ARTERIAL:
Warren Avenue
Burwell Street
Adjacent land use: These streets move through the
periphery of mixed use and commercial centers. The
character of adjacent land use is mixed with some
buildings set back from the street and auto-oriented
uses. Traffic may be a limiting factor on local access
to driveways and left turns.
Form: Typical right of way width ranges from 60' to
70'. Regional Arterials have multiple vehicle lanes and
dedicated left turn lanes at intersections, as well as
a 5' sidewalk allocation to increase the substandard
Pedestrian Area.
At intersections on Warren Avenue. the width of
the crossing area should be reduced through corner
bulbs or pedestrian refuge areas. Reduction in the
curb-to-curb distance for pedestrians, particularly
where the road has been widened, is a priority.
Tree bulges are appropriate in order to add street
trees to the regional arterial without loss of vehicu-
lar capacity.
Function:
Transit high regional access
Vehicular high regional access
Freight high regional access
Bicycle medium
Pedestrian low to medium
Parking no on-street parking
CIRCULATION
5-71
Ii~
~
L.
Ql
0..
o
L.
0..
. b(J
c
.;::;
.'"
'x
Ql
~
e
0..
b(Jo
c
'P
"'.
'x
Ql
60'
Pedestrian interlace Street trees Pedestrian lighting
signage optional decorative Cobra
optional corner-bulb-out columnar optional Compact
optional mid-block crossing spacing: 30'
Planting strip furniture Desired pedestrian
optional grass/low shrubs newspaper area
optional biofiltration unit optional bicycle rack 10'
DRAFT - 11120/2007
CIRCULATION
5-72
5.4.2 MULTI MODAL STREET:
Park Avenue
Sheldon Boulevard
6th Street
4th and 5th Streets west of Pacific Avenue
" rt i "
~ dI
'iij ....
dI 'iij
" dI
l>O l>O "
<: <:
'p .~'
VI VI
05< 'x
dI dI
Adjacent Land Use: These streets accommodate
denser mixed use development oriented towards
the street.
Form: Existing typical right of way width is 60'.
Up to five (5) foot sidewalk allocation is required
for all new development in order to accommodate
wider pedestrian area of 12' as well as landscape
planting strip and street trees.
It may be possible and appropriate in some places
to achieve a civic scale sidewalk with an associated
public amenity such as sidewalk cafes.
Curb cuts should be limited, and where possible
shared easements for driveways encouraged.
~O'
Sharrows or dedicated bike lanes should be added
to all multimodal streets.
Multi Modal Option A
Function:
Pedestrian interface Street trees Pedestrian lighting
corner bulb-out columnar double mast
on-street parking spacing: 30'
sign age
optional mid block crossing
Planting strip Furniture Desired pedestrian area
yes all street furniture except 12'
optional biofiltration unit information kiosks and
optional public art. No
newspaper boxes on
6th from Park Ave to
Washington Ave.
Transit high local access
Vehicular medium local access
Freight medium local deliveries
Bicycle high
Pedestrian high
Parking on street parking. shared with
pedestrian amenity.
CIRCULATION
5-73
"t:l
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Ql
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~
?;-
...
Ql
Q.
e
Q.
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VI
'x
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...
Ql
Q.
e
Q.
bO
c.
.~
VI
'x
Ql
"t:l
~
'Vi
Ql
"t:l
60'
Multi Modal Option B
Pedestrian interface Street trees Pedestrian lighting
corner bulb-out columnar double mast
on-street parking spacing: 30'
signage
optional mid block crossing
Planting strip Furniture Desired pedestrian area
yes all street furniture except 12'
optional biofiltration unit information kiosks and
optional public art. No
newspaper boxes on
6th from ParkAve to
Washington Ave.
DRAFT - 11/20/2007
CIRCULATION
5-74
5.4.3 COMMUNITY BOULEVARD:
Washington Ave north of 6th Street
11 th Avenue
Adjacent Land Use: Primarily residential in nature
with some mixed use at the intersections of Park
and Pacific. There is limited dense development at
the street wall.
Form: Typical total right of way width ranges
between 70'- 77 with expanded travel lanes at inter-
sections.
A variable planted median is recommended to
maintain a manageable vehicular speed and a civic
character for this Boulevard.
Sidewalk allocations are required to achieve larger
sidewalk widths along the corridor: Sidewalk widths
should accommodate street right of way variations.
A planted median ranging from 4 -I ~ feet includes
left turn lanes at the intersections of Pacific and
Warren. Limited left turn access from local streets
along this street ensures vehicular mobility.
Separated bicycle lanes are recommended.
Function: These streets emphasize intracity travel in-
between neighborhoods, and act as collectors from
the interior.
Transit high regional and
local access
Vehicular medium regional access
Freight low regional access
Bicycle medium
Pedestrian medium
Parking no on-street parking
Q) Q)
~ ~
" "
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no ~
c 'p
'p VI
VI 'x
'x Q)
Q)
71'
77'
Community Boulevard
Pedestrian interlace Street trees Lighting
on-street parking canopy compact lighting
signage spacing: 20' decorative cobra lighting
optional corner bulb-out
optional mid block crossing
Planting strip Furniture Desired pedestrian area
optional bicycle racks 11'-16'
optional biofiltration unit newspaper boxes
5.4.4 PEDESTRIAN PRIMARY STREETS:
Pacific Ave
1 st, 2nd, 4th, 5th Streets and Burwell east of Pacifc
Ave.
Adjacent Land Use: Ground floor uses are active, with
retail, commercial and walk-in trade. Institutional
and financial uses should be considered on the basis
that they contribute to pedestrian character.
Form: Typical right of way width is 60'-70'. Pedes-
trian Primary Streets are should establish a continu-
ous public realm and a Pedestrian Area of civic scale.
Sidewalk allocations may be required to achieve
desired pedestrian area.
Bulb-Outs should be implemented generously on
Pedestrian Primary Streets and may replace on-
street parking in select locations.
Sidewalk weather protection is required, however it
should be designed in such a manner that it offers
natural light penetration and does not contribute to
a feeling of oppressiveness.
Function:
Transit medium local access
Vehicular low local access
Freight low local access
Bicycle high
Pedestrian high
Parking on-street parking
Loading Allowed from roadway except
during rush hour
CIRCULATION
5.75
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Pedestrian Primary Street
Pedestrian interface Street trees Pedestrian lighting
corner bulb-out canopy double mast
on-street parking spacing: 20'
sign age
Planting strip Furniture Desired pedestrian area
yes all street furniture 16'
biofiltration unit No newspaper boxes
on I st, Pacific Ave and
Washington south of
6th Street.
DRAFT - 11/20/2007
CIRCULATION
5-76
5.4.5 GREEN STREETS
7th, 8th, 10th between Park and Warren Avenues
Adjacent Land Use: Residential or mixed use streets,
green street interventions may be applicable
through out the downtown core.
Form: For purposes of the street typology, this
option shows a 60' total rgith-of-way.
Design goals for green streets are to reduce the
amount of storm water which enters the city storm
system through local detention and retention tech-
niques.
REduce light pollution by using only compact pedes-
trian lighting options.
Function:
Transit low local access
Vehicular low local access
Freight low local access
Bicycle high
Pedestrian high
Parking on-street parking
5'
3'
8'
14'
II'
6'
5'
8'
40'
Green Street
Pedestrian interlace Street trees Lighting
on-street parking canopy compact lighting
optional corner bulb-out spacing: 20'
Planting strip Furniture Desired pedestrian area
yes optional newspaper boxes II '-IT
biofiltration unit
5.4.6 LOCAL RESIDENTIAL STREETS
Adjacent Land Use: Local residential streets serve
residential neighborhoods with single family
detached to high rise residential forms.
Form: Typical total right-of-way is 40' with slower
traffic speeds. The design goal is to allow people to
feel comfortable walking and using the street space.
On-street parking and planting strip buffer driving
lane and sidewalks.
Building frontage setback must include a 4' Street
Trees Allocation to provide residential character.
Elements to differentiate the private realm from the
public realm are also encouraged.
Function:
Transit none
Vehicular medium local access
Freight low local access
Bicycle high
Pedestrian high
Parking on-street parking
CIRCULATION
5-77
5'
8'
14'
5'
8'
40'
Residential Option A
Pedestrian interlace Street trees Pedestrian lighting
on-street parking canopy compact lighting
spacing: 20'
Planting strip Furniture Desired pedestrian area
optional trees optional newspaper boxes 5'
optional grass/low shrubs
optional biofiltration unit
DRAFT - 11/20/2007
CIRCULATION
5-78
.
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5'
4'
14'
8'
4'
5'
Residential Option B
40'
Pedestrian interface Street trees Pedestrian lighting
on-street parking canopy compact lighting
spacing: 20'
Planting strip Furniture Desired pedestrian area
grass/low shrubs optional newspaper boxes 9'
trees
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5.4.7 STREET TYPOLOGY C Rl 0 0 :J Rl C C
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Pedestrian Interface
Corner Bulb Out ~ ~ 0 ~
Mid-block Crossing 0 ~
On-street Parking ~ ~ ~ ~ ~
Sign age ~ ~ ~ ~ ~
Planting Strip
Grass/ Low Shrub 0 0 ~ ~ ~
Biofiltration unit 0 0 0 0 ~ ~
Trees 0 ~ 0 ~ ~ ~ ~ ~
Street Trees
Columnar ~ ~ 0 ~
Canopy 0 0 ~ ~ ~
Spacing
20 ft ~ 0 ~ ~ ~
30 ft ~ ~ ~
Furniture
Public Art 0 0 0 ~
Bicycle Rack 0 ~ ~ ~ ~
Waste Receptacle ~ ~ ~ ~
Bench ~ ~ ~ ~
Information Kiosk 0 0 ~
Newspaper Boxes ~ ~ ~ ~ ~ 0 0 0
Ped/ Lighting
Single Mast 0 0
Double Mast 0 ~ ~ ~
Compact Decorative Cobra ~ ~ ~ ~
Desired Total ,
Pedestrian 10' 12' 12' 11'.16' 16' 5' 9' 5'
Area
CIRCULATION
5-79
KEY
~ Yes
o Optional
No/ Not Applicable
DRAFT. 11/20/2007
CIRCULATION
5-80
5.5 STREET DESIGN TOOL Box
Wide streets present an impediment to pedestrian crossings. Within the Downtown Sub Area, pedestrian improvements such as mid block
crossings. landscaped medians. and corner bulb outs should be applied where determined appropriate by the Department of Public Works
in order to achieve the goals of a more balanced transporation network.
5.5.1 SIDEWALKS
Consistent sidewalks throughout the downtown
should use brushed concrete stamped in a 2'x2'
pattern. On Pedestrian Primary streets, sidewalks
may also contain brick accent strips and corner
bulbs.
In some areas, scoring of sidewalk patterns may
extend from the building edge to highlight the
location of a special feature or recessed entryway.
Where driveways cross a sidewalk textured paving
strips should be added to indicate to the pedestrian
a vehicular is crossing.
5.5.2 CORNER BULB-OUT
A corner bulb-out is an either a partial or full
extension of the line of the curb into the vehicular
right of way or parking lane. The bulb-out can be
placed on one side or both sides of the intersec-
tion. The bulb is primarily used to reduce the width
of the street at pedestrian crossings and to improve
the visibility between pedestrians and drivers.
A bulb-out may be planted, designed with accent
pavers, or brushed concrete.
The addition of a corner bulb-out may nessecitate
the removal of an on-street parallel parking stall to
improve visibility.
Sidewalks
consistent sidewalk
pattern throughout
downtown will help
provide visual continuity
Planting strip provides a
buffer from vehicles.
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5.5.3 MIDBLOCK CROSSINGS
The Sub Area contains extremely long east west
running blocks, some as long as 600'. As a rule
of thumb, pedestrians will walk up to 150' out of
their way to cross.
Where block lengths are longer than 300' the
City of Bremerton should consider placing a
mid-block crossing, except on Regional Arterials.
Adding mid block crossings cuts down on jaywalk-
ing activities, and encourages pedestrian activity.
Particularly within the Downtown Core and
Employment District Zones, midblock crossings
are encouraged.
Typical zebra strip crossings should be used on
all mid block crossings.
5.5.4 SHARROW
A Sharrow, or "Shared Right of Way", is a a
street that has been prioritized for shared use
by bicyclists and cars.
A sharrow is a relatively narrow street with two-
way traffic, where the traditional painted center
line is removed and replaced with a large painted
bicycle symbol on the road and a sharrow label.
This a fast and inexpensive measure to improve
the multi-modal nature of a street.
CIRCULATION
5-81
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DRAFT - 11/20/2007
CIRCULATION
5.82
II th Street with Center Median
S.S.s CENTER M~DIAN
The above illustration shows one option for the
pedestrianization. of II th Street using a variable
center median. In this option, the planted median
narrows from fifteen to four feet to provide
separate left turn lanes at the intersections of
Park and Pacific. Expanded sidewalks narrow the
crossing area. The plan above also shows two
separated six foot bike lanes.
Left Turns and Turning Access
This plan calms traffic to more manageable
speeds appropriate for dense residential commu-
nities and links the north and south portions of
the Evergreen Park community.
The street retains traffic flow by limiting local
access (shown at right). The development of a
center median may nesseciate shifting existing
one way residential streets to two-way shared
lanes.
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Center medians may also be appropriate on
Warren Avenue to help narrow intersection
crossing areas and increase safety.
5.5.6 MIDBLOCK PROMENADE
Mid-block crossings may also be associated
with the creation of new intra-block pedestrian
(or vehicular) promenades. A promenade is a
particularly attractive urban design intervention
to increase pedestrian activity. as well as multiply
the number activity nodes located at corners
and intersections. Mid-block promenades will
be possible through strategic land consolidation
and the use of the Bonus Amenity Sytem in the
Downtown Core area.
Midblock promenades have a minimum 16' wide
walkway and may range to 30'. Walkways should
incorporate textured paving, plantings and land-
scaping, with active residential or non-residential
entrances and street frontages.
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CIRCULATION
5-83
Mid-block Promenade
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Options for a mid-block within the Downtown Core and Employment Distria Areas, A variation in
parcel assemblies ;s shown. Mldblocks may accomodate vehicles or be pedestra;n only areas,
DRAFT - 11120/2007
CIRCULATION
5-8-4
5.5.7 STREET FURNISHING
Streetscape amenities should be placed within
the identified furnishing zone at the curb edge
leaving a space for unobstructed pedestrian
movement. This area will provide space for
amenities and vegetation to enhance the visual
quality and comfort of neighborhood streets.
On non-residential streets the furnishing zone
width should be a minimum of 4'.
The following amenities are located within the
Furnishing Zone. The Street Typology Summary
Table following denotes the location of street
furnishing per Street Type.
Street Trees
Tree Grates and Protectors
Lighting
Newspaper Boxes
Planting strip
Public art
Bicycle Rack
Waste Receptacles
Benches
Information Kiosk
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Pedestrian
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Furnishing
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5.5.8 LANDSCAPING AND STREET TREES
Within the Downtown Sub Area there are
currently large areas that lack street trees,
particularly within the western edge of the
downtown. Greening the downtown streets is
a priority for community residents, and will help
to change perception of the downtown for the
better.
Particular placement of street trees may also be
used as an iconic gateway to welcome individu-
als downtown and make a lasting impression on
visitors. At least one large, native tree should
be planted within landscaping in selected sites
during the BTC Access improvements such as
Big Leaf Maple, and/or Douglas Fir, to acknowl-
edge the history of the Bremerton community.
Sidewalk Rubber Panel Pilot Program, Photo: City of Kikland
Geometric patterned tree-grate
Street Tree design and planting should adhere to the
following set of procedures:
I. Trees should be planted within 4' by 4' planting
pits. Tree planting pits should follow best prac-
tices to ensure that tree roots have enough
room for expansion beneath the sidewalk
surface. See Tree Planting depth figure at right.
Irrigation should be provided with all new street
trees where possible.
Where existing built form prevents planting,
trees can be provided in planters equipped with
irrigation.
The City Public Works may also consider the
application of a pilot program for rubber sidewalk
pavers as an option to reduce maintaince costs
associated with street tree roots. (See City of
Kirkland Rubber Panel Pilot Program.)
2. Decorative metal tree grates should be
used to cover planting pits within the POMU,
Downtown Core and Downtown Waterfront
zones.
3. Street Trees should have a caliper of at least
2.5 inches at time of planting.
4. Trees should be planted with consideration
towards the harmony of the block length, select
tree species should be planted along the entire
block length where possible.
5. Residential Street Tree Allocation is listed
in the Downtown Sub Area Development
Standards. This requirement aims to develop
a mature and harmonious set of street trees
within multi-family residential districts. Street
Trees to be planted within the Building Frontage
Setback in Residential Zones (MR-I, MR-2)
A tree planting scheme should be developed for
streets with requirements for spacing, species
type, and guidelines for maintenance.
