HomeMy WebLinkAbout10 Exhibit C, Downtown Subarea Plan_5.30.25 Rev_202505301605213560Page 1
Bremerton2044
DOWNTOWN BREMERTON
REGION AL GROWTH SUBAREA PLAN
DRAFT
April 2025
Ord 5511, Exhibit C
ACKNOWLEDGEMENTS
The 2024 Comprehensive Plan is dedicated to the
engaged neighbors and neighborhoods of
Bremerton.
BREMERTON MAYOR
Greg Wheeler
CITY COUNCIL
District 1 Jennifer Chamberlin
District 2 Denise Frey
District 3 Jeff Coughlin
District 4 Jane Rebelowski
District 5 Michael Goodnow
District 6 Anna Mockler
District 7 Eric Younger
PLANNING COMMISSION
Nick Wofford, Chair
Rick Tift, Vice Chair
Chris Browning
Mike Miller
Erik Pederson
Jack Paauw
Ana Doehring
CITY STAFF
Andrea Spencer, Director of Community Development
Garrett Jackson, Planning Manager
Kelli Lambert, Senior Planner
Tom Knuckey, Public Works Director
Ned Lever, City Engineer
Bill Davis, Utilities Managing Engineer
Chance Berthiaume, Utility Manager
Cami Apfelbeck, Water Utility Manager
Eric Burris, Wastewater Manager
Gunnar Fridriksson, Transportation
Engineering Manager
Vicki Grover, Transportation Project Manager
CONSULTANTS
Community Attributes –
Market Study
Cross Sound Consulting –
Subarea Plan Update
Kennedy Jenks –
Wastewater System Plan
Parametrix – Transportation
Comprehensive Plan
Struck Environmental, FCS
Group, Herrera Environmental,
Associated Earth Sciences –
Stormwater Comprehensive Plan
BHC Consultants – Water
System Plan
Ord 5511, Exhibit C
Page 3
CITIZENRY
Thank you to the many citizens who attended meetings and hearings, completed surveys, spoke to
us at community events, and submitted comments. We appreciate the engagement, and your input
helped shape this plan and the future of Bremerton.
SUQUAMISH TRIBE LAND ACKNOWLEDGMENT
Every part of this soil is sacred in the estimation of my people.
Every hillside, every valley, every plain and grove, has been hallowed by some sad
or happy event in days long vanished.
Chief Seattle, 1854
We would like to begin by acknowledging that the land on which we gather is within the ancestral
territory of the suTҒއabš “People of Clear Salt Water” (Suquamish People). Expert fisherman, canoe
builders and basket weavers, the suTҒއabš live in harmony with the lands and waterways along
Washington’s Central Salish Sea as they have for thousands of years. Here, the suTҒއabš live and
protect the land and waters of their ancestors for future generations as promised by the Point Elliot
Treaty of 1855.
ANCESTRAL LANDS OF THE COAST SALISH
Puget Sound is a part of a larger area that has been the traditional aboriginal territory of the Coast
Salish peoples, who live around the Salish Sea in what is now Washington State and the Canadian
province of British Columbia. The Coast Salish Tribes have lived here since time immemorial and
while each tribe is unique, all share in having a deep historical connection and legacy of respect for
the land and natural resources. These sovereign tribal nations enrich the region through
environmental stewardship, cultural heritage, and economic development, and collaborate with local
governments to shape the region’s future.
Ord 5511, Exhibit C
Page 4
Contents
1.0 Introduction, Purpose 5
and Vision
2.0 Existing Conditions 9
3.0 Market Analysis 18
4.0 Downtown Regional 22
Growth Center Policies
5.0 Land Use Plan 27
6.0 Transportation 31
and Transit Plan
7.0 Development and 43
Design Standards
8.0 References 61
Ord 5511, Exhibit C
Page 5
SECTION 1.0
Introduction, Purpose
and Vision
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1.0 Introduction, Purpose, and Vision
1.1 Introduction
For over 20-years the broad goal for Downtown Bremerton has been consistent, per the 2004
Comprehensive Plan, Bremerton has planned to, “Create and revitalize the downtown as the premier
urban center of the West Sound region, providing jobs, residential opportunities, and cultural and
economic activities.” This policy was expounded upon with the adoption of the original 2007 Downtown
Subarea Plan, which implemented development regulations further promoting concentrated urban
growth. Our planning partners at the Puget Sound Regional Council (PSRC) have bolstered the
importance of Downtown Bremerton’s regional status, by designating it the sole Metropolitan Regional
Growth Center in Kitsap County. In the last 20-years, development in the Downtown Regional Growth
Center has supported and forwarded multimodal transportation options, compact growth, improved
access to opportunity, and housing choices near jobs and transit. This subarea plan document is
intended to build on the success of past planning efforts by updating the subarea for consistency with
2018 PSRC Centers Framework requirements, adding policy language, and refining development
standards to streamline zoning requirements.
1.2 Downtown Bremerton Growth Center’s Regional Role
In the four-county central Puget Sound region (King, Snohomish, Pierce and Kitsap), local governments
have collaborated through the Puget Sound Regional Council (PSRC) to establish a Regional Growth
Strategy, contained in VISION 2050. PSRC is an association of local governments, Native American
Tribes, and State agencies that serves as a forum for developing policies and making decisions about
regional growth management, economic, and transportation issues. VISION 2050 addresses a range of
land use planning issues, including aligning transportation investments with rates of development,
involving diverse voices in planning, community design, and preserving special land uses. Each of these
is important for achieving the Regional Growth Strategy that accommodates most new growth in urban
centers throughout the region while supporting and enhancing existing communities.
VISION 2050 envisions a future where the region:
x Maintains a stable urban growth area.
x Focuses the great majority of new population and employment within urban growth area; within
the urban growth area, focuses growth in cities.
x Maintains a variety of community types, densities, and sizes.
x Achieves a better balance of jobs and housing across the region.
x Creates and supports centers to serve as concentrations of jobs, housing, services, and other
activities within cities.
x Builds transit-oriented development around existing and planned infrastructure.
x Uses existing infrastructure and new investments efficiently.
Each of the four counties in the region contain at least one central city that has convenient access to
high-capacity transit and serves as a civic, cultural, and economic hub. At least one regional growth
center has been designated within each of these cities to serve as a focal point for accommodating both
population and employment growth. The Regional Growth Strategy calls for the five Metropolitan Cities
to accommodate 36% of regional population growth and 44% of regional employment growth by the
year 2050. Within Metropolitan Cities, jurisdictions should encourage growth near high-capacity transit
and within regional growth centers to achieve regional growth goals.
Bremerton is designated as Kitsap’s only Metropolitan City, with Downtown Bremerton identified as its
regional growth center within the PSRC VISION 2050 plan; the plan assigns the DRC with access to
high-capacity frequent transit that connects to other regional centers. Downtown Bremerton is
designated as an “Metro” Regional Growth Center, which serves an important regional role with dense
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existing jobs and housing, high- quality transit
service, and plan for significant growth.
Downtown Bremerton will serve as a major transit
hub for the region, provide regional services, and
serve as major civic and cultural center.
PSRC updated its Regional Growth Centers
Framework, which was adopted in early 2018.
This framework establishes new criteria and
updates existing standards. The Metro Regional
Growth Center Criteria is now:
x Existing density of 30 activity units per acre.
x Planned density of 85 activity units per acre.
The Kitsap Countywide Planning Policies (CPPs),
which address growth management topics at the
countywide scale, echo the PSRC growth strategy
of directing growth into urban centers throughout
Kitsap County. Downtown Bremerton is identified
specifically as a Metro Regional Growth Center in
the Kitsap CPPs.
Vision 2050 contains the following key land use
development requirements. A full list can be found
at the PSRC website (Vision 2050):
x MPP-DP-1 Develop high-quality, compact
urban communities throughout the region's
urban growth area that impart a sense of
place, preserve local character, provide for
mixed uses and choices in housing types, and
encourage walking, bicycling, and transit use.
x MPP-DP-2 Reduce disparities in access to opportunity for the region’s residents through inclusive
community planning and targeted public and private investments that meet the needs of current and
future residents and businesses.
x MPP-DP-9 Support urban design, historic preservation, and arts to enhance quality of life, support
local culture, improve the natural and human-made environments, promote health and well-being,
contribute to a prosperous economy, and increase the region’s resiliency in adapting to changes or
adverse events.
x MPP-RGS-8 Attract 65% of the region’s residential growth and 75% of the region’s employment
growth to the regional growth centers and high-capacity transit station areas to realize the multiple
public benefits of compact growth around high-capacity transit.
x MPP-RGS-9 Focus a significant share of population and employment growth in designated regional
growth centers.
x MPP-RGS-12 Avoid increasing development capacity inconsistent with the Regional Growth
Strategy in regional geographies not served by high-capacity transit.
The City understands its responsibility as a PSRC designated Metropolitan City and the regional growth
center designation of its Downtown. The 2024 Comprehensive Plan update has been carefully and
thoughtfully crafted to support and forward the Downtown Regional Growth Center as the location of
dense concentrated housing and employment growth not only for the city but for Western Puget Sound
region. Downtown Bremerton Regional Growth Center is poised and planned to continue to grow and
support the housing and employment needs for the next twenty years.
Exhibit DRC-1: PSRC Regional Growth Centers
Source: Puget Sound Regional Council
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1.3 Vision
The Downtown Bremerton Metropolitan Regional Growth Center is a vibrant mixed-use urban
destination characterized by dense housing, jobs, entertainment, active transportation, and transit
choices. A revitalized Downtown will continue to serve as the City’s civic and cultural center, while
providing a showcase of premier urban development in the West Sound region.
1.4 Downtown Regional Growth Center
The Downtown Bremerton Regional Growth Center was designated by PSRC as a Center in 1995, and
as Metropolitan Regional Growth Center during its 2018 Centers Framework update. The subarea is
592 acres and is not proposed to increase in size as part of this update. The 2024 population is 6,511
persons, and total employment, which includes Naval Base Kitsap-Bremerton, is 33,369 jobs. Together,
these represent 67 Activity Units per Acre and meet the PSRC Center’s Framework requirement for
Metro Regional Growth Center with a minimum density of 30 activity units per acre.
Exhibit DRC-2: Bremerton Downtown Regional Center
Source: Puget Sound Regional Council
1.5 Public Participation
The Downtown Regional Growth Center Subarea Plan was updated under the 2024 Comprehensive
Plan Update public participation plan, and included outreach to Naval Base Kitsap, the Downtown
Bremerton Association, participation in community events, and posting flyers at the Downtown Library,
Marvin Williams Center, and Evergreen Park. In addition, the Bremerton Planning Commission, in its
role as the City’s primary citizen advisory group on land use, carefully considered and provided policy
guidance for the DRC Subarea Plan during their multi-year review for the comprehensive plan update.
Please refer to the City’s comprehensive plan’s Public Participation Appendix for specifics on community
engagement efforts.
Ord 5511, Exhibit C
SECTION 2.0
SECTION 2.0
Existing
Conditions
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2.0 Existing Conditions
2.1 Introduction
Downtown Bremerton Regional Center
has been designated by PSRC as a
regional growth center since 1995 and
has been guided by an adopted subarea
plan since 2007. Designated as a
Metropolitan Regional Growth Center by
PSRC, this is the highest PSRC Center’
designation given to geographic areas.
These areas are intended to be the
densest and most transit-connected
locations in the region, and accordingly
are expected to accommodate higher
levels of growth. Metropolitan Regional
Growth Centers are characterized by
compact, pedestrian-oriented development, multimodal transportation, with a mix of office,
commercial, civic, entertainment and residential uses. While federal property is not with the jurisdiction
of the City, the DRC also includes Naval Base Kitsap.
The DRC’s important features that support its Metropolitan Regional Growth Center designation
include:
x Adjacency to Kitsap County’s largest employer, Naval Base Kitsap
x Direct routes to Seattle, via Washington State Ferries and Kitsap Transit foot ferries
x Regular Kitsap Transit bus transit service
x Direct walkable connection to the nearby neighborhood center of Manette
x Cultural resources like the many seasonal festivals, the Admiral Theater, Roxy Theater, Quincy
Square, and Kitsap Regional Library
x Walkable access to Boardwalk, Harborside Fountain Park and Maritime Museum, Port of
Bremerton Marina, Turner Joy, Marvin Williams Recreation Center, and 3-mile urban trail loop
x Outside of the Center, but nearby, Olympic College main campus supporting both 2-year and 4-
year higher education programs
2.2 Land Use, Existing Zoning and Activity Units
Centrally located and well-connected to the region and to downtown Seattle by two ferries (60-minute
Washington State Ferry and 28-minute Kitsap Transit Fast Ferry), Bremerton is the largest city on the
Kitsap Peninsula and has a well- established urban character. Already the most fully developed area
of Bremerton, the Downtown Regional Growth Center is a high-intensity office and employment center,
and primary hub for business, communications, office, and hotels.
Dynamic topography provides surprising street-end views of the Puget Sound and Olympic Mountains.
The presence of Naval Base Kitsap augments Downtown character, while proximity to transportation
center with Washington State Ferries’ (WSF) and Kitsap Transit services, 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 several
historic buildings contribute to Bremerton’s rootedness and connection to its past.