CIRCULATION
5-85
Raised Planters can also
act as a buffer
Tree Planting Depth
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DRAFT - 11120/2007
CIRCULATION
5-86
5.5.9 LOW IMPACT DEVELOPMENT
The addition of biofiltration units as a landscape
element should be applied throughout the
downtown. Each element has an estimated cost
of $20,000.
5.5.10 LIGHTING
The city should strive to provide the right
amount of light, in the right place, at the right
time. Within the sub area, all exterior street
lighting should follow the International Dark
Sky model code in order to limit exterior light
pollution and save energy.
Existing pedestrian scaled lights consist of a
double mast arm and a single mast arm, manufac-
tured by the Spring City Electrical Manufacturing
Company.
These lights are appropriate for more heavily
used commercial oriented and/or mixed use
streets. They provide light for both pedestrian
and vehicles.
Compact
In residential areas, a lower level of street lighting
is appropriate. Lighting should not contribute
to glare, or send light into residents' windows.
This should be accomplished with full cut off
luminaires or low wattage cutoff luminaires.
The City of Bremerton should to coordinate
with a lighting designer to secure smaller,
compact base light fixture that can be used in
residential areas. The lighting should deliver the
following performance measure and be compat-
ible with existing city lighting styles:
I. Equipment (shielded fixtures), aimings, and
mounting heights that minimize offensive glare
to humans, flora, and fauna.
2. Candelas per 1,000 lumens should not exceed
2.5% at an angle at or above an angle of 90
degrees and I 0% at an angle at or above 80
degrees.
Decorative Cobra
I. The city should also identify a decortive cobra
light to provide street lights for vehicles on
Regional Arterials. The design should be compat-
ible with established downtown lighting styles.
Curb edge biofiltration unit
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Single Compact
Single Mast
Double Mast
5.6 STREETS CAPE ACTION ITEMS
CIRCULATION
5-87
Adopt street typologies to guide all required
streetscape upgrades with new development in
Downtown. and to guide roadway configurations
.an? reconfig~rati()ns .
Upgrade the streetscape on Pacific Avenue making it . PW&U. Economic
a Park-to-Park "main street" .. ~e~~lopment:.
Implement Green Streets streetscape upgrade on . PW&U. DCD
7th and 8th and 10th streets in the Sustainability
District
Implement sharrows on 4th and 5th Streets west
of Pacific and on Park Ave restripe to add sharrow
symbol.
. ...". "...
Identify preferred Street Tree species per Street . Parks. DCD. PW&U.
!ypol()~ anduniq~e. s.tre.et. ~h~ract~ri~tics. ..
Create a gateway to the pedestrian core area of : Parks. DCD. PW&U
downtown with the use of a large scale native
species~ such a.s ~ougl~~. Fir()r. ~ig ~~~fl'1aple...
Retrofit 11th Street to a Community Boulevard : PW&U. DCD
configuration
Pedestrianize intersection to accomodard "Park to · DCD. PW&U
Park" plan.
Retrofit 6th Street to a multi-modal street
.PW&U.
Time intersection signalization on key intersection : DCD. PW+U
to reduce traffic congestion.
Work with Kitsap Transit to create a downtown . Kitsap Transit. DCD
transit loop route.A continuously circulating local
route linking major destinations and employers
in downtown and adjacent locales (eg. Manette.
Harrison. and Callow Gateway)
Identify and formalize selection of decorative cobra. PW&U. DCD. ED
and compact light fixtures
Concurrent with
Sub Area Plan
adoption
: Phase I - 2007-2008 . City TIP
. Phase II - 20 I 0-20 14 ~ra~t .fun.di.~~sour.ces
. 7th St. - 2007-2008 . Ecology Grant funding
. 8th! I Oth - TBD . TIP
.. .... ..... \^Iit~ l\Je~D~velopl11ent
: 2008-2009
.2010-2012
. TBD 2012-2020
: Concurrent
. with I I th Street
. Communty Boule-
. vard
· TBD 2012-2020
2009
2009-2012
2008-2009
· With new development TIP
. Potential state roadway
. sources
. With new development
. TIP. Potential State roadway
: sources
DRAFT - 11/20/2007
CIRCULATION
5-88
5.7 PARKING EXISTING CONDITIONS
Well-managed treatment of the automobile
within a dense downtown is one of the major
areas affecting urban design quality. A Parking
Management Strategy should be implemented
in order to accommodate new users, balance
demand and supply, and maximize limited
on-street space. There is no one size fits all
solution.
Goals of a Parking Management Plan
· Provide enough parking to sustain the economic
viability and vitality of commercial areas while
discouraging commuting by single-occupant
vehicle. Parking requirements should not serve
as barriers to development.
. Make the best use of limited street space, find
balance among competing uses, and protect
neighborhoods from the impacts of overflow
traffic and parking.
. Create a park-once strategy for the downtown
area so that people can access multiple shops
and destinations without using their cars.
o PSNS Gate
. Off-street Parking (publicalfy accessible)
P---.
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WS DOT Ferries
Conference Center
garage
CURRENT CONDITIONS
Bremerton's existing on-street parking regula-
tions are primarily reactionary. resulting from
spill-over impacts from the two major users.
PSNS and the WS Ferry. Due to intense and un-
met demand for downtown long-term parking,
developable land is used as surface parking
throughout the southern Sub Area. During
the summer of 2007. the City of Bremerton
conducted a Parking Time/Use Analysis of
both on-street and publicly accessible off-
street private lots in order to inform parking
management strategies. The study area covered
Bremerton's Downtown from I st Street to 7th
Street and from Washington Avenue to Warren
Avenue.
Overall Parking Supply
There are approximately 4.819 parking stalls
within the downtown district. Of these parking
stalls. it was found that nearly half were publicly
accessible stalls (2,442) and half were private or
reserved stalls (2.377).There were 367 on-street
public parking stalls. none of which were private
or reserved.
Day Time Occupancy
Day-time occupancy rates for both private and
public stalls hovered at 55%. On street parking
had the best occupancy rate for public parking at
56% while off-street public parking sat near 41 %
during the day. Private off street parking had the
highest occupancy rates near 69%.
City and Private Parking Supply
Of the total parking supply, it was found that
the city controls 22% of all stalls (1.082 stalls).
while the rest, 78%. remained in control by the
private sector. A majority of the city's on-street
parking stalls were of no charge (282), while 85
stalls did charge $5 for up to 10 hours (no other
option). The city also has 715 off-street stalls
within the Harborside Garage and the 4th Street
Garage holding the majority of stalls (320 & 224
respectively).
Conclusions
Despite the proliferation of parking lots, and
occupancy rates of just over 55% a perceived
"lack of parking" persists in the commercial area.
Residents claim that on-street residential parking
is primarily at occupancy. particularly in the Park
Avenue area. Furthermore, there is little consen-
sus about a solution to the parking problem as
development and population growth occurs.
The high number of surface lots throughout the
downtown has also had negative repercussions
on the livability and character of the area. The
walking experience is degraded by removing
visual stimulus and activities. Vacant streets also
have a negative psychological affect on safety.
CIRCULATION
5-89
"If every place worth visiting had
enough parking for all the people who
wanted to visit, there would be no
places left worth visiting:'
DRAFT - 11/20/2007
CIRCULATION
5-90
5.8 PARKING MANAGEMENT STRATEGIES:
The negative perception of parking within
downtown Bremerton results, in part, from an
emphasis on long-term parking use. There is
also impact from a negative street experience
which discourages walking to and from off-site
spaces which may be one or more blocks from
the initial destination.
Furthermore, parking demand may rise signifi-
cantly in relationship to the presence of a ship
in port at PSNS, with contractors and additional
shipyards workers commuting to Bremerton and
looking for parking.
A parking solution must be elastic, with overflow
plans designed for additional workers, reduce
the impact of long-term uses, and change the
perception of the downtown area into one in
which it is acceptable to park a few blocks from
one's destination.
5.8.1 LONG TERM PARKING STRATEGIES
I. Increase transit use, walking and cycling and
decrease dependence upon the automobile.
Urban Design strategies of increasing diversity,
high quality street design, and dedicated bicycle
routes will combine to make the use of alterna-
tive transportation methods a comfortable and
pleasant activity.
The City should continue to advocate for
increased and reliable transit service to the
downtown. The City of Bremerton should
collaborate with Kitsap Transit to increase bus
service and Commute Trip Reduction services
concurrently with population growth.
A downtown "connector" loop bus service
should be tested in order to connect the
waterfront and boardwalk to the Pacific Avenue
corridor in a timely fashion.
3. Create flexible Parking Standards: Parking
demand varies according to geographic factors
including density, transit access, income and
household size. Standards should be updated
every three to five years and where possible, the
market should decide on the amount of parking
rather than the zoning code.
Sub Area Plan parking standards are designed to
allow for flexibility with low requirements, and
a recognition that the downtown is an area well
served by transit, and that a mode shift from the
single occupancy vehicle is possible with long
term planning.
3. Centralized parking structures release
pressure on surface lots, as has been the case
with the Navy Garage. Centralized structures
may also be used for parking in-lieu of purposes
for new development meeting particular require-
ments of building and growing a viable Employ-
ment District.
The location of a new multi-level garage should
serve commercial businesses within the Pacific
Street Corridor, and long-term uses of both the
WS Ferries and the PSNS.
This garage may be constructed in concert with
the BTC Access Improvement project.
4. Introduce residential parking permits in
heavily impacted areas in order to reduce
parking spill over impacts from commuters.
5. Develop better communication and collabo-
ration between the City, employers and Kitsap
Transit. Locate mutual benefits for all three
with a Transportation Demand Management
Program which provides incentives for employ-
ees who use transit. The City of Bremerton and
associated agencies should be the first to offer
employee parking cash-out options, and free
transit passes to all city employees.
6. Prioritize active uses over surface parking. This
makes downtown a destination where people
are willing to park and walk or take transit. The
City of Bremerton should provide leadership on
this point.
1$fit
There are direct fiscal, economic and social costs to excess parking. Free parking is a resource just
like any other. The city must find the optimum value of parking and use this resource efficiently.
CIRCULATION
5.91
5.8.2 SHORT TERM PARKING STRATEGIES
I. Consider switching the most convenient
spaces to short term (1/2 hour loading zones)
parking and pay parking near the ferry terminal
in the Harborside district. As community assets,
these spaces should be managed for maximum
turn over and convenience.
1. Ensure that payment is flexible and
convenient
2. Re-invest parking revenues in district
3. Identify projects in partnership with local
merchants.
2. Establish better oversight of parking problems
and broaden the City's perspective under the
recently reconstituted parking Committee, to be
comprised of three Councilmembers, the City
Clerk and the City Attorney. The Committee
should oversee a broad Parking Stakeholders
Group made up of the business community,
residents, City departments and land owners. An
extensive Stakeholder Group process should be
conducted to advise the Committee on an initial
detailed and quantitative parking policy and
management plan. The Stakeholder Group can
Typical functions of a Parking
Advisory Committee
continue to make ongoing recommendations
and improvements to the Committee.
3. Communicate Parking options to the develop-
ment community. Hold a City funded workshop
for developers to educate them upon how to
fully utilize current alternative parking regula-
tions including satellite parking and shared
parking options.
4. Improve and standardize parking way finding.
DRAFT - 1112012007
CIRCULATION
5-92
5.8.3 PARKING GARAGE DESIGN PRINCIPLES
These principles should be applied to all new parking
garage structures planned in the sub area.
I. Facades should be treated with high quality
materials and given vertical articulation and
emphasis. The facade should be designed so as
to visually screen cars at street level. Sloping
interior floors should not be visible or expressed
on the exterior face of the building.
2. Retail storefronts or other business uses
should be placed at the street level along the
principal street and are encouraged along all
adjacent streets except service alleys.
3. Pedestrian entries should be clearly visible and
architecturally expressed on the exterior of the
building. Expression of the vertical pedestrian
circulation (stairs and elevators) on the exterior
of the garage, and in particular at the corners is
encouraged. The vertical circulation should not
be located in the center of the garage so that it
is difficult or circuitous to locate.
4. While it is important to provide adequate
interior lighting for safety and comfort, it should
be controlled to avoid spill out on the adjacent
streets creating excessive glare.
5. Including off-street bicycle rack parking is
encouraged.
San Diego Padres parking lot screened behind mid-rise
residential. Photo: Payton Cheung
5.9 PARKING MANAGEMENT ACTION ITEMS
CIRCULATION
5-93
I
Under a reconstituted Parking Commitee
conduct a broad parking stakeholder process.
The stakeholder group will make recom-
mendations to the Committee for a detailed
Downtown Parking Policy and Management Plan.
Strategies 5.8.2 - 5.8.6 to be detailed through the
parking committee process.
Adopt low, minimum parking ratios for
downtown districts allowing the private sector
flexibility in determining parking needs based on
market conditions. Also reduce cost of construc-
.ti?n .to. .incenti~iz.e. redeveloPlllent. .
Convert on-street parking in the Harborside
District to pay-for-parking. Include a token
program, so patrons of local business can still
park for free.
Develop a program to reinvest meter revenue
collected downtown into downtown. Create a
. marketing program to show people that their
parking fees are a contribution to the reinvest-
ment in downtown.
Explore creation of a second large centralized
parking structure in downtown. Site garage in
location to satisfy parking needs for both leisure
and. ~Il1Jlloyee parki~g:.
Work with major employers to create an
expanded and improved TDM program. Imple-
ment employee parking cash-out options. Every
major employer in downtown should have a
documented TDM program.
. DCD. Clerk. Council.
. Attorney
DCD
Finance. DCD
PW&U. Council
Mayor. Economic
Development. DCD
PW&U. Finance
Kitsap Transit. DCD
Finance. PW&U. Major
Employers
Collaborate with Kitsap Transit to increase DCD. Kitsap Transit.
transportation options as downtown population
increases
. Concurrent with Sub . No direct
. Area Plan adoption
· 2009-20 II
. after BTC Tunnel
: Access conclusion
20 I 0-2020
2008-2009
. Potential added revenue source.
. Potential Participation by City
· Parking Fund
. Navy, Private Entities
: Other Sources
DRAFT - 11/20/2007
DEVELOPMENT STANDARDS
6.95
6.0 DEVELOPMENT STANDARDS
INTRODUCTION
The following development standards apply as
zoning within the Downtown Sub Area pursuant
to BMC 20.80. The development standards are
supplemental to the Bremerton Municipal Code.
These standards supercede where they diverge
from the BMC. Topics not explictly regulated
remain subject to all provisions of the BMC.
DRAFT - 11/20/2007
DEVELOPMENT STANDARDS
6-96
6.1 DEFINITIONS
"Articulation" means the manner in which the
structure of the building is expressed.
"Building Frontage Setback" measures the dis-
tance from the structure to the inside line of the
Desired Pedestrian Area as per Street Typologies.
"Compatibility" means the size and character
of a building element relative to other elements
around it.
"Daylighting" Daylighting means providing pri-
marily natural rather than artifical lighting of an
interior space. High daylighting potential is found
in those spaces that are primarily daytime occupied.
When properly designed and effectively integrated
with the electric lighting system, daylighting can
offer significant energy savings by offsetting a por-
tion of the electric lighting load.
"Expression Lines" Elements of a building facade
which express its structure including cornices,
fenestration, columns and bays.
"Facade" any vertical, exterior face or wall of a
building, often distinguished from other faces by
architectural details.
"Impervious Surfaces" are sealed surfaces which
repel water and prevent precipitation from infil-
trating soils.
"Live Work" means a commercial business that is
physically combined with a residential unit, having
direct and continuous interior access between
business and residential. Not more than 2 persons
engaged in any of the following areas:
1. artist studio (allowing walk-in trade)
2. high tech
3. general office and business services
4. personal services.
and at least one (I) of those persons resides in the
dwelling unit where the use they engage is carried
on. Live work businesses are subject to limited
hours of operation from 8:30 AM to 7:00 PM.
"Low impact development (LID)" is a set of storm-
water management practices that allows sustainble
management of stormwater, including bio retention
and infiltration facilities and permeable paving. See
the Low Impact Development Technical Guidance
Manual for Puget Sound.
"Maximum Height"calculations exclude
1. parapets
2. mechanical penthouses
3. roof forms and decorative elements not intended
for occupancy
4. stairs
5. elevators
"Modulation" means horizontal or vertical
variations in the plane of a structure wall within
specified intervals of width and depth, as a means
of breaking up a structure's apparent bulk.
"Mixed-use Building" means a building that con-
tains at least eighty percent of one floor devoted
to allowed non-residential uses in a primarily resi-
dential building. or at least one door devoted to
residential uses in a primarily commercial building.
"Net Floor Area" is the amount of floor area
within a building as measured to the inside face of
the exterior building walls, excluding
1. spaces below grade
2. space devoted to parking
3. mechanical space
4. elevator and stair shafts
5. space devoted to special amenities
6. exterior decks open to the air
"Open Space" includes
1. Private balconies of any size immediately
adjacent to residential units
2. Outdoor areas (roof gardens and terraces and at
grade exterior spaces) with a minimum of ten
(10) feet by six (6) feet.