Situated along the shores of Sinclair Inlet and Port Washington Narrows, the DRC offers numerous
public access opportunities to the shoreline, including the Port of Bremerton Marina, WSF Bremerton
Ferry Terminal and Kitsap Transit’s Foot and Fast Ferries.Naval Base Kitsap and PSNS-IMF, Kitsap
County’s largest employer, are also located south of the downtown core.
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Downtown Regional Growth Center Existing Zoning
The initial DRC subarea plan identified nine zoning districts within the DRC. They correspond to three
types of land use. Approximately one-fifth (21%) of downtown is zoned Residential. There are three
zones that permit only residential uses. One and two family residential (R-20) allows small lot single
family and townhomes and account for 6% of downtown. Two multi-family residential zones (MR-1
and MR-2) allow medium-to-high density residential uses and totals 15% of downtown. MR-1 includes
a number of historic comes on Highland.
Nearly one-half (42%) of downtown is zoned Mixed Use. The Downtown Support District (DSD) is the
largest zoning district (14% of downtown acreage) and allows commercial and medium density
residential. The waterfront (DW) accounts for 12% of downtown and allows for residential, office, and
mixed-use activities. Pedestrian Oriented Mixed Use (POMU) allows medium-to-high density
residential with neighborhood retail and services on the ground floor. The Employment District (ED)
allows for mixed residential as well as a range of commercial and light industrial uses in support of the
Puget Sound Naval Shipyard.
The park zoning district runs on the strip of land between the Ferry Terminal and the Puget Sound
Naval Shipyard, and accounts for 3% of space in the DRC.The DRC has additional access to parks
through the nearby Evergreen Park, and through parks provided on other land use types. Many
developments in the DRC, including mixed-use and waterfront developments, require provisions of
public and/or private open space.
Exhibit DRC-4: Bremerton Downtown Regional Center Zoning Distribution
Source: DRC Market Study, CAI
Existing Activity Units Density
PSRC’s Regional Centers Framework utilizes activity units as a singular measurement of residential
and employment density within regional growth centers. An activity unit represents one person, either
an employee or a resident, who spends a significant part of nearly every day in the center. Activity
units represent the total amount of activity present in an area and do not distinguish by the mix or
proportion or the activity that is residential versus commercial.
The Downtown Regional Growth Center as designated by PSRC is 592 acres, which includes Naval
Base Kitsap and PSNS-IMF. The portion of the DRC that is within the City of Bremerton jurisdiction
is 138 acres. As discussed in Section 1.4, PSRC established a minimum activity unit density of 30 for
a Metro Regional Growth Center. Exhibit DRC-5 calculates the existing activity units density for the
DRC, which meets the PSRC minimum activity unit density.
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Exhibit DRC-5: Existing DRC Activity Units Density (2024)
Activity Units Total Activity Units DRC Acres
Activity Unit
Density
Population 6,511 39,880 592 67.4Employment33,369
Source: Puget Sound Regional Council
2.3 Existing Parks, Open Spaces and Public/Civic spaces
Downtown RGC includes an outstanding and exciting mix of plazas, shoreline access, civic and
arts/entertainment spaces. A summary of these regional amenities and opportunities is below:
Plazas: Downtown has numerous Plazas that reinforce retail and commercial areas by creating safe
and enjoyable public places suitable for informal gatherings or community events. They may be
developed with water features, public seating, art, and view areas. Plazas such as Harborside
Fountain Park and the Louis Mentor Boardwalk focus on the downtown waterfront and accommodate
large numbers of people for special events.
Exhibit DRC-6: Bremerton Downtown Regional Center Plazas
Source: Bremerton Parks, Recreation and Open Space (PROS) Plan
x 1st Street Plaza is a 0.06-acre outdoor-seating area adjacent to the Bremerton Bar and Grill.
x Harborside Fountain Park is a 2.2 acre featuring five fountains, paved plaza spaces, tables and
chairs, public art, landscaping, viewpoints overlooking Sinclair Inlet. Developed in partnership
with Puget Sound Naval Shipyard, it was dedicated in 2007.
x Kitsap Conference Center Plaza is a 1.4-acre plaza centered between restaurants, a hotel and
the conference center, featuring fountains, tables and chairs, landscaping and views of Sinclair
Inlet and the Port of Bremerton marina.
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x Louis Mentor Boardwalk is a 0.7-acre area of boardwalk along the Bremerton DRC waterfront
connecting the ferry terminal and convention center with the USS Turner Joy floating museum.
This area is used for special events and festivals.
x Memorial Plaza is a 1.1-acre plaza along Pacific Avenue that features fountains and waterways,
sculpture and artwork, tables and chairs, historical and interpretive signage, and the bow of the
USS South Carolina.
Streetscapes and Greenways: Streetscapes and greenways are landscaped streets, located in the
downtown core and are designed to attract pedestrians and increase the attractiveness of nearby
businesses to downtown shoppers. They may include flower baskets, trees, decorative light poles,
irrigation, planted medians, and Low Impact Development (LID) features such as rain gardens to
cleanse stormwater run- off. Greenways are landscaped rights-of-way located outside the downtown
core that provide visual relief from urban development along transportation corridors.
x Pacific Avenue Streetscape is thirteen blocks of landscaped right-of-way from 1st Street to
Sheldon Street, including planters, street trees and hanging baskets.
x 4th Avenue/Park Avenue Streetscape is a two and a half blocks of landscaped right-of-way
downtown that includes two blocks on 4th Street, from Washington Avenue to Park Avenue, and
continues a short block on Pacific Avenue, between 4th Street and Burwell Street. The city is
currently working to transform the streetscape on 4th Street between Pacific and Washington
into an open-air hub for special events at Quincy Square.
x 11th and Pacific is a 0.1 acre landscaped parcel that also includes public art.
x Burwell Streetscape is two blocks of landscaped right-of-way downtown from Washington
Avenue to Park Avenue with planters and street trees.
Trails: Downtown provides important links to citywide trails such as the County adopted Mosquito
Fleet Trial depicted in red in Exhibit DRC-8 map, and the City adopted Bridge to Bridge Trail identified
in yellow.
Exhibit DRC-7: Bremerton Downtown Regional Center
Streetscapes and Greenways
Exhibit DRC-8: Bremerton Downtown
Regional Center Trails
Source: Bremerton Parks, Recreation and Open Space (PROS) Plan
Recreation and Event Facilities:
x Kitsap Conference Center at Bremerton Harborside is over 17,000 square feet, and can host
events up to 700 guests, as well as smaller meeting spaces and events.
x The Marvin Williams Recreation Center located western edge of the DRC near Park Avenue and
11th Avenue, is a 20,000 square foot recreation facility that offers programs from toddlers to
adults, an indoor recreation basketball court, meeting rooms, classrooms, commercial kitchen
and hosts special events.
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Arts District:Centered at 4th Street and Pacific, the Downtown Bremerton Arts District offers a diverse
and rich arts offering, such as live music, fine art galleries, eateries, museums, Admiral Theater and
Roxy Theater year-round performing art venues, and public art. Quincy Square on 4th is an upcoming
exiting opportunity for year-round special and musical events on 4th Street that supports and continues
to activate the downtown core.
USS Turner Joy: The USS Turner Joy is a refurbished Vietnam- era destroyer that is now a floating
museum operated by the Bremerton Historic Ships Association. Moored at the north end of the
Bremerton Boardwalk, the ship can be explored topside and below decks. The tour also includes a
Vietnam POW memorial. The ship is a popular location for group events, reunions, and guided tours.
2.4 Naval Base Kitsap
Naval Base Kitsap (NBK) is the Navy’s third
largest fleet concentration area in the United
States, and perhaps the most complex. NBK
is home to more than 70 tenant commands,
including Commander, Navy Region
Northwest; Commander, Submarine Group
9; Commander, Carrier Strike Group 3;
Naval Facilities Engineering Command
Northwest; Naval Undersea Warfare Center Keyport; and Puget Sound Naval Shipyard and
Intermediate Maintenance Facility (PSNS-IMF).
Spanning more than 12,000 acres across the Kitsap Peninsula, Naval Base Kitsap supports a diverse
range of strategic missions, including submarines, Nimitz-class aircraft carriers, Puget Sound Naval
Shipyard and Manchester Fuel Depot. NBK is also the home of several Research, Development,
Testing & Evaluation commands. NBK and its supported commands produce substantial economic
benefits to the region, with 54% of all economic activity in Kitsap County originating from NBK and
defense spending.
Within the DRC is the PSNS-IMF and Naval Base Kitsap-Bremerton (NBK-BR), located on 402 acres
of the Downtown Center’s 592 acres. NBK-Bremerton and PSNS-IMF is home to multiple large naval
commands, up to two aircraft carriers are homeported at this military installation, and workforce of
thousands of active-duty military, sailors, contract, and civilian employees.
PSNS-IMF is the Navy's primary provider for the maintenance, repair, modernization, inactivation, and
recycling of ships, submarines, and aircraft carriers in the Pacific Fleet. PSNS-IMF is the only Navy
shipyard on the West Coast with a dry dock that can accommodate the large size of nuclear-powered
aircraft carriers for repair and maintenance. Additionally, PSNS-IMF is the only Navy shipyard that is
approved to recycle nuclear-powered submarines.
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Much of the infrastructure at PSNS-IMF dates to the late 1800s and early 1900s and it was primarily
designed for building and maintaining ship classes that are no longer part of the modern naval fleet.
Other than construction of Dry Dock 6 in the early 1960s, the shipyard has had few major infrastructure
updates since the mid-1900s, which has led to significant production inefficiencies for maintaining
current ships. The shipyard lacks the necessary capability to accommodate new and future classes of
ships. The US Navy is underway with a Shipyard Modernizations Plan, that could see a total of $5
billion in improvements at PSNS-IMF. The Navy's proposal is to construct a new multi-mission dry
dock, upgrade Dry Dock 6 to meet current seismic standards, and to modify, demolish, and/or replace
other piers, wharves, quay walls, buildings, cranes, and utilities to make space for the new dry dock.
NBK-BR and PSNS-IMF employ thousands of active-duty military (both as command base and
stationed on air craft carrier(s)), contracted employees, civilians employed supporting NBK services,
and the skilled labor force at PSNS-IMF employed with the building and maintenance of the Naval
fleet. The numbers of employees fluctuate and can range from 30,000 when two carriers are stationed
at one time, to 15,000 or less when no carriers are docked. Consistent with MPP-RC-5, Subarea Plan
updates were coordinated with Naval Base Kitsap, and resulted in several policy updates identified in
section 7.2.5 of the updated plan.
2.5 Existing Transportation Network
The City of Bremerton and Naval Base Kitsap partnered to prepare a comprehensive commuter traffic
plan, to create a responsive and actionable plan to examine existing and future needs for all
transportation modes serving NBK-BR and to account for the DRC’s growth strategy. The following
existing conditions summary is from the Joint Compatibility Transportation Plan, which can be found
it its entirety here.
Street System:Downtown Bremerton’s streetgrid was laid out
in 1890’s by William Bremer. With its relatively fine-grained
street network, Bremerton has “the bones” already
established for good walking and shopping neighborhoods.
Existing commercial streets in DRC 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.
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 1,450 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.
Pacific, and 1st, 2nd, 3rd, and 4th Avenues 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.
Active Transportation:Active transportation is defined as using a human-scale and often human-
powered means of travel to get from one place to another and includes walking; bicycling; using a
Exhibit DRC-9: Downtown Regional
Center Street Grid System
Source:Joint Compatibility Transportation Plan
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mobility assistive or adaptive device, such as a wheelchair or walker; using micro-mobility devices,
such as skateboards or foot scooters; and using electric-assist devices, such as e-bikes and e-foot
scooters. The DRC existing bicycle facilities, sidewalks, and crossings were evaluated to determine
the existing active transportation network. Sidewalks are classified as one of three levels: poor or very
poor; fair or marginal; and good, very good, or excellent. Many of the sidewalks near NBK-BR are
classified as marginal or worse. Additionally, many sidewalks are narrow and have obstructions such
as utility poles and fire hydrants.
Within the DRC, there are very few bicycle facilities. The existing bicycle facilities are located on high-
speed and high-volume roadways that lack a buffer between cyclists and vehicles. There is a lack of
wayfinding to help cyclists find marked routes and a lack of commuter cyclist amenities, like bike racks
and storage.
Exhibit DRC-10: Pedestrian Facilities Existing Conditions
Source: Joint Compatibility Transportation Plan
Pedestrian existing conditions are depicted in Exhibit DRC-10. The marginal and poor existing facilities
can contribute to perceived safety issues for active transportation users that may not encourage
walking or bicycling to and within Downtown Bremerton. Many large employers provide easy access
for people to drive onto the site and either park or get dropped off by another person. NBK-BR is a
controlled facility that does not facilitate easy drop-offs or pick-ups, and there are no designated drop-
off or pick-up locations adjacent to the NBK-BR gates. Dropoff or pick-up must occur on City streets
or using one of the surface parking lots.
Mode Share: Mode share is the share of people using a particular mode of transportation. Mode share
was collected for NBK-BR and Kitsap County to understand existing travel habits and how they
compare to the region. The State Commute Trip Reduction (CTR) Law affects worksites with 100 or
more full-time employees. Worksites conduct CTR surveys every other year to measure vehicle miles
traveled and the mode choices of their employees.