3.lndoor common amenity areas such a bicycle
storage areas, exercise rooms or common rooms
with a minimum dimension of ten (10) feet by
ten (10) feet.
"Pedestrian-Oriented" means commercial uses
with the following attributes:
1. Scale and character that encourages an approach
by either walking or cycling.
2. Walk-in trade and small business establishments
such as specialized retail and food stores,
restaurants, personal service establishments,
convenience stores, professional services.
3. Contain outdoor displays and contribute to the
ground level activity of the street.
"Roof Peak"The highest point of the building.
"Scale, Human" means architectural and struc-
tural proportions that relate to the human form
and/or that exhibits through its structural or
achitectural components of the human functions
contained within.
"Street Wall" means that portion of the building
which directly abuts the Building Frontage Set-
back.
"Transitional Area" Portion of property facing
the linear street frontage which is required to
achieve a desired pedestrian area as per street
typology requirement.
"Tower" means that portion of a building that
penetrates a sky exposure plane above seventy
five feet (75') in height. Towers are allowed only
in specified high-density areas of the city. A tower
may be occupied by residential, commercial or
community facility uses.
"Wall Plate" that structureal element (often a
horizontal timber) situated along the top of a wall
at the level of the eaves for bearing the ends of
joists or rafters.
DEVELOPMENT STANDARDS
6-97
"Wall to Window Ratio" is the proportion of a
wall area to compared to the total window area
where the window is located. For example, if a
window covers 25 square feet in a 100 square-
foot wall then the WWR is 25/100 or 0.25.
"Weather Protection" means awnings. canopies,
arbors which extend from the building facade
a minimum projection of four feet over the
pedestrian area. Projection must be greater than
eight feet in hieght.
"Work/Live" combines residential as an accessory
use with a commercial use allowed in the underly-
ing zone and is located in a unit that is a suite of
rooms of which not more than 40% of floor space
is used for residential use.
DRAFT - 11/20/2007
DEVELOPMENT STANDARDS
6-98
6.2 PROCEDURES
6.2.1 DESIGN REVIEW
(I) All projects within the Sub Area with four or
more residential units or 5.000 GSF commercial
shall undergo Design Review per BMC 20.02.085.
The DRB shall evaluate for compliance with a.)
Design principles per Chapter 4 and b) Purpose
and Intent statements of Chapter 6.
(2) Dimensional and Design Standards within this
chapter are departable by Design Review Board
excepting height limitations.Any departure granted
shall be formally documented in the Design Review
process, including why a departure is necessary to
meet an Urban Design Principle in the Sub Area
Plan.
(3) Modification of Development Standards and
deviation from the urban design principles of
Chapter 4: Any proposal to modify development
standards through a Design Review Procedure
shall not undermine the intent of the standards of
this Chapter.
6.2.2 APPLICABILITY OF OVERLAY ZONING DISTRICTS
(I) Mapping of overlay districts. The applicability
of any overlay zoning district to a specific site is
shown by the Overlay Map;
(2) Any land use allowed in the applicable base
zoning district may be allowed within an overlay
district, subject to any additional requirements of
the overlay district;
(3) Development and new land uses within an
overlay district shall obtain the land use permits
required by the base zoning district.
6.2.3 SATELLITE PARKING.
For the purposes of this Chapter, Satellite Parking
is allowed on any existing parking lot within the
Downtown Sub Area if satisfying a parking require-
ment for another use within the Sub Area.
No new principal parking use may be constructed
for Satellite Parking if not allowed in the zone. A
binding agreement signed by the owner of the
Satellite Parking must be executed, approved by
the City, and recorded with the County Auditor.
6.2.4 STREET TREE ALLOCATION
Where applicable. this area located within the
building frontage setback may be either private
property subject to a condition of development or
dedicated as public right of way.
6.2.5 SIDEWALK ALLOCATION
(I) For all zones a sidewalk allocation shall be
provided according to street typology.
(2) Sidewalk allocation may be either private
property subject to a condition of development or
dedicated as public right of way.
DEVELOPMENT STANDARDS
6-99
DRAFT - 11/20/2007
DEVELOPMENT STANDARDS
6-100
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5th
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DRAFT - 11/20/2007
DEVELOPMENT STANDARDS
6-102
6.3 DOWNTOWN CORE
6.3.1 INTENT AND PURPOSE
(I) The intent of this zone is to focus commer-
cial, entertainment, cultural. civic uses and urban
residential into an active compact, walkable area
served by public transit. This zone is served by a
Bonus Amenity Program.
(2) Allow taller buildings with required spacing
and bulk controls to lessen environmental impacts
such as overshadowing and wind down drafts.
(3) Introduce a vibrant mixed use neighborhood
and improve the pedestrian oriented nature of
downtown to reduce dependence on the automo-
bile.
6.3.2 USE STANDARDS
(I) Pursuant to BMC 20.75.020 and BMC 20.75.050 with the following additions:
i. Hotels shall be considered residential uses.
ii. Work/live
iii. Live/Work
(2) Pedestrian oriented uses required on a minimum of sixty (60) percent of ground floor.*
*Where the market is not yet available for pedestrian oriented uses, ground floor spaces may be designed in
such a manner that frontages may be easily adaptable to future active uses. To be considered adaptable,
ground floor facades must have a fourteen (14) foot floor to ceiling height and the sidewalk level facade must
include an entrance or entrances to accommodate a single or multiple tenants or be structurally designed so
entrances can be added when building is converted to pedestrian oriented uses.
6.3.3 LOT REQUIREMENTS
(I) Development shall comply with the follow-
ing floor area ratio, defined as the net floor area
divided by the lot area.
Maximum Base FAR
3.25
Minimum FAR
1.0
(2) FAR may be increased beyond 3.25 when a
public amenity is provided as pursuant to Chapter
6.11 Bonus Amenity Chart in collaboration with
the Design Review Board, and provided design
guidelines and design standards are met.
(3) Maximum Lot Coverage
for structures above 45'
75%
6.3.4 HEIGHT REQUIREMENTS
(I) Maximum allowable heights within the DC
zone are pursuant to (lgure 6.5./ .
(2) Minimum street wall height
30'
(3) Maximum street wall height
(see setback standards)
45'
(4) Minimum fourteen (14) feet floor to ceiling
height at ground floor.
6.3.5 AMENITY SPACE REQUIREMENTS
(I) Open space required per unit
75 sq. ft.
6.3.6 DESIGN STANDARDS
A. DOWNTOWN CORE SETBACKS
Height Building Frontage Minimum Side Minimum Rear
Condition (Front Setback)
Building Base O-IS' 0 0 0
Building Mid 19'-45' 0 10' 0
Building Top 45' up S' 10' 10'
B. BUILDING FACADE REQUIREMENTS
(I) A minimum of sixty (60) percent between two (2) and eight (S) feet in height must be comprised of
doors or transparent windows that allow views of interior product display areas.
(2) Minimum Required Entrances
(3) Weather Protection
6.3.7 MAXIMUM ALLOWABLE TOWER FLOORPLATE
(I) Residential uses
12,000 GSF
(2) Commercial uses
20.000 GSF
6.3.8 TOWER SITING
(I) Towers (structures above seventy five (75)
feet in height) may not be built within an eighty
(SO) foot dimension from the edge of an existing
tower.
One (I) entrance per fifty (50) lineal feet of sidewalk.
75% of front facade.
6.3.9 PARKING REQUIREMENTS
(I) Nonresidential uses per 1,000 GSF
Minimum I space
Maximum 4 space
(2) Residential uses
Minimum .5 spaces per residential unit
(3) The first 3,000 ground floor GSF retail area shall
be exempt from off street parking requirements.
DEVELOPMENT STANDARDS
6-103
6.3.10 PARKING DESIGN STANDARDS
(I) No surface parking shall be located between
the building and the front property line. On corner
lots, no parking shall be located between the build-
ing and either of the two (2) front property lines.
(2) For surface parking lots greater than five thou-
sand (5.000) sq ft should provide clearly identifiable,
lighted and land scaled pedestrian paths of at least
eight (S) feet in width through the surface parking
lot to building entrance. This path should contain
a continuous landscaped areas of at least three (3)
feet wide on at least one side of the path except
where a pathway crosses vehicular lanes.
(2) Structured parking is not permitted at first
floor street facade. All parking located on the
DRAFT - 11/20/2007
DEVELOPMENT STANDARDS
6-104
6.3 DOWNTOWN CORE CONT'D
ground floor should be screened behind active
pedestrian or residential uses. Minimum depth of
uses is twenty five (25) feet.
(3) Where commercial or residential space is
not available to accomplish this, features such as
planters, decorative grills, green screens or public
art can be used for screening subject to DRB ap-
proval.
(4) Parking garages are subject to design principles
listed in Bremerton Sub Area Plan Section 5.8.3
6.3.10 VEHICULAR ACCESS
(I) Parking and vehicular access from alley is re-
quired where alleys exist. Where no alley exists
vehicular access is preferred fron non Pedestrian
Primary Streets.
(2) Driveways crossing a Primary Pedestrian Street
must be clearly marked with appropriate signage
and a cross with a minimum five (5) by five (5)
foot notched view triangle to increase pedestrian
safety.
6.3.11 LANDSCAPING
Landscaping standards are pursuant to BMC
20.75.090 except where conflicting the principles
of this Chapter supercede.
6.3.12 SIGN STANDARDS
Sign standards are pursuant to BMC 20.75.100
6.3.13 CHANGE OF USE OR REHABILITATION OF
EXISTING BUILDING
Pursuant to BMC 20.75.110
DEVELOPMENT STANDARDS
6-105
DRAFT - 11/20/2007
DEVELOPMENT STANDARDS
6-106
6.4 DOWTOWN WATERFRONT
6.4.1 INTENT AND PURPOSE
(I) The intent of this zone is to provide for an array
of uses related to the water, multimodal transpor-
tation facilities, residential and mixed uses.
(2) Maintain view corridors and encourage creation
of public access to the water.
(3) Increase building height with bulk controls to
lessen environmental impacts such as overshadow-
ing, wind down-draft, and loss of views.
(4) Improve the pedestrian oriented nature and
promote the public significance of the downtown
waterfront zone by reducing surface parking and
encouraging a higher and better use.
6.4.2 USE STANDARDS
(I) Pursuant to BMC 20.76.020 and BMC 20.76.050 with the following addition:
i. Hotels shall be considered residential uses.
(2) Pedestrian oriented uses required on a minimum of fifty (50) percent at the ground floor facade.
6.4.3 LOT REQUIREMENTS
(I) Development shall comply with the follow-
ing floor area ratio, defined as the net floor area
divided by the lot area.
Maximum allowed FAR
2.0
(2) FAR may be increased beyond 2.0 when a
public amenity is provided as pursuant to Chapter
6.12 Bonus Amenity Chart in collaboration with
the Design Review Board, and provided design
principles and standards are met.
(3) Maximum Development
Coverage for structures above 45'
75%
6.4.4 HEIGHT REQUIREMENTS
(I) Minimum street wall height
30'
(2) Maximum street wall height
45'
(3) First floor heights within DW zone must be a
minimum of fourteen (14) feet floor to ceiling.
6.4.5 AMENITY SPACE REQUIREMENTS
(I) Open space required per unit
75 sq. ft.
6.4.6 DESIGN STANDARDS
A. SETBACKS DOWNTOWN WATERFRONT
Height Building Frontage Minimum Side Minimum Rear
Condition (Front Setback)
Base 0-18' 0 0 0
Mid 19'-45' 0 10' 0
Top 45' up 8' 10' 10'
B. BUILDING FRONTAGE
(I) A minimum of sixty (60) percent between two (2) and eight (8) feet in height must be comprised of
doors or transparent windows which provide views to interior displays.
(2) Minimum Required Entrances
One (I) entrance per fifty (50) lineal feet of sidewalk.*
(3) Weather Protection 75% of front facade.
'This requirement may be met by the design of ground related entrances to townhouse units.
DEVELOPMENT STANDARDS
6-107
6.4.7 TOWER MAXIMUM ALLOWABLE FLOORPLATE
6.4.9 PARKING REQUIREMENTS
10,000 GSF
(I) Nonresidential uses per 1,000 GSF
Minimum I space
Maximum 4 space
6.4.8 TOWER SITING
(I) Towers (structures above seventy five (75)
feet in height) may not be built within an eighty
(80) foot dimension from the edge of an existing
tower.
(2) Residential uses
Minimum .5 spaces per residential unit
(3) The first 3,000 square feet of gross ground
floor retail area shall be exempt from off street
parking requirements
6.4.10 PARKING DESIGN STANDARDS
(I) No surface parking lots are permitted between
the building and the front property line.
(2) Structured parking is not permitted at first
floor street facade. All parking located on the
ground floor should be screened behind active
pedestrian or residential uses.
(3) All above grade structured parking shall be
screened by one of the following and is subject to
review by the Design Review Board:
i. Residential or commercial uses minimum depth
of twenty five (25) feet.
ii. Green landscaped walls
Hi. Public art
DRAFT - 11/20/2007
DEVELOPMENT STANDARDS
6-108
6.4 DOWTOWN WATERFRONT CONT'D
6.4.11 LANDSCAPING
Landscaping standards are pursuant to BMC
20.75.090 except where conflicting the principles
of this Chapter supercede.
6.4.12 SIGN STANDARDS
Sign standards are pursuant to BMC 20.75.100
6.4.13 CHANGE OF USE OR REHABILITATION OF
EXISTING BUILDING
Pursuant to BMC 20.75.110
DEVELOPMENT STANDARDS
6-109
DRAFT - 11/20/2007
DEVELOPMENT STANDARDS
6-110
6.5 MULTI-FAMILY RESIDENTIAL (1 + 2)
6.5.1 INTENT AND PURPOSE
(I) Multi-Family Districts provide a medium to
high density residential neighborhood with an ac-
tive and human scaled streetscape to support the
Downtown Regional Center.
(2) Promote infill housing strategies that encour-
age compatibility with existing housing stock,
particularly historic homes on Highland Avenue.
(3) Encourage development to take advantage
of unique views and nearby amenities such as
shorelines, recreational opportunities, or access to
ferries or transit.
(4) Encourage the development of building types
with a coherent relationship to the street in
order to promote social interaction, and achieve
community-wide safety and livability goals. Visual
prominence of surface parking or garages are con-
trary to the pedestrian oriented nature of the MR
zone.
(5) MR-2 promotes an optional courtyard configu-
ration to increase active open space and decrease
impervious surfaces for attached, ground oriented,
multi-family housing.
(6) Multi-family residential buildings are encour-
aged to include green building strategies such as
green roofs, space for urban agriculture, pervious
paving, and natural ventilation.
(7) MR-I and -2 contains the same dimensional
standards except where noted.
6.5.2 USE STANDARDS:
(I) Per BMC Chapter 20.79, except conditional uses Per BMC 20.79.040 are allowed outright.
DEVELOPMENT STANDARDS
6-111
6.5.3 LOT REQUIREMENTS
(I) Minimum allowable lot size
3,000 sq. ft.
(2) Maximum allowable Impervious Suriace*
70% of gross lot area
;< Includes all im pervious surfaces. Calculations should be based upon the Stormwater Management Manual for Western Washington, State
Department of Ecology, 2005.
6.5.4 HEIGHT REQUIREMENTS MAXIMUM HEIGHT DESIRED NUMBER OF STORIES
( I) Base Height* 60' 5-6
(2) Highland Overlay Zone 35' wall plate
40' roof peak 3
(3) Wateriront Overlay Zone** 40' 4
* Base maximum is 60'with allowed bonus to 80'with a Transfer Development Right per 6.5.12 of this section.
**Within The MFR 1 Waterfront Overlay Zone, maximum heights shall be calculated from an average of existing grade on Washington Ave at
parcel front property line.
6.5.5 PUBLIC AMENITY AND OPEN SPACE REQUIREMENT
(I) Open Space per unit
150 GSF
(2) Exterior common open spaces must meet the following design standards:
L Courtyards should be improved with pathways, landscaping and pedestrian lighting.
iL Common open spaces are preferred to be visible from the street, however internal courtyards are also
permissible.
iiLAII exterior common open spaces should be designed with ample sunlight penetration.
iv. Exterior common open spaces should be centrally located so that a majority of residents have access to use.
v. Any interior courtyard should be activated by proximity to individual unit entrances or be visible from upper
units balconies.
6.5.6 DENSITY
There are no maximum density standards: minimum density must be five (5) dwelling units per acre.