The Naval Supply Systems Command Fleet Logistics Center Puget Sound and the U.S. Navy
completed CTR surveys in 2012, 2014, 2016, and 2018, and the data were used to estimate mode
share for NBK-BR. Compared to the rest of Kitsap County, there is a higher percentage people
traveling to NBK-BR that use shared ride and transit and a lower percentage that walk, bicycle, or
drive alone.
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Parking:The City of Bremerton conducted a parking study in 2017 to better understand parking
conditions in Downtown, including available parking facilities, occupancy, duration, turnover, and
movement analysis showing where vehicles moved throughout the day.
In Downtown, there is both on-street parking and off-street parking. Bremerton’s downtown on-street
parking supply is currently available on a first-come, first-serve basis, with time restrictions in some
locations. City-owned parking areas include Harborside Garage, Washington Garage, Park Plaza
Garage, City Lot 95, and City Lot 98.
On average throughout the DRC area, on-street parking occupancy was between about 50 percent
and 70 percent, with two 68 percent peaks shown at midday and the end of the workday. Occupancy
for on-street parking on many streets near NBK-BR exceeded 85 percent.
Occupancy for off-street facilities peaked at 65 percent, which indicates overall system capacity, even
if certain locations are experiencing higher demand. The data collection indicated that high demand
for off-street parking was scattered throughout the downtown core, near the ferry terminal, and near
NBK-BR. Some additional off-street facilities showed high use, some of which were smaller lots
serving local businesses. Parking for employees and commuters tended to have higher occupancy
with less variation throughout the day.
Within NBK-BR, there are about 8,200 parking stalls, half of which are available to civilians and half
are available to active duty. This number includes the parking garage in Downtown located at 4th
Street and Park Avenue that has approximately 960 parking stalls dedicated to NBK-BR civilians.
Some of these spaces are restricted for carpool/ vanpool and are ADA-accessible stalls. According to
NBK-BR, the available parking on NBK-BR and at the off-installation parking garage in Downtown is
fully utilized. On a typical day, over 6,300 NBK-BR commuter vehicles park outside of the gates during
the peak period.
Transit Facilities: The Bremerton Ferry Terminal is a major transportation hub for Kitsap County, with
the WSF Bremerton to Seattle ferry carrying approximately 600,000 passengers and 360,000 vehicles
in 2023. The ferry terminal also provides passenger-only connections to Seattle, Port Orchard, and
Annapolis through the Kitsap Transit fast ferry and local ferry routes. Kitsap Transit’s
Bremerton/Seattle fast ferry ridership in 2023 was 517,270, a 54% increase from the previous year.
The local ferries to Port Orchard and Annapolis 2023 ridership were 216,101 and 106,984 respectfully.
The Kitsap Transit Bremerton Transportation Center is adjacent to the Bremerton Ferry Terminal and
provides connections to key local and regional destinations through 12 Kitsap Transit bus routes and
two Mason Transit bus routes. Kitsap Transit operates several bus routes along the main travel
corridors in Downtown Bremerton. Kitsap Transit also operates a Worker/Drive Bus program for
employees traveling to and from NBK-BR. The buses operate like a large vanpool, with the driver
boarding a bus near their home and picking up coworkers on the way to work. Kitsap Transit has 32
worker/drive routes and about 1,500 employees use it to commute to NBK-BR.
2.6 City Utilities and Services
The City of Bremerton provides utilities such as water, sanitary sewer and stormwater management,
fire and emergency services, law enforcement, and streets/transportation for the Downtown Regional
Growth Center. The Bremerton School District provides elementary and secondary facilities for
instruction. Non-city utility providers include Puget Sound Energy, Cascade Natural Gas, Century Link
and Comcast.
Ord 5511, Exhibit C
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SECTION 3.0
Market
Analysis
Ord 5511, Exhibit C
Bremerton2044 DRAFT
Downtown Bremerton Regional Growth Center Subarea Plan | April 2025 | Page 19
3.0 Market Analysis
3.1 Market Conditions
A market study has been prepared by Community Attributes Inc (CAI), where current market conditions
of demographics, housing, downtown trends, and employment and economy, were analyzed in detail
in conjunction with stakeholder outreach to understand local conditions.
Downtown Trends: Population Growth is a key
indicator of economic vitality and can influence
factors such as labor supply, market
competitiveness, and investment potential.
Analyzing Bremerton’s population growth helps
identify how much growth Bremerton has been
experiencing and how much growth is expected
in the future, outlining future market
opportunities or challenges, such as the need
for infrastructure development, housing, or
services to accommodate the population. Both
Bremerton and Kitsap County have
experienced steady population growth since
2000, with Kitsap County growing at a 0.87%
annual growth rate and Bremerton at a similar
0.88%.
Today, Bremerton continues to make up
approximately 16% of Kitsap’s greater
population, reaching 45,200 residents in 2022.
Growth estimates from the PSRC for the DRC
show that the DRC is projected to make up a
greater portion (22%) of Bremerton’s
population by 2044. Both Bremerton’s and the
DRC’s populations are projected to grow
steadily, reaching 63,757 individuals and
13,708 individuals respectively by 2044. The
DRC is further projected to reach 15,400
individuals by 2050.
Exhibit DRC-12 displays changes in land use
square footage in the DRC since 2007. Office
space steadily maintains the highest square
footage use in the DRC, unchanging between
2007 and 2023 at just over 1 million square
feet. Retail square footage dropped by
approximately 30,000 square feet in 2016.
About 50,000 square feet of retail space in two
buildings exists on Naval Base Kitsap; the
remainder is in downtown Bremerton. Most
dramatically, multi-family uses have seen an
increase in square footage since 2015, jumping
up from 207,000 square feet to 300,000 square
feet in 2018 and increasing to slightly more than
500,000 square feet by 2023.
Exhibit DRC-11: Historic and Projected Population
Kitsap County, Bremerton, DRC
Source:PSRC, 2023; KRCC 2020; CAI, 2023
Source:CoStar, 2023; CAI, 2023. Note: Data sources do not include
the square footage of 100 residential units on Naval Base Kitsap.
Those units are not featured in this data.
Exhibit DRC-12: Square Footage of Land Use Types, DRC
2007-2023 Excluding Naval Base Kitsap
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Exhibit DRC-13 shows the change in vacancy rate
by land use in the DRC from 2007 to 2023. There
are two spikes in vacancy of muti-family residential
units. The first occurs at the end of 2016,
increasing to approximately 14% before returning
to less than 5% in 2017. The second vacancy
spike to 34% coincides with the development and
opening of two new multi-family residential
buildings offering 814 new units in the fourth
quarter of 2022.
The decline from late 2022 into 2023 from a 34%
residential vacancy rate to 25% indicates units in
those buildings are being leased. The delivery of
these new units likely masks any vacancy trend
associated with market factors and housing
demand for multi-family residential land uses.
Office vacancies have ranged between 5% and 15% since 2007. Following a recent low of vacancy
between 2020 and 2022 (potentially reflecting pandemic-era rent or lease support), office vacancy has
increased to approximately 10% in 2023. Retail has generally decreased to around 5% or less after a
high of approximately 15% in 2013.
As of 2023, there is approximately 450,000 square
feet of retail space in the DRC. The DRC’s retail
inventory is mostly made up of storefront retail
and/or office space. In contrast, Kitsap County’s
largest category of retail is freestanding retail,
accounting for almost 50% of Kitsap County’s
inventory. Exhibit DRC-14.
The DRC saw low annual retail net absorption
before 2014 but has been overall trending upwards
since 2017. A spike of net absorption in 2014 was
accompanied by a dramatic decline in 2016. While
the DRC’s net absorption has generally seen an
increase since then, the first two quarters of 2023
have shown a drop of -3,478 square feet indicating
the demand for retail real estate spaces in the
DRC has declined slightly relative to the supply.
Exhibit DRC-15.
Economic and Workforce Data: The DRC continues to make up a large portion of Kitsap County’s
workforce, covering more than one third in 2021. The workforce population in both downtown
Bremerton and Kitsap County has increased steadily since 2000, peaking in 2019 and each showing
a small decrease in employment population through 2020 and 2021. Exhibit DRC-16.
Source: CoStar, 2023; CAI, 2023.
Exhibit DRC-13:Vacancy Rate by Land Use Types,
DRC 2007-2023 Excluding Naval Base Kitsap
Exhibit DRC-14:Retail Inventory by Type, DRC and
Kitsap County 2023
Source:CoStar, 2023; CAI, 2023.
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There are a total of 3,153 jobs in the DRC.
The largest industry in the DRC are Services,
which include professional services and food
and entertainment services, with 55% of all
jobs. This is a larger share of jobs than
Bremerton (10%) and Kitsap County (19%).
The next largest sector are finance,
insurance, and real estate (FIRE) at 22% of
all jobs, a much higher share than Bremerton
and Kitsap County at 2% and 3%,
respectively.
Approximately 11% of jobs in the DRC are
government jobs, a smaller share than city-
and countywide. Exhibit DRC-17.
Exhibit DRC-18 shows the county and city work
destination for residents of downtown Bremerton. Nearly
half of all residents stay within Kitsap County for work
(48%), followed by 41% of residents who commute to
King County. Approximately one-third of all residents
(31%) work in Bremerton. Seattle is the next most
common work destination with 26% of all downtown
residents working in the city.
Source: CoStar, 2023; CAI, 2023.
Exhibit DRC-15:Annual Net Absorption, DRC 2007-2023
Exhibit DRC-16:Historic Covered Employment, Kitsap
County, Bremerton 2000-2021
Source: PSRC, 2022; CAI, 2023.
Exhibit DRC-17: Employment Share by Industry, Kitsap
County, Bremerton 2021; DRC 2023 Excluding NBK
Source: PSRC, 2023; ESRI Business Analyst, 2023; CAI, 2023. Note:
Bremerton and Kitsap County data provided by PSRC for FY 2021. ESRI
Business Analyst data for the Downtown Regional Center is for 2023.
Source: LEHD, 2020; CAI, 2023
Exhibit DRC-18: Commute Destination of DRC
Ord 5511, Exhibit C
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SECTION 4.0
Downtown Regional
Growth
Center Policies
Ord 5511, Exhibit C
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4.0 Downtown Regional Growth Center Policies
4.1 Downtown Regional Center Growth Targets
Based on regional growth policies, much of the future growth allocated to Bremerton will be
accommodated in centers, with the Downtown Regional Growth Center as the primary urban center
serving as the focal point of the City’s growth strategy.
4.1.1 Focus housing and employment growth to the Downtown Regional Growth Center consistent
with PSRC’s Regional Growth Strategy. Ensure zoning capacity to accommodate the 2044
growth target for the DRC.
4.1.2 Maintain development regulations for DRC that provide capacity to accommodate job and
housing growth allocations and consider related services, amenities, and infrastructure.
4.1.3 Plan for the Downtown Regional Growth Center 2050 goal of 85 Activity Unit Density
consistent with PSRC Centers Framework for Metro Growth Centers.
4.2 Land Use and Economic Development
Bremerton will continue to focus on retaining and attracting a wide range of urban uses and activities
for the DRC. The following land use policies will guide development in a manner that will serve the
needs and desires of existing and future residents and businesses.
4.2.1 Continue to promote and plan the DRC as a location for a variety of businesses, including
retail, office, service, cultural and entertainment that are complementary within a mixed-use
urban environment and promote an improved quality of life. Consistent with PSRC Centers
Framework, the DRC shall have a goal for a minimum mix of at least 15% planned residential
and employment activity.
4.2.1 Ensure that transit-supportive land uses are allowed to maximize potential for transit access
and ridership. Establish design and development standards for pedestrian-friendly and other
transit-supportive planning that orients land uses to transit hubs.
4.2.2 Maximize opportunities for equitable, sustainable, and resilient transit-oriented development
in the DRC that contributes to a vibrant urban mixed-use environment. Improve access to
opportunity and equitable outcomes.
4.2.3 Coordinate land use and infrastructure plans that prioritize transportation and infrastructure
investments in the DRC.
4.2.4 Seek opportunities for infill development, particularly on underutilized parcels.
4.2.5 Support economic development measures that retain and promote existing businesses and
attract new businesses improving the employment opportunities within the DRC.
4.2.6 Promote strategies that expand access to opportunity and remove barriers, building on existing
partnerships that forward workforce development, pipeline education and training.
4.2.7 Identify potential physical, economic, and cultural displacement of existing businesses that
may result from redevelopment and market pressure. Identify a range of strategies to mitigate
displacements to the extent possible.
4.2.8 Prioritize services and access to opportunity for people of color, people with low incomes and
historically underserved communities.
4.2.9 Ensure availability of public utilities and services, including support for Bremerton School
District K-12 education, to meet the needs of the DRC’s residents and businesses.
4.2.10 Continue coordination with tribes, ports, transit, military installations, and special purpose
districts in the DRC to implement the growth strategy of the DRC.
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4.2.11 Provide recreation opportunities within the DRC including access to the shoreline. Ensure
equitable access to parks, open space, and shorelines.
4.3 Environment and Climate Change
One of the important characteristics and amenities of the Downtown Regional Center is its proximity
and access to the shoreline and waterfront. Ensuring continued protection of natural systems and
public access, as well as environmental stewardship within the urban context of the DRC remains vital.
Recognition of the role of land use, development and transportation on greenhouse gas emissions is
supportive of regional and state mandates.
4.3.1 Protect natural environment and the shoreline in the DRC through critical areas ordinance,
shoreline master plan, surface water and stormwater management programs, development
regulations and site-specific project review.