DRAFT - 11/20/2007
DEVELOPMENT STANDARDS
6-112
6.5.7. DESIGN STANDARDS
A. Setbacks
I. See Tables I and 2
i. Setbacks are subject to appropriate Street
Typology. Setbacks are intended to provide
streetscape continuity.
ii. Setbacks are subject to building structure
conditions or the measurement of building
heights above street grade.
iii. Stoops and terraces for ground related entries
may be built in the Building Frontage Setback
iv. Street Tree Landscape Allocation consists of
the first four (4) feet within Building Frontage
Setback at front street property edge.
SETBACKS MR-l table 1
Street Type Building Structure Building Frontage Street Tree Minimum Minimum
Condition (Front Setback) Allocation Side Rear
Residential less than 40' 10' 4' 5' IS'
Streets
greater than 40' 16' * IS' 15'
Multimodal up to 60' 10' 4' 5' 15'
Streets
Community less than 40' 4' 4' 5' 15'
Boulevardl
Arterial greater than 40' 16' IS' 15'
SETBACKS MR-2 table 2
Street Type Building Structure Building Frontage Street Tree Minimum Side Minimum
Condition (Front Setback) Allocation Rear
Residential less than 35' 60% of building must be 4' Both Side 15'
Streets/Green at the 10' setback line. Setbacks
Streets should equal
Portions of the building 10' (20)' with no
greater than 35' with setback less
a floorplate less than than (5)' in
(6,000) GSF. any location.
Portions of the building 16'
greater than 35' with
a floorplate exceeding
(6,000) GSF.
Multimodal up to 60' 10' 4' 10' IS'
Streets
Community less than 35' 4' 4' 10' 15'
Boulevardl
Arterial greater than 35' 10' n/a IS' 15'
* Portions of the front facade above forty (40) feet must include a change in material to designate street wall.
B. Structure Modulation
( I) Structures with heights greater than or equal
to forty (40) feet shall have a minimum of a five (5)
foot deep recess and a minimum of 10 wide for
every fifty (50) feet of linear structural wall.
C. Entrances
( I ) Pedestrian entrances are preferred from
buildings facing the street, however entrances are
also permitted on shared courtyard space. Side
entrances, courtyard entrances and entrances
more than fifteen (15) feet from the street are
permissible with appropriately lighted, maintained,
and landscaped pedestrian path.
(2) Individual and articulated entrances are re-
quired no less than every fifty (50) feet of building
frontage. This may be accomplished with ground
related units with street side entrances and stoops
and terraces.
(3) First Floor Entrance Heights: Raised entrances
at least twenty four (24) inches from sidewalk
grade are preferred.
DEVELOPMENT STANDARDS
6-113
D. Transparency
(I) Blank street walls or non-residential uses such
as storage or parking structures are not permit-
ted at ground level on the street front unless
topography exposes no more than six (6) foot tall
portions for no more than fifty (50) percent of the
frontage.
(2) Buildings must have a minimum of fifty (50)
percent transparent window openings on the front
facade.
E. Street Edge
(I) When located at corners, residential buildings
should have two primary facades (composed of the
same materials) oriented toward the two streets
(2) Fences abutting the front property line may not
be more than four (4) feet in height.
F. Privacy and Buffers
(I) Landscaped buffers should be provided between
residential structures and adjacent commercial
uses.
(2) Dumpsters should be completely enclosed
or screened within an architecturally compatible
building.
DRAFT - 11/20/2007
DEVELOPMENT STANDARDS
6-114
6.5.8 PARKING REQUIREMENTS
(I) One (I) parking space per unit is required off-
street.
(2) On lots containing greater than fifty (50) per-
cent development coverage; underground, above
grade or structured parking is required.
(3) Reduction in parking spaces: The Director of
Community Development may reduce the number
of required parking spaces on a site in the follow-
ing cases;
i. Remodel, expansion or alteration of existing
structure may receive a reduction of up to ten
(10) spaces.
ii. Provision of common bicycle storage room or
other bicycle storage space with convenient
access from street for use by all residents.
iv. Participation in a flex car program.
6.5.9 PARKING ACCESS
(I) Parking and vehicular access from an adjacent
alley is required where possible.Where alley access
is not possible, surface parking and/or garages may
not occupy more than thirty (30) percent of street
frontage or fourteen (14) feet single occupancy.
Driveways shall be minimized to reduce pedestrian
impact.
(2) Driveways providing access to parking will be
clearly marked.
(3) Site planning of buildings should not be oriented
around a central parking court.
(4) Driveways and parking lot surfaces should
make use of permeable paving materials where
possible to lessen impact of asphalt paving on
street frontage and reduce stormwater impacts.
6.5.10 GARAGE:
(I) Underground garage entrances must be
architecturally integrated to main structure, and
be considered secondary to main pedestrian
entrance.
(2) Garage entrances, if fronting the street, must
have a clear view triangle to protect pedestrians
from exiting cars.
(3) Garage entrances must be set back at least five
(5) additional feet from front facade.
(2) Garage Design Standards located in BMC
20.60.060 (c) are applicable to single family
structures, Townhouses, and Detached Accessory
Dwelling Units.
6.5.11 LANDSCAPE
Landscaping shall meet the requirements of
Chapter 20.50 BMC. (Ord. 4950 8 (Exh. A) (part)
(2005) except where conflicting the principles of
this Chapter supercede.
DEVELOPMENT STANDARDS
6-115
6.5.12 TRANSFER DENSITY CREDIT
Height limit may be increased to 80' with a
Historic Preservation Transfer Development
Right in any portion of the MR-I zone excepting
the Highland Avenue and Waterfront Overlays
pursuant to the following measures:
(I) Height limit may be increased to 80' on that
portion of a site equal to twice the site area of
the property for which a developer has procured
a Historic Preservation Transfer Development
Right according to procedures of an adopted City
of Bremerton Transfer Density Ordinance.
(2) Any structure within the Downtown Regional
Center with historic significance according to the
criteria in the Bremerton TDR ordinance may
be nominated for inclusion on a Bremerton List
of Eligible Historic Structures and utilized for a
Transfer of Development Right to the MR-I zone.
DRAFT - 11/20/2007
DEVELOPMENT STANDARDS
6-116
6.6 ONE AND Two FAMILY RESIDENTIAL (R-20)
6.6.1 PURPOSE AND INTENT
(I) Site planning for new housing is encouraged to
be compatible with existing neighborhood scale.
Building volumes should be arranged in order to
contribute to existing neighborhood patterns and
ongoing livability.
(2) Promote infill density through a variety of hous-
ing types including the single party wall attached
townhouses on fee-simple lots, small lot single
family and front to back two-family townhouse
(Two party wall attached) as a condominium, with
alley access.
(3) Ensure all housing units have ground-oriented
entries.
6.6.2 USE STANDARDS:
(I) Subject to BMC Chapter 20.60.020-20.60.040
with the following changes and additions according
to allowable building type:
i. Small Lot Single Family House: Small single family
house with open space on all four sides. Minimum
street frontage is twenty five (25) ft. and minimum
lot size is 2,500 GSF.
ii. Single Party Wall Rowhouse: This townhouse
form is a building containing two or more dwell-
ings joined in whole or in part at the side only by a
vertical party wall which is insulated against sound
transmission. Open space is at either the front or
the rear. In some situations, groups of contiguous
units may be arranged around a common open
space.
iii. Double PartyWallTownhouse: Townhouse form
containing (at minimum) four dwellings joined by
two vertical party walls insulated against sound
transmission. These buildings, which may have a
similar character to a detached single family house
contain ground related entrances for each unit
from either the front street or rear alley.
iv. Duplex, Triplex and Fourplex: A building similar
in character to a single family house, this build-
ing type allows up to 4 individual dwelling units.
Each individual unit must contain a ground related
entrance. Units may be configured next to each
other, on top of each other or both.These building
types fit on 40' wide lots or greater.
v. Detached Accessory Dwelling Unit (DADU):
Per BMC 20.46.0 I 0 with the following additions
and subtractions:Accessory dwelling units must be
a detached dwelling as an accessory to the main
structure. A detached accessory dwelling unit may
be incorporated in the garage. Units are subject to
size limitations and must have their own off street
parking spaces. Carriage houses are architecturally
compatible to main house.
(2) Townhouse configurations with internal drive
courts between units are not permitted unless
thirty (30) feet or more spacing between front and
back units is provided.
DEVELOPMENT STANDARDS
6-117
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V.
I Detached Single I Townhouse - Single Townhouse - Double Duplex, Triplex,
BUILDING TYPE I Family (small lot) Party Wall Attached Party Wall Attached Fourplex
I (minimum 2-units) (minimum 4-units)
I
ii. i
I i
i
~--- --- I Fee Simple/Condo- I Condominium
- OWNERSHIP STRUCTURE I Fee Simple I Fee Simple
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I
I I minum I
I
12.550 sq. ft. I !
6.63 MINIMUM LOT SIZE 1,400 sq. ft. 1,000 sq. ft. 4.000 sq. ft.
~--- 1 -L
6.6.4 MAXIMUM HEIGHT I 30' top of wall plate 35' top of wall plate 35' top of wall plate I 30' top of wall plate
I (additional 5' for shed (additonal 5' shed roof (additonal 5' for shed I (additonal 35' for shed
I
I roof peak) peak) roof peak) I roof peak)
I
6.6.5 MAXIMUM 150% 60% 60% I 60%
I
I
iii. BUILDING COVERAGE I I
I I
I I 250 sq. ft. per
6.6.6 USEABLE OPEN 15% gross lot area 250 sq. ft. per unit 250 sq. ft. per unit 1
SPACE PER UNIT I unit
I
6.6.7 DENSITY
Minimum
Maximum
Five (5) units per acre
Twenty (20) units per acre
------
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DRAFT - 11/20/2007
DEVELOPMENT STANDARDS
6-118
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6.6.8 DESIGN STANDARDS
A. Setbacks
,W/4oo111S'
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i. Terraced entries and stoops may extend into
Building Frontage setback.
ii. All residential projects must include 4' Street
Tree Planting Allocation within the Building Front-
age setback.
Hi. Building Frontage setbacks may not contain
fencing greater than four (4) feet in height within
the Street Tree Allocation.
B. Maximum Structure Width
see table
e. Minimum Unit Width
see table
Detached Single Townhouse- Single Townhouse- Duplex, Triplex,
A. Setbacks Family (small lot) Party Wall Double Party Fourplex
Wall
Minimum Side Combination of both Combination of both
Setback side setbacks must side setbacks must
5' 5' equal a minimum of equal a minimum of
I S'; minimum side 15'; minimum side
setback is 5'. setback is 5'.
Minimum Rear 15' 15' 15' 15'
Setback(*)
Building Frontage Average setback of Average setback of Average setback of Average setback of
S b I e'''') (~"''''') adjacent properties. adjacent properties adjacent properties. adjacent properties
et ac < ....,. ..,....
Four contiguous units Two attached units
along linear street
B. Maximum Structure n/a or up to seventy two frontage, or fifty 48'
Width (72) feet whichever is (50) feet whichever
less. is less.
e. Minimum Unit 20' 14' 14' n/a
Width
* DADU may be built on the lot line abutting rear
alley.
*~, Contextual front setbacks are calculated in the
following manner;
i. The maximum front and street side building
setback may not exceed the average front yard
depth of the nearest two lots on either side of
the subject lot or ten (I 0) feet whichever is less.
ii. If one or more of the lots that are included in
the averaging calculation are vacant, the lots will
be deemed to have a yard depth of ten (10) feet.
Hi. Lots fronting a different street than the subject
lot or separated from the subject lot by an alley
may not be used in computing the average.
iv. When the subject lot is a corner lot, the
average setback will be computed on the basis
of the two adjacent lots that front on the same
street as the subject lot.
*** Corner Lots;
i. Detached Single Family houses Building frontage
setbacks are applicable to only one street
provided that front entrances are in context with
surrounding houses.
ii. For single party wall and double party wall
attached housing front yard setbacks are provided
on only one street provided this is in context with
surrounding houses and other applicable design
standards are met. Entrances are provided from
each street frontage.
D. Entrances
(I) All single and double party wall townhouse
eAtrances shall face either the front property line
or common shared courtyard space. Stacked flats
may have entrances off of a side court.
(2) All units (including stacked flats) shall have
direct ground access via exterior door. Entries
should contain architectural features that provide
weather protection and add visual interest to the
structure.
(3) All entrances should be placed at least 24"
above street level grade to protect privacy. (Ex-
ceptions shall be granted for unique topography
as long as privacy from the street is addressed.)
(4) Vehicular entrances shall be from the alley
where alleys exist.
(5) Interior drive courts are permitted where no
alley access is possible by Design Review.
(6) Interior drive courts should be designed
to balance both pedestrian activity as well as
vehicular mobility. Interior drive courts should
minimize impervious surfaces through the use
of permeable paving and changes in both texture
and material. Interior drive courts should con-
tain landscaping with no contiguous impervious
surface of more than twenty (20) feet in width at
any point.
(7) Vehicular access from fronting streets line is
encouraged to share a single curbcut and drive-
way easements.
E. Street Context
(I) When located at the corner of two streets,
all types of residential buildings should con-
tain architectural treatments that address both
streets capes including elements such as second-
ary entrances, wrap around porches or material
changes.
(2) Minimum street frontage of building for du-
plex, triplex. fourplex is twenty five (25) feet.
DEVELOPMENT STANDARDS
6-119
F. Windows and Transparency
(I) All building types within the R-20 zone should
maintain the same relative "wall to window ratio"
as neighboring residences.
(2) Townhouses should contain at least forty (40)
percent of windows on each exterior wall facing
a street.
(3) Design should be sensitive to existing win-
dow outlooks. Window placement should avoid
negatively impacting adjacent existing housing.
All new developments should provide landscape
and other screening to mitigate privacy concerns
where necessary.
G. Siting
(I) Buildings shall be designed to fit natural slopes
rather than re-grading slope to fit a particular
building design where possible.
DRAFT - 11/20/2007
DEVELOPMENT STANDARDS
6-120
6.5 RESIDENTIAL (R-20) (ONT'D
6.6.8. PARKING REQUIREMENT
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(I) One (I) space per unit required off street
parking for residential units with up to two (2)
bedrooms.
(2) Two (2) spaces per unit required off street
parking for residential with three (3) or more
bedrooms.
6.6.9. GARAGE
(I) Garage Design Standards per BMC 20.60.060
(c) Detached Structures are applicable to Single
family structures, Townhouses, and Detached Ac-
cessory Dwelling Units.
I
I
I
Townhouses - home ownership, fee simple. ~
Not to exceed four consecutive units.
Raised patio stoops allowed in front
setback if buffered with landscaping.
DEVELOPMENT STANDARDS
6-121
DRAFT - 11/20/2007
DEVELOPMENT STANDARDS
6-122
6.7 NEIGHBORHOOD BUSINESS OVERLAY
6.7.1 PURPOSE AND INTENT
(I) Development overlay allows limited non-resi-
dential and commercial uses on the first floor in
order to promote a more diverse and walkable
neighborhood.
(2) The predominate use for the Overlay is
Residential and all uses must be compatible with
residential uses.
6.7.2 USE STANDARDS:
I. Residential uses as pursuant to BMC chapter 20.60.020 and uses allowed in the R-20 zone.
2. Non-residential uses as pursuant to BMC chapter 20.80.020 with the following additions:
i. Free-standing neighborhood serving commercial business, such as corner stores and restaurants are
permitted only on corner lots.
ii. Live-work uses, and uses with an associated vertically integrated residential use are allowed throughout the
Neighborhood Business Overlay.
6.7.3 LOT REQUIREMENTS
(I) Maximum Building Coverage 70%
(2) Required open space per residential unit
200 sq. ft.
6.7.4 COMMERCIAL SPACE REQUIREMENTS
(I) 5,000 GSF maximum for all free-standing non-
residential businesses.
(2) 2,500 GSF feet maximum for all restaurants.
(3) Twelve (12) foot floor to ceiling minimum
height on first floor commercial space.*
(4) Minimum depth of non-residential spaces is
twenty (20) feet.
* Live/work spaces may have over 75% of rear
portions of commercial areas with ceilings
between eight (8) and twelve (12) feet.
6.7.5 HEIGHT
(I) Maximum height for structures
which include or are adaptable to
a non-residential use:
40' wallplate
45' roof peak
(2) Desired number of stories
3
6.7.6 DESIGN STANDARDS
A. Setbacks
Building Frontage Setback
4'
Minimum Side
5'
Minimum Rear
10'
IS' (when abutting residential-only uses)
B. Minimum Structure Width
(I) Minimum structure frontage width must be
a at least sixteen (16) feet of linear street front-
age.
C. Transparency Requirement:
( I) Fifty (50) percent of commercial or live/work
uses at ground floor facade between two (2) and
eight (8) feet must consist of doors or transpar-
ent windows.
D. Articulation:
(I) Horizontal facade may continue in an unbroken
wall plane for a maximum of thirty (30) feet.
E. Entrances
(I) Live-Work housing is encouraged to have
separate entrances to non-residential component
of the unit.