4.3.2 Support environmental stewardship on private and public lands and open spaces through
partnerships and voluntary efforts to protect, restore and enhance the quality and functions of
critical areas and associated buffers.
4.3.3 Promote alternatives to traditional storm water practices for new construction and require
onsite stormwater management using Low Impact Development (LID) techniques and Best
Management Practices (BMPs) where feasible. Support stormwater treatment retrofits and
system improvements intended to improve stormwater management and quality.
4.3.4 Avoid or mitigate environmental impacts and prioritize the reduction of impacts to vulnerable
populations that have been disproportionately affected by climate change.
4.3.5 Support achievement of state and regional air quality standards through coordinated, long-
term strategies that address the main contributors to air pollution and greenhouse gasses.
4.3.6 Advocate and promote alternatives to single-occupancy vehicles, including for expansion of
transit, telecommuting/teleworking where appropriate, car-sharing, cycling and walking, to limit
or reduce vehicle trips as a strategy for reducing vehicle-related air pollution.
4.3.7 Reduce vehicle miles traveled and driving alone through land use and transportation strategies
that provide opportunities and access to walking, biking, and transit. Support regional and state
efforts to electrify the transportation system.
4.3.8 Promote innovative green building practices and environmentally sensitive practices in site
planning, design, materials selection, construction, and maintenance.
4.3.9 Reduce building energy consumption through green building and promote the adaptive reuse
of existing buildings recognizing the emission-reduction benefits of retaining existing buildings.
4.4 Housing
Bremerton seeks to increase its supply and diversity of housing available to residents of various
income levels, household sizes, abilities, and stages in life. Several opportunities exist in the DRC
mixed-uses to provide the variety of housing needs of the community as well as allow more people to
live near their place of work or transit hubs.
The 2024 Comprehensive Plan Housing Appendix includes citywide Housing Needs Assessment
which documents total existing housing units and wide variety of demographic and housing data,
including affordability and special needs. Future citywide housing need is also included in the Housing
Needs Assessment. Exhibit DRC-19 below is an excerpt of the City’s housing units’ distribution by
zoning district and income band, for the Downtown Regional Center.
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Exhibit DRC-19: 2044 Housing Unit Distribution by Income for DRC
Housing Unit Capacity AMI 0-80%AMI >80-120%AMI >120%
Downtown
Regional Center 4,322 2,377 648 1,297
Source: 2024 Comprehensive Plan Housing Appendix, Attachment A, Exhibits HAS 73&74 for Downtown Subarea Plan
The following policies focus on ensuring housing types provided for a variety of incomes and needs
are supported within the DRC. The 2024 Comprehensive Plan Housing Element also includes policies
that are applicable citywide, including the DRC.
4.4.1 Provide opportunities to produce new housing with a variety of housing, that meet the needs
for all residents.
4.4.2 Ensure DRC’s density standards and development regulations support a variety of housing for
all major income categories are allowed. Provide opportunities to produce new housing, with
a variety of housing types that meet the needs for all residents.
4.4.3 Support increased densities and infill projects to meet the requirements of PSRC growth
strategy, encourage livability by equal access to transit and active transportation facilities,
improvement opportunities to employment, and infrastructure investments that forward the
Downtown Regional Growth Center.
4.4.4 Reduce the risk of residential displacement through a variety of anti-displacement strategies,
including leveraging growth opportunities to provide new affordable units and preserving
existing affordable housing. Remove prior polices and regulations that may have resulted in
racially disparate impacts, displacement, and exclusion in housing, including zoning that may
have a discriminatory effect and areas of disinvestment and infrastructure availability.
4.4.5 Promote, support, and encourage Bremerton Housing Authority, nonprofits, other agencies,
and private developers to create housing and home ownership opportunities for low- and
moderate- income households. Identify incentives for development proposals which create
housing units for low-and moderate-income households.
4.4.6 Support agency and nonprofit organizations in the creation of housing opportunities for
homeless, elderly, physically or mentally challenged, and other segments of the population
who have special needs.
4.4.7 Promote a sense of community through gathering places and spaces, within new
developments where residents and/or employees can gather and interact.
4.5 Transportation
Transportation policies for the DRC emphasize providing a variety of mobility choices to increase
access to, from, and within the center. While private vehicles will continue to be used, the following
policies also emphasize purpose and investments that will enable comfortable opportunities for
walking, using transit, and bicycling.
4.5.1 Support an integrated multimodal transportation network including pedestrian and bicycle
facilities, and linkages to adjacent neighborhoods and districts.
4.5.2 Plan for the DRC’s streets to serve all users, including pedestrian, bicyclists, transit users,
and vehicles. Ensure convenient and efficient connectivity within and linkages to transit hubs
and nearby neighborhoods. Support context-sensitive design of streets within the DRC.
4.5.3 Continue to coordinate with Kitsap Transit and WSDOT to provide a full range of transit
services, stations, shelters and other amenities that support public transportation services.
4.5.4 When designing capital projects consider to Complete Streets criteria.
4.5.5 Encourage transportation improvements that take advantage of Bremerton’s waterfront, by
providing pedestrian and bicycle paths near the waterfront and encouraging development of
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urban boating opportunities including non-motorized craft such as kayaks. Identify, and
clearly post, public beach access.
4.5.6 Establish a parking management strategy that addresses supply of parking, on-street parking
and mitigating effects of parking. Coordinate and implement recommendations from the Joint
Compatibility Transportation Study. Support and promote efforts to address increased
parking demands through multi-modal solutions.
4.6 District Character and Design Principles
Downtown will continue to develop with a distinct, high-quality urban character and sense of place that
reflects its diversity of uses, services and employment. Ensuring new and renovated structures are
complementary and supportive of the downtown urban character will be through application of design
and development standards found in Section 6 of this subarea plan. The following policies provide
the framework for the DRC design standards.
4.6.1 Establish development and design standards for the DRC and its variety of zoning districts,
that ensure new and renovated structures are complementary and support the downtown
urban character and form.
4.6.2 Identify land uses, design elements, and landmarks within the DRC that include differing
building heights, design styles, entrance corridors, streetscaping, landscaping and pedestrian
amenities.
4.6.3 Promote the continuation of parks, plazas, art, walkways, viewpoints and open spaces in the
DRC as being part of a cohesive system of public spaces integral to the DRC as an active
people-oriented place.
4.6.4 Continue use of distinctive signage, public art and other landmarks throughout the center that
promote and enhance the DRC’s character and identity.
4.6.5 Seek opportunities to create innovative public and private accessible recreation and open
spaces, where can walk, rest, exercise or view natural features and shoreline.