(2) Internal connection between living and working
portions of the building is also encouraged.
DEVELOPMENT STANDARDS
6-123
GroundFloOf
S~ondFJoof
Third Floor
DRAFT - 11/20/2007
DEVELOPMENT STANDARDS
6-124
6.7.7 OFF-STREET PARKING REQUIREMENTS
(I) One (I) space per residential unit required
off-street in order to encourage alternative means
of travel.
(2) No additional parking spaces required for work
portion of live-work businesses if spaces are less
than 1,500 GSF.
(3) For free standing commercial establishments,
2,000 GSF or less no customer parking require-
ment.
(4) One (I) space per 1,000 GSF of commercial
space in excess to (I), (2), (3) listed above.
(5) Satellite Parking: Required parking may be
located within any satellite location within the
Downtown Sub Area Plan area pursuant to 6.2 of
this Chapter.
6.7.8 LANDSCAPING REQUIREMENTS
(I) Requirements are pursuant to BMC chapter
20.82.090 except where conflicting the principles
of this Chapter supercede.
6.7.9 SIGNAGE
(I) Pursuant to BMC 20.82 in addition to the fol-
lowing:
(a) Signage should not overpower streets and
should be designed to accommodate a "human"
scale. To limit visual clutter, all signs must
be directly related to businesses, services or
products offered within the premises.
(b) Neon signs are permitted provided they
are displayed from the interior of storefront
windows.
6.7.10 LIGHTING
(I) All exterior lighting must be shielded or hooded
so that the light source is not directly visible across
source property line.
6.7.11 CHANGE OF USE
(I) Conversion of space to commercial for exist-
ing buildings that do not meet the requirements
of this chapter may be allowable with a change of
use permit. This action shall be subject to Design
Review and authorization by the Director.
DEVELOPMENT STANDARDS
6-125
DRAFT - 11/20/2007
DEVELOPMENT STANDARDS
6-126
6.8 EMPLOYMENT DISTRICT (ED)
6.8.1 PURPOSE AND INTENT
(I) The intent of this zone is to provide a central
area for a range of industrial and commercial uses
including artistic, light industrial, high tech, research
and development and others. Residential uses are
allowed but are not intended to dominate other
uses in the area. Live/work or work/live residential
development that is tolerant of light industrial uses
is preferred.
(2) Design standards encourage an adaptable
building form that exhibits the physical design
characteristics of a traditional warehouse district.
(3) Encourage new development that incorporates
building methods and materials to promote per-
manence and express skilled craftsmanship. Build-
ing massing and materials should contrast and be
distinctive from the other neighborhoods in the
downtown. The use of metals, exposed concrete
and brick materials are encouraged.
(4) Provide housing opportunities for workers
as well as vibrancy and increased district activity.
Additional FAR bonus will be granted to those
developments that include live/work or work/live
spaces, as well as a combination of multiple uses.
6.8.2 USE STANDARDS
Permitted Uses:
Artist Studio and Gallery
Co-location of wireless telecommunications facil-
ity
Communications and Broadcasting facility
Educational facilities
General Office and business service
General Retail
Light industry
Live/work
Entertainment Use, Motion Picture Theater
Outdoor Storage
Park/Playground and Open Space
Personal Service Business
Public Administration
Public and Private park
Restaurant and drinking place
Residential as a secondary use (pursuant to the
requirements of 6.8.4)
Structured Parking
Transportation facility
Veterinary hospitals
Warehousing
Workllive and live/work
Welfare and charitable Services
Worship and Religious
Prohibited Uses: Automobile Sales, Service and
Repair.
DEVELOPMENT STANDARDS
6-127
6.8.2 LOT REQUIREMENTS
(I) Base Maximum FAR 4.5
(2) Maximum FAR for build-
ings including a minimum
of one floor work/live or 6.0
live/work
(3) Minimum FAR 1.0
6.8.3 HEIGHT REQUIREMENTS
( I) Maximum Height
80'
(2) Minimum Floor
to Ceiling Height
16' first floor
12' upper floors
Desired number of stories
5
6.8.4 RESIDENTIAL REQUIREMENTS
(I) Residential uses are accessory to non-residen-
tial uses within live-work and work-live associated
uses in any portion of a building.
(2) Residential as a secondary use which is not
located within a live/work or work/live format may
not be located on the ground floor.
(3) At least 25% of residential units must have
live/work or work/live configurations.
DRAFT - 11/20/2007
DEVELOPMENT STANDARDS
6-128
6.8.5 DESIGN STANDARDS
A. Setbacks
Building Frontage*
0'
Minimum Side
0'
Minimum Rear
O'
3' if alley width is
less than sixteen (16) feet.
*At least 7S% of building must be located
at Building Frontage Setback line.
B. Expression lines
(I) Building design should express the structural
bays and frame with both horizontal expression
lines, and columnar vertical expression lines to
provide interest and detail to facade.
(2) Expression lines consisting of fenestration,
material change, cornices or other architectural
elements should express the building structure
and massing.
C. Window to Wall Ratio
(I) Buildings should be designed in order to
contain an appropriate window to wall ratio to
optimize daylit interior work environments. To be
considered "daylit," a work environment should
be partially lit with diffused natural light. Buildings
should incorporate elements such as clerestories,
light shelves, skylights and high-performance win-
dows to achieve this goal.
(2) Reflective glass is not permitted; traslucent
materials should be used in all windows and open-
ings.
D. Entrances
(I) Buildings must have a primary pedestrian en-
trance facing a public sidewalk. Entrances at building
corners may be used to satisfy this requirement.
(2) Loading dock entrances and frontage may in-
corporate rolling overhead or sliding service type
doors for indoor/outdoor opportunities.
(3) On 4th street, raised loading dock entrances
may project from the facade into public sidewalk
right of way, with adequate transition to desired
pedestrian area.
(4) Functional uses on raised docks and or pedes-
trian oriented activities is encouraged.
E. Screening of Outdoor Storage
( I) Outdoor storage areas must be screened from
Pedestrian Area by a minimum of five (5) feet wide
and six (6) feet tall of landscaping.
(2) Additional screening walls and fences should
be architecturally integral to the main building,
including wood, brick, concrete, metals, masonry,
and glass.
(3) Chain link fences will not be considered as an
appropriate screening material.
(4) Maximum heights for screening walls and fences
is one story.
F. Parking Design Standards
(I) Surface parking lots are discouraged and must
be screened by a five (5) foot landscaped strip or
architecturally integral structural screen between
pedestrian area and parking lot.
(2) No more than thirty (30) percent of the lot
may be developed as accessory surface parking.
(3) Surface parking or structured parking lots may
not be located within (30) feet of corner intersec-
tions.
(4) Parking lots should incorporate designs to
minimize storm water flow entering storm sewers.
Large, contiguous areas of asphalt are discour-
aged.
(5) Permeable pavers and bioswales should be
considered where feasible.
(6) Structured and above grade parking other than
corners is allowed if opening are screened with a.)
green landscape screens or b.) decorative grilles.
DEVELOPMENT STANDARDS
6-129
Loading bays may extend into
pedestrian area on 4th Street.
Parking Lot facade wall, Jean Valium
Natural Capital Center, Portland OR
DRAFT - 11/20/2007
DEVELOPMENT STANDARDS
6-130
6.8 EMPLOYMENT DISTRICT (ED) CONT'D
6.8.6 PARKING REQUIREMENTS
(I) Residential: One (I) off street parking space
per residential unit.
(2) Non-residential:
i. No parking required for the first 5,000 GSF of
non-residential space.
ii. At least one (1) but not more than three (3)
parking spaces required per each 1,000 GSF over
the 5,000 GSF exemption.
(3) Time Shared Parking: Any parking stall the
applicant can demonstrate to be shared by users
during complimentary hours, such as residential
user after 5 PM and employee user between 8 AM
and 5 PM may count towards the parking require-
ment for both uses.
(4) Satellite Parking: Required parking may be
located within any Satellite location within the
Downtown Sub Area pursuant to the Satellite
Parking requirement per 6.2 of this Chapter.
DEVELOPMENT STANDARDS
6-131
DRAFT - 1 1/20/2007
DEVELOPMENT STANDARDS
6-132
6.9 PEDESTRIAN ORIENTED MIXED USE
(POMU)
6.9.1 PURPOSE AND INTENT
(I) This zone is designed to create a transit sup-
portive, pedestrian friendly corridor with medium-
density residential uses featuring neighborhood
retail and services on the ground floor.
(2) Design standards encourage development
that exhibits the physical design characteristics
of pedestrian-oriented, storefront style shopping
streets. Pedestrian Oriented Mixed use buildings
are intended to contain both residential and com-
mercial uses in a single building.
(3) Parking requirements are lowered in order to
promote alternative modes of transportation, and
enable more compact development patterns.
6.9.2 USE STANDARDS
(I) Pursuant to BMC 20.70.020 with the following additions:
i. Residential uses of all types
ii. Worship or religious facility
(2) Ground oriented uses must conform to either a. or b. following:
a. At least 50% of floor area abutting the linear sidewalk level should be "pedestrian oriented."
b. The floor area abutting at least fifty (50) percent of the linear sidewalk level frontage shall be
designed and
constructed to accommodate future conversion to "pedestrian oriented" uses and may be
occupied by any use permitted in the zoning district.The areas designed and constructed to
accommodate future conversion shall meet the following standard, in addition to any other
required basic or additional design standards;
i.The sidewalk level fac;:ade must include an entrance or entrances to accommodate
a single or multiple tenants or be structurally designed so entrances can be added
when converted to the building uses listed in paragraph above.
(3) All uses fronting on Pleasant Avenue are restricted to Residential only as defined in chapter
BMC 20.79 and are subject to the Design Standards of Section 6.2.4 MFR zone.
(4) Prohibited Uses:
i. Drive through lanes and facilities
ii. Automobile sales, service, repair or carwash.
Option I
4-stories
45' height limit
14' first floor
Option II
5 I' height
4-stories
20' first floor
DEVELOPMENT STANDARDS
6-133
55'
Option III
55' height
5th story setback
14' first floor
"-,// Option IV
61' height
5th story setback
20' first floor
6.9.3 LOT REQUIREMENTS
( I) Maximum FAR for mixed
use building
4.25
(2) All other buildings
3.0
(3) Minimum FAR
1.5
6.9.4 OPEN SPACE REQUIREMENTS
(I) Open space per residential unit
I 00 sq. ft.
6.9.5 COMMERCIAL SPACE REQUIREMENTS
( I) Commercial use maximum at ground floor
15,000 GSF per individual use
(2) All commercial spaces must have a minimum
depth of thirty (30) feet..
6.9.5. HEIGHT REQUIREMENTS
6.9.6 INDOOR OUTDOOR OPERATIONS
(I) Maximum structure height is forty-five (45)
feet.
(I) All permitted uses in this district must be con-
ducted within completely enclosed buildings. This
requirement does not apply to off-street parking
or loading areas, automated teller machines, out-
door seating areas or temporary sidewalk displays
and/or activities.
(2) All commercial space provided on the ground
floor must have a fourteen (14) foot minimum
floor to ceiling heights
(3) Maximum building heights may be increased by one
foot for each additional foot of height at the ground
floor above fourteen (14) feet to a maximum of six (6)
feet.
(4) Maximum building height may be increased
with DRB discretion to achieve an additional story
above four stories (see diagrams below). The top
story must be set back six (6) feet from the facade
to provide ample sunlight penetration.
DRAFT - 11/20/2007
DEVELOPMENT STANDARDS
6-134
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6,9.7 DESIGN STANDARDS
A Setbacks
i. Setbacks are subject to applicable Street Typology,
ii. Building Frontage setbacks on Residential Typed Streets may include architecturally integrated stoops and
terraces,
iv. Residential Streets: Building Frontage Setbacks may not contain fencing greater than four feet (4) in height
within Street Tree Allocation.
v. Building may be setback in order to accommodate an outdoor eating area. In order to preserve the continuity
of the street wall at least fifty (50) percent of the building must be located within the Building Frontage
Setback. (see figure at left)
Setbacks POMU
Street Type Heights Building Front- Street Tree Minimum Minimum Rear
age Allocation Side
Residential Streets less than 40' 10' 4' 0' 15'
(same as MFR I)
greater than 40' 16' 10' 15'
Primary Pedes- less than 40' 0'-5' N/A 0' 10% of lot depth (or
trian 10' max)
see diagrams in abutting residential
6.8.5 zones 20% of lot
depth (or 20' max)
Multi Modal / less than 40' 0'.5' N/A 5' 10% of lot depth (or
Arterial 10' max)
greater than 40' 0'-5' IS' abutting residential
zones 20% of lot depth
(or 20' foot max)
B. Facade
(I) Facade may not continue in an unbroken line for more than thirty (30) feet.
C. Building Transparency
(I) A minimum of sixty (60) percent between two
(2) and twelve (12) feet in height must be com-
prised of doors or lightly colored windows that
allow views of indoor space or product display
areas.
(2) The bottom of any window used to satisfy
transparency requirement may not be more than
three and one half (3.5) feet above the adjacent
sidewalk.
(3) The transparency standard may be reduced for
buildings located on a sloping site by eliminating
application of this standard to that portion of the
building fa~ade where the slope makes application
of the requirement impracticable.
(4) A decorative grille, work of art, or similar
treatment may be used to meet this standard
on those portions of the fac;:ade where it can be
demonstrated that the intrusion of natural light is
detrimental to the sidewalk level use.
D. Entrances
(I) Buildings must have a primary entrance door
facing a public sidewalk. Entrances at building cor-
ners may be used to satisfy this requirement.
(2) Building entrances may include doors to in-
dividual shops or businesses, lobby entrances, to
pedestrian oriented plazas, or courtyard entrances
to a cluster of shops or businesses.
(3) Buildings shall have at least one entrance per
fifty (50) linear feet of sidewalk.
DEVELOPMENT STANDARDS
6-135
E. Vehicular and Parking Access
(I) Vehicular and loading access shall be from rear
alleyways.
(2) Where alleys do not exist. vehicular access shall
be from non pedestrian primary streets.
(3) Driveways crossing a Primary Pedestrian
Street must be clearly marked with clear signage
and a cross with a minimum five (5) by five (5)
foot notched view triangle to increase pedestrian
safety.
DRAFT - 11/20/2007
DEVELOPMENT STANDARDS
6-136
6.9.9 PARKING DESIGN STANDARDS
(I) Developments are required to screen all struc-
tured, above ground parking behind decorative
grilles or green screens. Structured parking is not
permitted at the first floor street facade.
(2) Lots should be located to the rear of buildings,
and are not permitted between the building and
front property line.
I
,
I.
(3) Surface parking lots greater than five thousand
(5,000) square feet require clearly identifiable,
continuous, and lighted pedestrian paths of at least
five (5) feet in width throl,lgh surface parking lot to
building entrance. In addition to the marked path,
a continuous landscaped area of three (3) feet in
width must be included on at least one side of the
path except where the pathway crosses vehicular
travel lanes. Decorative paving materials such as
brick, scored concrete, smooth cobble. and simi-
lar materials shall be used at entries, crosswalks,
pedestrian paths and may be used as an accent
throughout a parking area.
(4) Parking lots should incorporate bioretention
facilities to minimize storm water flow entering
storm sewers. Large, contiguous areas of asphalt
are discouraged.
(5) Permeable pavers and bio swales should be
considered where feasible.
6.9.11 PARKING QUANTITY
6.9.10 LANDSCAPING REQUIREMENTS
(I) Subject to BMC 20.50.040 except where con-
flicting the principles of this Chapter supercede.
(2) Landscaped buffers of five (5) feet in depth
between non-residential components and adjacent
residential uses are required.
(1) Residential: One (1) off street parking space per residential unit.
(2) Commercial:
i. No parking required for the first 5,000 GSF commercial space.
ii. At least one (1) but not more than three (3) parking spaces required per each 1,000 GSF over
the 5,000 GSF exemption.
(3) Time Shared Parking: Any parking stall the applicant can demonstrate to be shared by users
during complimentary hours such as residential after 5PM and employee user between 8AM and 5PM may
count toward the parking requirement for both uses.
(4) Satellite Parking: Required parking may be located within any satellite location within the
Downtown Sub Area Plan area pursuant to 6.2.3 of this chapter.
DEVELOPMENT STANDARDS
6-137
DRAFT - 11/20/2007
DEVELOPMENT STANDARDS
6-138
6.10 TRANSIT CORRIDOR (TC)
6.10.1 PURPOSE AND INTENT
(I) This zone is intended to provide a commercial
district of medium density to transition to lower
scaled uses outside of the downtown. Residential
uses are considered secondary to commercial
uses.
(2) Design standards encourage development
that exhibits the physical design characteristics
of pedestrian-oriented, storefront style shopping
streets.
(3) Warren Avenue is a major regional serving
arterial with limited local access.
6.10.2 USE STANDARDS
(I) Pursuant to BMC Chapter 20.74.020
(2) Prohibited Uses: Automobile sales, services, and repair, strip clubs and adult cabarets.
6.10.3 LOT REQUIREMENTS
(I) Maximum FAR 4.5
(2) Minimum FAR 1.0
(3) Required open space per residential unit
100 GSF
6.10.5 HEIGHT REQUIREMENTS
(I) Maximum structure height 60'
(2) Minimum structure height 18'
(3) All commercial space provided on the ground
floor have a minimum of (14) feet floor to ceiling
height.
6.10.4 COMMERCIAL SPACE REQUIREMENTS
(I) Commercial use maximum at ground floor
20,000 GSF per use
(2) All commercial spaces must have a minimum
depth of thirty (30) Feet
6.1 0.6 INDOOR/OUTDOOR OPERATIONS
(I) All permitted uses in this district must be con-
ducted within completely enclosed buildings. This
requirement does not apply to off-street parking
or loading areas, automated teller machines or
outdoor seating areas.
6.10.7 DENSITY
(I) No maximum density within the TC zone
6.10.8 DESIGN STANDARDS
A. Setbacks
i. Setbacks are applicable to Street Typology.
ii. Building Frontage areas may be used only for
entrance areas, works of art, sidewalk extensions,
street trees and publicly accessible plazas.
iii. Street Tree Allocation consists of the first four
(4) feet within Building Frontage Setback at front
property edge.
iv. Parking is prohibited in all setback areas.
v. Setbacks abutting residential zones must include
a landscaped buffer of at least five (5) feet in
width.
B. Building Transparency
(I) A minimum of fifty percent (50) between two
(2) and eight (8) feet in height must be comprised
of doors or transparent windows that allow views
of indoor space or product display areas.
DEVELOPMENT STANDARDS
6-139
Setbacks TC Zone
Street Type Structure Height Building Frontage Street Tree Minimum Side Minimum Rear
Condition (Front Setback) Planting Zone
Regional Arterial less than 40' 0' 4' 0' 10'
greater than 40' 6' 10' IS'
Multimodal less than 40' in 0' 4' 0' unless 10'
height abutting
greater than 40' 6' residential
in height zone, I 0'
C. Entrances
D. Access
(I) Buildings must have a primary entrance door
facing a public sidewalk. Entrances at building cor-
ners may be used to satisfy this requirement.
(I) Vehicular access should be from alleys where
possible.
(2) Building entrances may include doors to in-
dividual shops or businesses, lobby entrances to
pedestrian oriented plazas, or courtyard entrances
to a cluster of shops or businesses.
E. Facade
(I) Facade may not continue in an unbroken line
more than thirty (30) linear feet without articula-
tion of a minimum of four (4) feet in depth.
(3) Building entrances must be spaced no less than
one entrance per fifty (50) lineal feet of sidewalk.
DRAFT - 11/20/2007
DEVELOPMENT STANDARDS
6-140
6.10.9 PARKING REQUIREMENTS
(I) Residential: One (I) off street parking space
per residential unit.
(2) Commercial:
i. No parking required for the first 5,000 GSF
commercial space.
ii. At least one (1) but not more than three (3)
parking spaces required per
each 1,000 GSF over the 5,000 GSF exemption.
(3) Time Shared Parking: Any parking stall the
applicant can demonstrate to be shared by users
during complimentary hours. such as residential
user after 5PM and employee user between 8AM
and 5PM may count toward the parking require-
ment for both uses.
(4) Satellite Parking: Required parking may be
located within any satellite location within the
Downtown Sub Area Plan area pursuant to the
Satellite Parking requirement per BMC 20.48.220.
transit.
(5) Reductions also allowable according to tenancy
and or installation of shared bike facility.
6.10.10 PARKING DESIGN STANDARDS
(I) Screening of Parking: The street-facing. ground-
level facades of parking garages shall be designed to
screen the view of parked cars.Where commercial
or residential space is not available to accomplish
this. features such as planters. decorative grilles. or
works of art shall be used.
(2) Surface Parking lots should be located to the
rear of buildings. and are not permitted between
the edge of the building and the street.
(3) For surface parking lots greater than five thou-
sand (5.000) square feet require clearly identifiable.
lighted and landscaped pedestrian paths of at least
eight (5) feet in width through surface parking lot
to building entrance. Decorative paving materials
such as brick. scored concrete. smooth cobble.
and similar materials shall be used at entries.
crosswalks. pedestrian paths and may be used as
an accent throughout a parking area. A continuous
landscape area of three (3) feet wide on at least
one side of path except where pathway crosses
vehicular travel lanes.
(4) Parking lots should incorporate designs to
minimize storm water flow entering storm sewers.
Large. contiguous areas of asphalt are discour-
aged.
(5) Permeable pavers and bio swales should be
considered where feasible.
DEVELOPMENT STANDARDS
6-141
6.10.11 LANDSCAPING REQUIREMENTS
(I) Pursuant to BMC 20.50.040 except where con-
flicting the principles of this Chapter supercede.
(2) landscaped buffers of five (5) feet in depth
between non-residential components and adjacent
residential uses are required.
DRAFT - 11/20/2007
DEVELOPMENT STANDARDS
6-142
6. 11 BONUS AMENITY PROGRAM
Within the Downtown Core and Downtown
Waterfront Zones a special amenity is required to
be provided whenever a proposed development
increases its floor area ratio above the base.
Heights within the DC and DW areas are pursuant
to Chapter 6 figure 6.3.
The design of each feature will be reviewed to
ensure that it is appropriate for the proposed
location and provides for a public benefit. Devel-
opers are encouraged to collaborate with CDC
to prioritize and choose from the amenities listed
in the table following.
Development bonuses are calculated according to
the ratios below at (x) sq ft of amenity space to
(y) sq ft of proposed development area.
A prerequisite to participation in the Bonus
Amenity Program will be at least forty (40)
percent of of square footage must originate from
Tier One of the Bonus Chart '-6.
I.
Widening Sidewalks - Prerequisite require-
ment for participation in amenity bonus
program
/:10
Public Plazas (a) Uncovered (b) Covered:
2.
1:20
3.
Mid-block Pedestrian Promenade (a) Uncov-
ered (b) Covered:
1:20
3A
Public 80ardwalk Connection
N/A
4
Mid-block Vehicular Promenade
1:20
5
Pocket Parks
1:20
6 Child Care Services
1:15
Increases to the sidewalk width inside the property line is required for all projects participating in
the amenity bonus program. Sidewalk width shall be increased to desired walkway as required by the
Street Typologies for the length of the property along the right of way.
Continuous pedestrian open space, both hardscaped and landscaped, accessible to the public at or
near grade. Minimum size of 300 SF, minimum dimension (a) 10' and (b) 16' , seating and associated
planting areas may be included. (a) Canopies, awnings, bays and balconies may protrude into open
space above up to 6'.
Pedestrian way bisecting the depth of long blocks, street to street or to alley with minimum (a) 18' and
(b) /6' Pedestrian Through Zone. (a) Buildings fronting on the pedestrian promenade are applicable
to associated transparency guidelines. (b) Buildings fronting on the pedestrian promenade must have
75% transparent facades to adjacent commercial/retail uses..
Pedestrian plaza or walkway bisecting a site in the Downtown Waterfront zone from a public street
and connecting to the Bremerton Boardwalk. Minimum dimensions, design standards, and ownership
and maintenance agreements must meet the parameters of the Bremerton Public Works and Utilities.
Where available, a boardwalk connection is the top priority amenity bonus.
Car and pedestrian way bisecting the depth of a long blocks, street to street with a minimum 8' wide
walkways and landscaping. Must have 60% transparent facades to adjacent commercial and retail uses
or have ground related entrances for live/work units. Access to loading, service, and parking allowable
on 40% of facade.
Continuous open space, predominantly landscaped, accessible to the public at or near grade, open to
the sky. Minimum size of 500 SF, minimum dimension 10', seating and associated walking areas may be
included
1:10
1:10
1:10
1:15
1:10
1:5
1:10
Yes
A use for regular licensed care and training of children for less than 18 hours per day. Minimum 1000
square feet.
7 Workforce Housing: Serving households 1:10 1:5 Area of units to be rented or sold (in perpetuity) to households meeting this income requirement per the
between SO% to 120% median income local metropolitan statistical area generally used by HUD to establish income limits for federal programs.
S Low Income Housing: Serving households 1:10 1:5 Area of units to be rented or sold (in perpetuity) to households meeting this income requirement per the
below SO% median income. local metropolitan statistical area generally used by HUD to establish income limits for federal programs.
9 Ground Related Townhouse Terraces: 1:10 1:5 On side streets, in mid-block crossings or activated alleys. Raise terrace IS" minimum above sidewalk. Min 10'
deep from sidewalk to face of townhouse, with private terrace and landscaping buffer.
Setback areas inside property line along alleys with landscaping, special paving or raised terraces/entrances for
10 Activated Alleys: 1:5 1:5 live/work units. Area of alley may be included in Amenity ratio where higher quality or special paving materials
are provided. Pedestrian scaled lighting is also required.
Areas of landscaping at grade inside property lines or in sidewalk areas beyond minimum design standards of
II Landscaping at Grade: 1:5 1:5 streetscape typologies. Must be visible from public areas. "Green Screen" type vertical wall planting areas on
the I st or 2nd floor may be included but may not exceed 25% of overall public right of way fa~ade.
12 Green Roofs: 1:10 1:5 Areas of planted "green" roof. Minimum dimension 5', minimum continuous area 100 SF.
I SF per dollar of assessed value, up to $50,000SF (50,000 SF), must be at or near street level, publicly visible
13 Sculpture, Public Art: ** ** and prominent, located on the exterior of the building or in a courtyard or planting area. The requirement for
artwork may be filled in by providing one major work as a focal point, or several smaller works, as appropriate
to the design of the public spaces. Subject to Design Review and Art Commission Approval.
14 Water Feature: 1:30 1:20 Fountain, stream, reflecting pond. Visible at street level.
15 Below Grade Parking: 0.5:1 ** Yes Enclosed in a structure below average finished grade. Includes access ramps.
Parking within a structure at or above grade. Must have other uses minimum 20' deep buffering primary street
16 Above Grade Parking: 0.0 0.0 Yes frontages at street level. Upper floors must have DRB approved "green screen", sculptural grillwork or other
fa~ade treatment.
17 Cultural or Civic Space, Public Meeting Rooms: 1:10 1:10 Yes Performing arts space, art gallery, public library, community center, public recreation facility. Spaces available for
public meetings, gatherings.
Establishing or dedicating a building for landmark preservation status or participating in the cityTDR program.
IS Historic Preservation: ** ** Add 2 SF of bonus area for every SF preserved in the historic building. Nominated structures must be within
the Downtown Sub Area and must be and formally approved by the City of Bremerton as an Eligible Struc-
ture..
Projects meeting the USGBC LEED NC, CS or ND program. Certified rating adds 0.25 to base FAR as bonus,
silver rating adds 0.5 to base FAR as bonus, gold rating adds 0.75 to base FAR as bonus, platinum rating adds
1.0 to base FAR as bonus. The developer must submit a letter of intent that communicates their commitment
19 LEED Certification: ** ** to achieve a LEED rating on their project before issuance of the Master Use Permit. The City will then issue
subsequent permits and the final Certificate of Occupancy based on this good faith commitment. Within ISO
days of receiving the final Certificate of Occupancy, the developer must submit documentation that demon-
strates achievement of a LEED rating. Non compliance will result in a 0.1 % fine on the permitted construction
value ($10,000 on $10,000,000 construction value)
Semi public interior amenity areas in multifamily buildings for residents' common use, such as party rooms,
20 Residential Common Amenity Rooms: 1:1 1:1 Yes guest suites, exercise facilities, libraries, conference rooms, spas, etc. Amenity features are required to be open
and accessible to the public without charge during normal operating hours of the building.
21 Bicycle Commuter Support Spaces: 1:30 1:30 Yes Bicycle storage rooms, associated shower & locker rooms. DRAFT - 11/20/2007
ATTACHMENT II
FINDINGS AND CONCLUSIONS
OF THE CITY OF BREMERTON PLANNING COMMISSION
Summary - Proposal to include the Downtown Sub Area Plan in the Comprehensive
Plan and Zoning Code by amendment. The Zoning Code will add reference in BMC
20.80.080 to activate the Downtown' Sub Area Plan as development regulations for the
Downtown Regional Center.
I. FINDINGS OF FACT
1. Project Description
The Downtown Sub Area covers a 130 acre are in the historic core of the City of
Bremerton. The Sub Area Plan includes two primary components: 1) an amendment to the
2004 Bremerton Comprehensive Plan adding the Downtown Regional Center Sub Area Plan
and, 2) development regulations for the Downtown Regional Center that will function as zoning
upon Plan adoption. The Downtown Sub Area Plan also includes a number of 'Action Items'
that are recommendations for follow on actions by the City and stakeholders.
The Downtown Regional Center was designated in the City's 2004 Comprehensive Plan.
Downtown Bremerton is also designated as 1 of 5 Regional Metropolitan Centers in the PSRC
Vision 2040 regional growth strategy. While comprehensive and regional plans call for
downtown to become the 'Metropolitan Center of the West Puget Sound', a clear and detailed
urban design strategy for greater downtown had not been developed at the time of the 2005
zoning code adoption. In the interim a 'stopgap' zoning scenario was put in place for greater
downtown. In 2006 City Council funded work on q Downtown Sub Area Plan to ensure that
future redevelopment of the downtown is coordinated and well designed.
The Downtown Sub Area Plan is a detailed planning document that fits within the framework of
the 2004 Comprehensive Plan. This is the most complex and already-developed of the areas
undertaken for Sub Area Planning since adoption 'of the Comprehensive Plan. The Sub Area
Plan fits within the growth projections of the Comprehensive Plan and implements the vision laid
out in the 2004 Comprehensive Plan.
2. Procedural History
A public participation process for the Downtown Sub Area Plan has been ongoing since
the Spring of 2007. The Sub Area Plan includes documentation of the public
participation process (Chaper 1). In sum, three public open houses and a wide range of
stakeholder meetings were held over the course of eight months. Additionally the Plan was
presented and discussed at a Planning Commission Workshop and a public hearing. Extensive
community input is integrated throughout the plan, meeting and exceeding requirements.
A summary of meetings, workshops, and open houses held is listed below.
Stakeholder Meetings May - Nov 2007
2.1 Highland I Pleasant Residents Meeting
1
2.2 Evergreen Park Area Residents Meeting
2.3 Various City Department Heads Meetings
2.4 Bremerton Housing Authority Director Kurt Weist
2.5 PSNS Military and Civilian Representatives
2.6 Mayor's Economic Roundtable
2.7 Diamond Parking Manager
2.8 Local Developers' Group
2.9 Kitsap Consolidated Housing Authority (KCCHA) Representatives
2.10 Kitsap Transit Officials
2.11 Olympic College Facilities
2.12 Parametrix (Non-Motorized Transportation Plan)
2.13 Sustainable Bremerton Group
2.14 Downtown Condominium Residents Group
Public Open Houses
2.15 Open House #1 - May 5, 2007
2.16 Open House #2 - July 12,2007
2.17 Open House #3 - September 18, 2007
Planning Commission
2.18 Public Workshop - October 23, 2007
2.19 Planning Commission'Public Hearing - November 20,2007
Notice
Notice for all open houses, workshops and hearings was publicized widely in a
range of outlets including advertisement in the Kitsap Sun, City of Bremerton
website and direct mailings. Direct mailings to persons within a 2/3 mile radius of
the Downtown Sub Area was the primary method for noticing meetings. A record of
e-mail contacts for all persons participating in a meetings was maintained. E-mail
notification was provided to those persons in advance of public meetings.
3. Public Comment
Numerous individuals, groups, and agencies proVided comments at public
workshops, community meetings, and via comment cards and letters. Comments
received were considered and used to develop the draft plan that is prepared for
Planning Commission Reveiw. Record of participants in community meetings is
provided in Exhibit A to this Planning Commission Findings of Fact and Conclusion.
A general summary of public participation is found in Chapter 1 of the Sub Area
Plan. Individuals providing verbal testimony at the Planning Commission Public
Hearing are listed below.
3.1 Mark Goldberg - M.S Cavoad Co., 4739 Universit~ Way NE, Seattle
3.2 Pastor Dennis Payne - Ebenezer AME Church, 9t St. & Park Ave.
3.3 Kurt Wiest - Bremerton Housing Authority, 345 6th St. Bremerton
2
4. SEPA Determination and Environmental Review
Adoption of development regulations and amendments to the Comprehensive Plan
require evaluation of environment impacts through the State Environmental Policy Act
(SEPA). The Downtown Sub Area Plan is a non-project action considering general
planning level items and land use regulations for a district as a whole. A SEPA
checklist has been prepared with the Sub Area Plan submittal. The City issued a
determination of non-significance (DNS) on November 17,2007 with an administrative
appeal deadline of December 18th, 2007. Since development is within the parameters
set forth in the 2004 Comprehensive Plan no additional environmental impact was found
with adoption of the more detailed Plan element and development standards.
Amendments to the Comprehensive Plan and development regulations also require a
60 day State Agency Review and Comment Period. The document has been forwarded
to state agencies and the review period commenced on September 25,2007.
Comparative Buildout Analysis - City Staff prepared a buildout analysis with the Sub
Area Plan comparing the projected growth totals under Sub Area Plan development
standards to the growth projections of the 2004 Comprehensive Plan. The comparison
found that projected commercial space per the Sub Area Plan is on par with the
Comprehensive Plan projection, and residential development projected per the Sub
Area Plan is only slightly higher. Since the Comprehensive Plan allowed leeway for
preparation of a Downtown Sub Area Plan, and because the Plan clearly meets the
policy and intent directives set forth within the Comprehensive the projected buildout
and density is found to be within the Comprehensive Plan parameter. The magnitude of
any change to potential buildout is also very small within the overall framework of the
City's overall growth strategy.
Additional Traffic Study - The Sub Area Plan includes street typologies, some of
which imply traffic revision, additional analysis on traffic flow is required. A related study
in partnership with the Engineering department is being conducted to 'test' the
streetscape typologies to ensure fluid traffic movement with streetscape upgrades under
the prescribed buildout. Findings can be used to modify the proposed typologies as
necessary at the time of City Council review. The additional traffic study for the
downtown core is also ongoing. Instead of requiring new developments to do their own
site-specific traffic analyses. The City is choosing to require a flat fee contribution to an
in-house traffic study of the downtown street grid system.
5. Comprehensive Plan Consistency
Amendments to the Comprehensive Plan
Amendments to the Comprehensive Plan shall meet the decision criteria outlined in
BMC 20.10. The Planning Commission may recommend, and the City Council may
adopt or adopt with modifications, an amendment to the comprehensive plan if the
criteria outlined below are met. The proposal is to add the Downtown Sub Area Plan to
the Bremerton Comprehensive Plans as an amendment, providing more specific and
detailed planning for the area.
3
5.1 BMC 21.06.080(A) allows amendments to the Comprehensive Plan if there is an
obvious technical error.- Not applicable to this project.
5.2 BMC 21.06.080(B) allows amendments to the Comprehensive Plan if the
following criteria have been met.
5.2 (1) The amendment is consistent with the Growth Management Act (GMA):
This amendment is consistent with the GMA by meeting the criteria of the
Comprehensive Plan which was created to achieve the 13 goals of the GMA.
The Sub Area Plan meets the housing goal by providing a mixed use, mixed type
dense housing stock. It meets the open space and recreation goal by creating a
network of and incentives for open space plazas, public ways, through block
corridors and boardwalk connections. The Sub Area Plan will reduce sprawl and
promote urban growth by creating a dense mixed use environment.
5.2 (2) The amendment is consistent with the comprehensive plan or other goals
or policies of the City:
The Downtown Sub Area Plan is consistent with the Comprehensive Plan
Land Use Map designation of the Downtown Regional Center. Section 1 of the
document includes specific goals and policies of the 2004 Bremerton
Comprehensive Plan that are met by this proposal for the Downtown Sub Area.
Specific policies directly implemented are found in the Land Use, Community
Character, Transportation, Housing and Environment elements of the
Comprehensive Plan.
5.2 (3) If the amendment was reviewed but not adopted as a part of a previous
proposal, circumstances related to the proposed amendment have significantly
changed, or the needs of the City have changed, which support an amendment;
This amendment supplements and implements the Comprehensive Plan.
It is based on the direction of the Comprehensive Plan to develop specific area
plans for the Downtown Regional Center, and impacts are within the thresholds
of the 2004 Comprehensive Plan evaluation.
5.2 (4) The amendment is compatible with existing or planned land uses and the
surrounding development pattern;
The Downtown Sub Area Plan is compatible with adopted Downtown
Regional Center land use and the surrounding development pattern.
5.2 (5) The amendment will not adversely affect the City's ability to provide urban
services at the planned level of service and bears a reasonable relationship to
benefitting the public health, safety and welfare.
The Downtown Sub Area Plan will not adversely affect the City's ability to
provide urban services at the planned level of service. The amendment will
benefit the public health, safety and welfare by achieving numerous City goals
and policies, especially in the areas of Community Character (CC) and Land Use
(LU), by promoting a vibrant, cohesive downtown, that is transit supportive.
4
6. Amendment to the Zoning Code
An amendment to the Zoning Code, BMC 20.80.080 Master Development, is proposed
to accompany adoption of the Downtown Sub Area Plan. This amendment adds a
reference to the Ordinance adopting the Sub Area Plan, thereby activating the
development standards contained in the Plan as the zoning for the dowtnown.
Zoning code text amendments shall meet the decision criteria outlined in BMC
20.18.020 (d). The Planning Commission may recommend, and the City Council may
adopt or adopt with modifications, an amendment to the zoning code text if the criteria
outlined below are met.
5.3(1) 20.18.020 allows amendments to the Zoning Code if it is consistent with the
goals and policies of the Comprehensive Plan.
See discussion in 5.2 above for consistency with the Comprehensive Plan, and
Chapter 1 of the Sub Area Plan. The Downtown Sub Area Plan is fully consistent
with the Bremerton Comprehensive Plan.
5.3(2) 20.18.020 allows amendments to the Zoning Code if it does not conflict with
other City, state and federal codes, regulations and ordinances.
The Downtown Sub Area plan does not conflict with any other regulations.
II. CONCLUSIONS & RECOMMENDATION
Based on the findings above, the Planning Commission concludes that the Downtown
Sub Area Plan has met the requirements for 1) amendment to the Comprehensive Plan
and 2) text amendments to the zoning code as detailed in BMC 20.80. Therefore the
Commission recommends the amendment to the Comprehensive Plan to include the
Downtown Sub Area Plan and an amendment to the zoning code text in BMC 20.80 to
include the Ordinance number of the Downtown Sub Area Plan.
Respectfully submitted by:
Executive Secretary
Approved by:
John Cockburn, Chair
5
Attachment II
Exhibit A
Record of public participation.
6
Geoffrey Wentlandt
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From: Brad [rucker52@msn.com]
Sent: Tuesday, November 20, 2007 3:53 PM
To: Pam Ransier
Cc: Geoffrey Wentlandt
Subject: Support for Sub-Area Plan
Tuesday, November 20, 2007
Bremerton Planning Commission
I am unable to attend tonight's meeting, but I want to weigh-in with my support for the Sub-Area Plan. The City
and Via are to be congratulated for a plan that demonstrates a deep understanding of the character of our
downtown neighborhoods, and, provides a realistic vision of the future we can anticipate when a strategic design
is applied. I strongly urge the Planning Commission to recommend adoption by the City Council.
There are parts ofthis plan that are truly brilliant:
II The Employment District is a great use of this space. The City should start promoting it as soon as
possible.
II The vision of what Pacific Avenue can become as part of the Park-to-Park route.
II The combination of 80' tower spacing and Bonus Amenity Program will insure pedestrian-friendly
space downtown.
II A Sustainability District that can become a model for future sustainability efforts throughout the City.
And, as a resident of Highland Avenue, I appreciate the sensitivity shown our neighborhood.
There are three issues that I feel need more information/clarification. Given the scope of the plan, these are
minor:
1. One type of infill that seems very feasible to me is the addition of narrow townhouses/duplexes, or
accessory dwelling units next to or behind existing houses. Because such structures may be uniquely
designed to fit a restrictive space, I'm not sure they would always be allowed under existing (or proposed)
zoning, even though they might meet the spirit of this plan. Structures like this would almost certainly be
smaller than the 5,000 sf minimum that triggers review by the Design Review Board. . I'm wondering if
there should be a similar design review process for smaller dwellings.
2. I think the creation of a Sustainability District is a great idea, and I'd like to see the City maximize its
benefit. Instead of just building it and then showing the finished product, let's turn it into a demonstration
project so local contractors and developers can see whSLt is being done and b_ow it is being done. Also,
document costs and benefits so developers can get a "real world" sense of what is involved when they
adopt sustainable principles.
3. Transfer Density Credits: This is an interesting idea, but I'm sure that homeowners will need a great deal
of information about the consequences of unbundling property rights. Will the City research this is greater
detail. Where has it been done? What was the result? How did homeowners feel about it? How did it
affect property values? If the property is not owned free and clear, will banks (mortgage holders)
participate? There are many questions that need to be answered.
Any plan can be nit-picked apart. Let's not let that happen to this one. This is a superb plan that addresses all
the major issues of the various downtown districts and will serve the City well for many years. It is important for
the City to move on to the next step. I strongly urge the Planning Commission to recommend adoption by the
City Council without delay.
11/20/2007
Brad Rucker
911 Highland Avenue
brqd 0~efis~ lltinls urvey s .Corn
Essential Surveys
Marketing & Public Opinion Research
PO Box 872 - Bremerton, W A 98337
360.792.9117
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November 16, 2007
Dear Mayor Bozeman and Council Members,
1 believe that it \vould be in the best in interest of Bremerton to include apartments in
the downtown multifamily tax abatement. I feel that it is important to continue to the
work you have begun. The City has begun a dramatic transformation and the
momentum needs to be maintained. The next steps are to rapidly increase the number
of people living downtown and retail services available to them; one can not exist
without the other. Successful retail requires people living downtown, and downtown
residents need the amenity of convenient retail. The first phase of the City's
redevcJopment has gonc very ,vell. We need to work together to sustain and build the
momentum.
As part of our research into Bremerton, we had a housing study conducted for the
downtown area. It showed an aging stock of apartment buildings with very low rents
(30C% below the regional average) and high vacancy rates (about twice the regional
average). In addition, this low rent generally includes parking and other expenses.
These rates are nowhere near sufficient to stimulate new residential development: not
even with New Market Tax Credits. While a tax abatement program cannot change
market rents, it can reduce expenses, which raises net incomes, helps secure financing
for the development and makes new housing more feasible in downtown.
Another aspect to consider is the quality of the development the City wishes to
encourage. At best, the current market only allows for the least expensive type of
construction. I believe we should build ahead of the market; to what Bremerton will
demand in five or ten years, not to what current conditions allow. We should focus on
higher quality construction and green features, while striving to maintain efficient and
affordable units. Extending the multifamily tax abatement would encourage building
higher quality now, which we feel is the right thing to do.
lt is difficult to attract retail without downtown residents. Retailers need customers. At
this point we sense reluctance on the part of retailers to locate in downtown Bremerton
based on the lack of residential population and foot traffic. With the ta.x credit, I feel we
will spur higher quality residential construction downtown. Evidence of its imminent
development will help attract the retailers. BOth residents and retail are needed for the
vibrancy of the downtown. People will then attract other people, and generate retail
sales, and sales tax revenue.
Thank you for your thoughtful consideration,
R~
Metrovation
Third Place Books
2 2 S "\ (\ B T ~ J\ \I E t~~ U ENE. S \J \ It:' 2: (:, BEL L ~ V t; E, \N I' S c. 0 (1 L T r: L E P H 0 N E r.e; 2 )' 990 - 1 20(, ~ ,:.. 7, (.:2 25) 990 _ 1 203
Geoffrey Wentlandt
From:
Sent:
To:
Subject:
Kim McDonald [kimannem@earthlink.net]
Wednesday, October 31,20072:11 PM
Geoffrey Wentlandt
Tuesday's Meeting at The 400
Geoffrey,
Thank you for speaking last evening at The 400. Being new to the area, your presentation
was very helpful.
I would like to renew my request to make a safety adjustment to the new light at Burwell
and Washington. My concern is that pedestrians along Washington Avenue are not given
enough notice that they they are entering a crosswalk. Shortly after the light changed,
my husband and I were walking along the sidewalk and a car nearly ran us down as it
proceeded from Burwell into the Harborside garage area. There is no color change or curb
to identify that a walker is entering a street. When walking from the ferry towards the
Manette Bridge, the button to change the walk signal is well hidden. People with certain
disabilities would have no way to know the danger of merely walking along that sidewalk.
Perhaps a quick fix would be to require all traffic turning into the Harborside to stop
first (a blinking red light? or at least a blinking yellow?). More difficult fixes might
include an audible warning or even re-doing the sidewalk to include curbs. Perhaps a
tunnel?
Thanks again for helping to educate us newcomers. Please feel free to forward this email
to the appropriate department that regulates intersections and traffic signals.
Sincerely,
Kim McDonald
400 Washington Ave, #303
Bremerton, WA 98337
1
GAR 0 N E R
J 0 H N SON
Tuesday, November 20, 2007
The Honorable Cary Bozeman, Mayor
The City of Bremerton
Norm Dicks Government Center
345 6th Str~et, Suite 600
Bremerton, W A 98337
Dear Mayor Bozeman:
RE: PROPOSED 10- YEAR PROPERTY TAX ABATEMENT FOR THE CITY OF BREMERTON,
WASHINGTON STATE
It is our understanding that the City of Bremerton is considering expansion of a property tax
abatement program within the City that would apply to multifamily units that are proposed
for development. This is an option provided by the State under House Bill 1910 (2007-08).
It is also understood that this proposal is an attempt to spur additional development within
the downtown area, as well as to assist in successful completion of the developments that are
currently under construction.
It is our considered opinion that such a measure should be implemented for a number of
reasons as set out below.
To ENCOURAGE DEVELOPMENT OF ADDITIONAL HOUSING STOCK
It is dear that Bremerton has defined goals as it pertaIns to its downtown area. It continues
its transformation with development of the Kitsap Conference Center, Harborside Park and
a new marina. Thus far a crucial, albeit lacking, component of its transformation is
continuing interest in the development of multifamily communities both apartments as well
s for-sale products. The developments that have been built (The Harborside and The 400)
stalled in their sales last year. This is in addition to the tightening credit markets as well as
the adoption of cautionary posture by potential buyers as they wait to see how the sub-prime
woes play out.
THE MAYNARD BUILDING
119, FIRST AVENUE SOUTH, SUITE 410, SEAITLE, WA 98104
206/442-9200 206/442-9201 (FAX)
e'.:.3..
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If we look specifically at the two available developments we note that sales stalled well before
the market as a whole softened as a function of the reasons explained previously. The
current absorption rates that are being achieved at the two active developments are well
below that expected by financial institutions. Lenders looking to come into this market will
look carefully at historic sales activity to assist in their decision making. At the absorption
levels that are being seen at The 400 and the Harborside, it is extremely unlikely that they
will be willing to invest in the area, or any particular development.
For reference, there are still 42 units (54%) available at the Harborside and 29 units (41 %)
at The 400. One must add that the Harborside has been marketing since mid 2005 and The
400 since early 2006.
In as much as balancing the needs of the overall population with the development
community is important, so is the need for local government to be "action oriented" in their
approach to economic development.
By eliminating or lowering taxes on all new residential construction, for sale as well as for
rent product, in the City, a universal tax abatement would provide ample encouragement to
current and future investment. It is critical that the City include rental product as well as
for-sale product as apartments represent an important part of the fabric of the downtown
area and there is demonstrated demand for such a product.
It is our understanding that there is currently an abatement zone that excludes the waterfront
area. We believe that this zone must be extended to include the waterfront district. Hard
costs to build away from the waterfront are no different, and to exclude this area will further
demonstrate to potential equity and debt sources that it is not a market in which to invest.
The city must expand its abatement zone to encompass the preferred residential location, it's
waterfront.
THINK OF IT AS A REVENUE GENERATOR
There are numerous direct revenue streams In favor of Cities that are associated with
development of residential housing units. The most obvious are excise taxes on the sale of
the asset but substantial income is also generated from indirect as well as induced effects.
There will be direct economic benefits to the City economy generated by new residents at
the subject properties. Through summary of the likely demographics and retail spending
patterns of households purchasing homes at future developments one is able to estimate the
total new jobs, income and taxable retail sales by new residents.
Additionally, there will be indirect and Induced Economic benefits (ripple/catalyst effects)
for the City generated by new residents. These will include annual indirect impacts, or
growth in jobs and income and taxable business revenues for industries indirectly affected by
THE MAYNARD BUILDING
119, FIRST AVENUE SOUTH, SUITE 410, SEATTLE, WA 98104
206/442-9200 206/442-9201 (FAX)
ei;
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resident spending. There will be annual induced impacts, or growth in jobs, income and
taxable business revenues for industries benefiting from private spending by new Bremerton
residents as well as those indirectly benefiting from new commerce.
It is a commonly accepted theorem that, holding other important casual factors constant, a
given change in property taxation or abatement results in an expected change in a chosen
measure of economic activity. I
All of the above will be generators of additional income to the City as a product of additional
residential development that may well exceed revenues lost from the City's portion of
property tax revenues should all or part not be reimbursed by the State.
Mayor Bozeman, success with all forms of residential development is crucial to the City's
goal of revitalization. I trust that you will consider these points when reviewing the case for
implementation of a property tax abatement.
Respectfully yours,
GARDNER JOHNSON LLC
c.c.
Council Member Brad Gehring
Council Member Cecil McConnell
Council Member Adam C Brockus
Council Member Wendy Priest
Council Member Mike Shepherd
Mr. Mark Goldberg
Mr. Mike Brown
Mr. Matt Anderson
Council Member Dianne Robinson
Council Member Carol Arends
Council Member Will Maupin
Council Member Nick Wofford
Mr. Ron Sher
Ms. Andrea Spencer
. Mr. Matt Hoffman
I Michael Dardia, "What Economic Studies Contribute to Local Development Efforts," Western Cities,1997, p.
17
THE MAYNARD BUILDING
119, FIRST AVENUE SOUTH, SUITE 410, SEAITLE, WA 98104
206/442-9200 206/442-9201 (fAX)
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Thursday, July 12, 2007
Council Chambers, First Floor
Bremerton City Hall
345 - 6th Street, Suite 600
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Downtown Sub Area Plan
Neighborhood Stakehooders Meeting 4/5/07
Highland / Pleasant
Name
Virginia Starr & Gerry Davidson
Katie O'Reilly
Kit Hansen
Marian Sanders
Louis Cobb
Nicholas & Jowhava Wyatt
Rudolph W. Jorgensen
David Johnson
David Klinefelter
Brad Rucker
Sharon Fick
Kathy Koonce & Chris Bowman
Maryellen Babbitt
Kristi Kouyian
Jim Baker
Kathleen Brennan
Tim Henkel
Dee Brate
Donald Braxley
JeanniJohnson
Frances Hall
Justin & Rachel Zeigler
Address
652 Highland Ave.
938 Pleasant Ave.
810 Cogean
511 12th St.
110 Pleasant
1109 Highland Ave.
920 Cogean
926 Cogean
1547 Park Ave.
911 Highland
816 Warren Ave
814 Warren Ave.
820 Cogean Ave.
520 11th St.
832 6th St. PO Box 886 98337
1121 Pleasant Ave.98337
PO Box 88, Indianola W A 983'
PO Box 313 Brem
653 Pleasant Ave.
9370 Glenwood Rd. SW Port 0
40 Washington Ave. PMB #43
914 Highland Ave. Bremerton, '
Downtown Sub Area Plan
Neighborhood Stakeholders Meeting 4/5/07
Cogean / McKenzie / Evergreen Park
Name
Stan Allison
Shawlee Lee
Brett Roberts
Kristin Day
Rick Hendricks
Greg Jose
Warren Houtz
A. Lee Douglas
Pastor Dennis Payne
Kristi Kouyjan
Frences Hall
Gene & Patricia Barnok
Chad Johansen
Address
833 Cogean
902 Pacific Ave.
1118 McKenzie Ave.
723 McKenzie
1202 Pacific Ave.
658 Highland
51112th St.
902 Park Ave.
902 Park Ave.
520 11th St.
819 Mckenzie
PO Box 706 Bremerton 98337
i1l!jf:*m0wr.ifQ'"WA]l&~fi:W~Wret~!frnitraHws'li""...illlli;~i'lRIi1iii~1!I! :ljjit:J:~~L~rri~";!li(~~~~l~~'"
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What is the scope of the non-motorized transportation plan? Who
is involved?
Please try again for a foot ferry!
Ditto.
Post panels on City Web Site.
-~~.:; .
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Bremerton Downtown Sub Area Plan
Open House #1 May 7th, 2007
Comments From Board Stickies (Organized by board)
'.J<~::'" . ., '"iW~~_':t:m
Next to 'What is next for Bremerton?'
Next to foot ferry comment.
Mixed use best option.
'~1~~]1~r[~~~:Q~iJJ~~nwiag~t:Q.!f.ilE~l:~_~~1t~~!tI;~1::~~J{~1ft~~t~.~:1~~~;~~.~~~_~?~~~~~~.
Next to Mixed use definition.
Need architectural committee to keep original flavor of Bremerton. Next to Fa<;ade definition.
It's important to remember to have effective automobile
transporation / commerce corridors. Next to Pedestrian Oriented Design definition.
Allow owners of small lots to build on more than 60% of their lot
for growing families that don't want to move from downtown.
Until we have fast walk-on ferries all this is like reorganizing the
deck chairs on the Titanic!
Limit height on Pacific to preserve the historic character.
No. We need tall buildings for a critical mass in downtown.
Character could use enhancement. 100+!
Add public access to waterfront, and tree lined streets to
downtown neighborhoods.
Can the roadjam of Diamond Parking be broken?
~lE~lj,~AWll@g~y~: B~~Q(iQrrlllll;-.
Make provision for 15-20 story buildings in central core.
Zero lot line on alleys. Do we want abutting structures?
The existing historic feel/scale should be maintained in ths
neighborhood. '
Yes to all!
Next to zoning designations.
With arrow to comment about limiting height on Pacific.
Next to Sub Area Plan objectives.
Next to Maximum Height.
Next to accessory uses under R-1 O.
Next to Multi-Family Residential.
Next to Multi-Family Residential.
. Provide incentives to developers for underground parking. Less
street parking. Increas public transportation opportunities.
Dress up 6th Ave. Some drunks on streets + a tacky 7-11.
Pedestrian oriented. Bike paths + parking for bikes.
How about preserving the character of Pacific Ave. and allowing
gradually taller structures going west? Somewhat shorter going
east.
We could use decorations of rooves. From WaMu or Norm Dicks
there's nothing to look at.
Up!
Yes - with emphasis on public spaces / plaza. 20+ stories.
More activity, night life. (For all ages.)
Go up rather than out.
Can we connect our parks and downtown core with walking and
bicycle paths?
Require LEED for public projects. Incentives for private
developers to do LEED. Sustainable design!
Bremerton Downtown Sub Area Plan
Open House #1
Next to Business Commercial & Downtown Core.
Next to Business Commercial.
Next to Downtown Core.
Includes sketched drawing of section with Pacific Ave. in the
middle with structures to the east and west as described.
Next to Downtown Core.
Next to Downtown Core & Downtown Waterfront.
Next to Downtown Core - 'build out? or build up?'
Next to Downtown Core - 'build out? or build up?'
Next to Downtown Waterfront.
On Downtown Waterfront.
Next to Downtown Waterfront.
Next to Downtown Waterfront and Downtown Core.
Build and have developers fix road and sidewalk.
More variety. Need dry cleaners.
Add more qreen. Rooftop gardens, planters, trees in parking
areas.
Require businesses to engage pedestrian traffic with use of front
space sidewalks etc.
You can go higher in business core.
Next to Neighborhood Business.
Next to Neighborhood Business.
Next to Limited Commercial.
Next to Limited Commercial.
Next to Limited Commercial 'maximum height'.
Why is the park area not part of the pedestrian core?
Bike Lanes!
Safer to cross 11 th between downtown and Evergreen Park. (And
dissolve the industrial 4-lane divide)
Could Washington be reduced to one lane, one direction from the
ferry to Manette Bridge?
Return bus stop. Work with JC Penney developer to make it look
good.
More kiss-and-rides.
All power lines under ground. (Start with maini streets)
On Evergreen Park.
In margin.
At 11th and 6th.
Near 1st / Burwell.
At ferry terminal.
In margin.
No median.
I want to see more trees and green spaces and dog parks!
Still gotta get the traffic through town - effectively we should hope.
11th: Single lane and bike lane with landscaped median in
downtown area.
11th needs wider sidewalks - trees and a bike lane. When the
tunnel is built there will be plenty of room for traffic Iflow. Right
now 11th is a speedway!
I like the area on 4th St. between Washington & Pacific. Make
more streets like that.
Please choose a different font for drawings.
Ooh - Weather protection - Nice!
Yes! Trees on both side of the road.
Too little parking in downtown as it is. We are still a vehicular
society.
Use up space here to make more pedestrian friendly. The front
yards are already too small. Might as well make it more
comfortable for everyone.
Where's Park Ave.? Make into a "Bicycle Boulevard"
Street side benches and trees for rest stops. Visual relief.
More mid block connectors.
#4 Too fast! Even with speed bumps!
Washington St.
Eleventh St.
Eleventh St.
Pacific St.
Pacific St.
Pacific St.
Warren Ave.
In margin.
On Block figure.
#4 Question 'What is traffic like in your neighborhood'.
Short free retail = 1 hour. Pay commuter parking = 8 hour. Free
Saturday and Sunday.
Consider incentives for businesses for parking to encourage
economic growth.
Can't it be required that developers include off street parking for
their tenants in their designs?
Need pay-for parking so people can't freeload. Reduced rate or
tokens for businesses.
Next to What We've Heard
Next to photos.
On street strategies.
Supply merchants with low cost tokens to be given out to
customers for shopping downtown if meters come back downtown. On street strategies.
Meters after tunnel construction done. Stop employees juggling
cards every 2 hours.
Bremerton Downtown Sub Area Plan
Open House #1
2
Don't limit our customers to only 90 minutes of parking. Let them
shop and eat at their leisure!
15 Minute circulator bus needed.
Improve visual fronts of 6th St.
Trader Joes.
100' - 10 story height limit will limit potential upland development.
Reserve 4th St. for foot traffic.
The 1 st Block of Burwell & 4th west of Warren should be multi-
family or commercial.
Reconsider the west edge of the Downtown Regional Center.
Kick DOT out of Bremerton. Their interests and the City's
interests are not the same.
Remove opticon and properly signalize Warren / 11th.
Dangerous to cross Warren at 5th. It's especially bad with
shipyard traffic. Need a crosswalk or something.
Parking difficult to find for residents on Park Ave. between 11th
and Warren.
Add angled parking along Evergreen Park.
Townhomes are good infill development, like the new ones on
Campbell Way.
Terraced village mixed use at Evergreen Park.
No left hand turn off Warren in the morning. No right hand turn off
11th onto Warren during afternoon.
Increase homeownershio.
More mixed retail, terraced residential looking.
The area surrounding Evergreen Park should be zoned to allow
small business - Shops that are associated to the Park.
Shuttle trolley.
Preserve some history.
Sequence traffic lights - especially on Warren. No opticon Warren
except emergency vehicles.
Fix timing of intersection lights to ease traffic.
Better pedestrian crossings on 11th.
Community Center in West Bremerton.
Narrow 11th.
More trees downtown.
Preserve + add more workforce housing. Me too!
More restaurants downtown.
Convert vacant lots into parks, or community gardens.
Crate & Barrell outlet.
Traffic flow at this light is horrible. Fix this and fewer cars will use
residential street bypass.
At 4 way stop on Pacific and 5th I see cars every morning run right
through the 4 way stop. Stop sign needs to be moved and bigger.
Too much steel and concrete - not human friendly.
Please bring a grocery store to downtown!
Demolish the City parking garage. Or do something with it.
People park in our private lot - Peninsula health services.
Bremerton Downtown Sub Area Plan
Open House #1
Block between Park and Warren.
On JC penneys Building.
Blocks just west of Pacific.
Near Pacific Ave.
Near Burwell, 4th and 5th.
Warren and 5th.
Sheldon Boulevard.
Elizabeth Ave. (Campbell Way town homes are in East
Bremerton.)
11th and Warren.
On 17th St. area between Park and Warren.
Elizabeth and Park Ave. west of Evergreen Park.
Includes drawn route from: Warren Bridge, Harrison
Hospital, Mannette Bridge, Ferry / PSNS, Pacific, 17th, OC.
McKenzie / Cogean / Park
Placed on site of old Smith School. (12th & Park)
Near Pacific Ave.
8th & Park. On BHA owned block.
Blocks south of 6th & Warren.
11th & Warren.
Near KCCHA condominiums development.
Downtown core area.
4th / Washington garage.
This is on 6th between Pacific and Park.
3
300+ slip marina. Smallest slip 36'. Need nearby Retail. parking,
shops entertainment. Near Conference Center.
Roxy Theatre should be a theatre again. 4th St.
Need means for loading onto boats in the new Marina.
There is no decent place to park or drop off ferry riders. In rainy
weather they are guaranteed to get wet walking to / from streets.
No place to stop on 1 st/ Washington for the 10- 15 minute before
/ after ferry. Downtown waterfront area.
Would like loop bike / running options around downtown and
Mannette incorporating the two bridges & future Boardwalk.
Yes! (To bike / running options comment above.)
No more high density residential on shoreline! Washington Ave. near Manette Bridge.
Traffic is too fast on Park Ave. Unsafe for kids. Bypass traffic.
People also Park and walk or ride bikes to work. 2 Hr. Parking? Park Ave. north of 6th St.
Keep houses in the neighborhood near Evergreen. Near
Evergreen and 12th. (The pink house and little green one.)
Contamination issues around park. Is it safe to build housing due
to toxicity? Across Sheldon Boulevard from Evergreen Park.
Village type housing around Evergreen Park.
Need places for recreation. There's no place to go for visual
relief. Small pocket parks. Places to sit and enjoy. Downtown Core area.
Prefer to see area near Evergreen Park stay single family. It's my
home, not an investment.
Townhouses are a good affordable housing option. Pacific and
Park Ave.
How do we get rid of the drug dealers and meth addicts? At Evergreen Park.
City support for historic preservation. At Highland / Pleasant Ave.
More retail - need real economic development. Near 6th / Pacific.
No overhead lines! Washington Ave.
Need good safe sidewalks. Roots push up sidewalk on 4th.
Smaller trees are good.
Smith playfield is a dedicated park. Next to KCR offices. Improve
as a Park. At 12th and Park. Old site of Smith School.
Infill mixed use at Evergreen Park as long as its not too high.
Village-like. Eg. Whistler with lots of decks.
Don't want to see multi-family high density on edge of Evergreen
Park. Don't take away views. Neighborhood to south of Evergreen Park.
What's happening with buildings being torn down for tunnel?
When the tunnel is complete will the back of buildings across the
alley behind 4th St. now be fronting on the street below? Ploy gallery and adjacent buildings on 4th St.
Don' tcondemn or take property for development.
Need maritime retail for the marina. on Highland / Pleasant, Cogean / McKenzie areas.
Commercial Areas / Business Area: - Preserve sunlight and water
views. - Height amenities for meting green building or LEED
standards. - Encourage gren buildings / green roofs. - Pedestrian
friendly. I
Residential Areas: Stress -Human scaled design. - Limit height to
3-4 stories. - Allow small businesses that don't rely on auto traffic. -
Safe street crossings. Placed on Highland / Pleasant area.
Keep Manette Bridge as pedestrain and bikes only. Use new
bridge for vehicles only.
Make sure new Manette Bridge is an attractive and safe
connection.
More ferry service. Trader Joe's in Penney's Building. Day care
downtown.
I second that! (To day care downtown comment)
Bike lane on Washington. Block south of Manette Bridge.
Better Kitsap Transit services.
Bremerton Downtown Sub Area Plan
Open House #1
4
.:
.
AFFIDAVIT OF PUBLICATION
Account # 42742 / Ad # 219007
STATE OF WASHINGTON
COUNTY OF KITSAP
I, Christy Moffitt, being first duly sworn on oath, deposes and'says: That she is now, and at all times
embraced in the publication herein mentioned was the principal clerk of the printers and publishers of
KITSAP SUN; that said newspaper has been approved as a legal newspaper by order of the Superior Court
of the County of Kitsap, in which County it is published and is now and has been for more than six months
prior to the date of the publication hereinafter referred to, published in the English language continually as
a daily newspaper in Bremerton, Kitsap County, Washington, a weekly newspaper in Kitsap County,
Washington and is now and during all of said time, was printed in an office maintained in the aforesaid
place of publication of said newspaper; that the following is a true text of a legal advertisement as it was
published in regular issues (and not in supplement form) of said newspaper on the following date, to wit:
December 24, 2007 and that such newspaper was regularly distributed to its subscribers during all of said
period. That the full amount of the fee charged for the foregoing publication is the sum of $35.26 which
amount has not been paid in full.
~^,-()1'l ~~~
(Signature of PrincIpal Clerk)
Subscribed and ,worn to befme me !h;, day of January ~
Notary Public in and for the State of Washington, Kitsap County.
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AN ORDINANCE of the City Council of the City of Bremerton, Washington, amending the I,Q't:.Uf'V;!i;J)';\\\'~
Comprehensive Plan by adding the Downtown Regional Center Sub Area Plan, and amending the Zoning '\.\s.'S:.~):::::-;sS-::'"
Code Section 20.80 to activate the development standards for building heights, density, setbacks, and road
standards as detailed in this ordinance.
ORDINANCE NO. 5034
PASSED by the City Council the 19th day of December, 2007
The full text of this ordinance is available from the City Clerk's Office, 345 Sixth Street, Suite 600,
Bremerton, W A 98337.
December 24, 2007.................AD #20057708