SECTION 5.0
Ord 5511, Exhibit C
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SECTION 5.0
Land Use Plan
Ord 5511, Exhibit C
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5.0 Land Use Plan
5.1 Zoning
The Downtown Regional Center’s land use plan
forwards the vision identified in Section 1.3 and is
consistent with the Puget Sound Regional Council’s
growth strategy. The uses for the DRC are residential,
commercial, mixed use, institutional (military), civic
and transportation.
The density and intensity established within the DRC
is as follows:
x Minimum Density: 40 units per acre
x Maximum Density: No maximum
x Maximum Structure Height: 45 feet to market
driven
The zoning districts within the DRC have been
consolidated as part of the 2024 subarea plan update
process; the zones within the DRC subarea are:
x Downtown Core (DC)
x Downtown Waterfront (DW)
x Employment District (ED)
x Downtown Mixed Use (DMU)
x Downtown Neighborhood Business (DNB)
x Parks (P)
The Downtown Core zone provides for taller
structures, as does the Downtown Waterfront, which
also requires additional open space on the shoreline.
The Employment District is intended to provide NBK-
BR with a wider variety of uses meant to support
employment opportunities at the shipyard. The Downtown Mixed Use zone is intended to create a
transit and pedestrian support environment allowing residential and commercial uses within same
structure. The Downtown Neighborhood Business zone is located in the northernmost geography of
Downtown and has standards that are more limited in scope to account for the transition from the
Regional Center to less intensive development outside of the center.
Part Three of this subarea plan are the development and design standards for these zoning districts.
5.2 DRC Growth Target & Activity Units
PSRC’s VISION 2050 forwards the centers-focused growth strategy and calls for regional growth
centers to identify a growth target during the planning period. The City completed a land capacity
analysis using zoning density assumptions identified through the EIS scoping process. The increase
in density and intensity identified in EIS Alternatives 2 and 3 resultant total population, housing unit
and employment capacity are identified in Exhibit DRC-21 below. This increased density and intensity
represents 45% of the citywide population development capacity and 43% of the housing unit
development capacity designated to the Downtown Regional Center.
Employment for the DRC includes NBK-BR jobs, as well as jobs outside of the military installation.
The DRC growth target is concurrent with the zoned development capacity for purposes of this
subarea plan.
Exhibit DRC-20. Downtown Regional Growth
Center Zoning Map
Source: Bremerton DCD
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Exhibit DRC-21: 2044 DRC Growth Target and Zoned Capacity
Existing Conditions 2024*2044 Zoned Capacity**Total
Population 6,511 8,692 15,203
Employment 33,369 1,625 34,994
Source: *PSRC Regional Growth Center Profile & Naval Base Kitsap **Bremerton DCD
PSRC’s Regional Centers Framework utilizes activity units as a singular measurement of residential
and employment density within regional growth centers. An activity unit represents one person, either
an employee or a resident, who spends a significant part of nearly every day in the center. Activity
units represent the total amount of activity present in an area and do not distinguish by the mix or
proportion or the activity that is residential versus commercial.
The Regional Centers Framework identifies that Metro Regional Growth Centers should plan for an
activity unit density of 85 for 2050. A separate analysis performed per the 2024 CAI Downtown
Regional Center Market Study, which incorporates separate population and employment estimates
provided by Naval Base Kitsap, indicate PSRC’s 2050 population and employment estimate for the
DRC results in an averaged 85.1 activity units per acre. Projected 2050 activity units per acre are a
conservative estimate. Approved development projects within the DRC have achieved a residential
density of approximately 213 dwelling units per acre, if this density were applied to 2050 growth
projections using standard land capacity analysis methodology, 106 activity units per acre would be
achieved. As the updated Subarea Plan removes minimum parking requirements, it is likely that
greater densities will be achieved than realized under previous repealed Downtown Subarea.
Exhibit DRC-22: 2050 DRC Planned Activity Units Density
2050 Activity
Units
Total Activity
Units
DRC Acres Activity Unit
Density
Population 13,310
50,356 592 85.1Employment 37,046
Source: CAI Downtown Regional Center Market Study
5.3 Displacement Risk
The Puget Sound Regional Council has developed a strategy to
determine the risk of displacement of census tracts. Each census
tract in Bremerton has received a place on the displacement index
by analyzing factors in the following categories: socio-
demographics, transportation qualities, neighborhood
characteristics, housing, and civic engagement.
The Downtown Regional Center is shown to have a moderate level
of displacement risk. Displacement risk is when new housing and
jobs are locating near transit and redeveloping, but the new
development can increase rents and property values, putting
unintentional pressure on existing neighborhoods.
Displacement Risk Mapping can be useful for local governments,
non-profit partners and community-based organizations to understand where and what neighborhoods
are at a higher risk for displacement, and can help prioritize where services, outreach and resources
are most needed.
A number of policies in Section 4 as well as within the 2024 Comprehensive Plan address
displacement risk.
Exhibit DRC-23 Displacement
Risk Mapping
Source: PSRC
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5.4 City Services
The City’s 2024 Comprehensive Plan Capital Facilities Element and City Services Appendix contain
the GMA required information including inventory, projected needs, and funding and financing. The
Draft EIS prepared for the comprehensive plan Alternatives 2 and 3 evaluate impacts to the City’s
utilities and services citywide and within the DRC. The City’s utilities prepare and adopt functional
plans to manage and identify needed capital improvement projects. The City’s water system plan
(2020), sanitary sewer plan (2024), and stormwater management comprehensive plan (2023) support
and plan for the DRC growth targets.
Ord 5511, Exhibit C
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SECTION 6.0
Transportation &
Transit
Ord 5511, Exhibit C
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Downtown Bremerton Regional Growth Center Subarea Plan | April 2025 | Page 32
6.0 Transportation and Transit Plans
6.1 Joint Compatibility Transportation Plan
The City of Bremerton, with cooperation from
Naval Base Kitsap Bremerton, engagement with
a community sounding board, public outreach
with residents and commuters, completed a
comprehensive commuter traffic plan in
2023. The study called the Joint Compatibility
Transportation Plan,(JCTP) created a
responsive and actionable plan to address
transportation issues in Bremerton and ensure
Bremerton’s growth will not impede NBK-BR
mission. The major accomplishments of the
study included:
x Examining existing and future need
related to all transportation modes serving
NBK-Bremerton, including parking,
pedestrian facilities, transit facilities
x Developing solutions to resolve deficits
x Evaluating options to mitigate
transportation and parking demands
x Developed a prioritized implementation
plan.
Several alternatives were studied in the Joint Compatibility Transportation Study. The final preferred
alternative supports a livability-centered approach that improves walking and bicycling experiences,
reduced commuter parking in neighborhoods, increased available parking for businesses, setting
mode shift goals that reduce congestion and improve travel times, consistent with and supportive of
the City’s metropolitan city designation by PSRC with increased densities in the DRC.
The preferred alternative themes include the following:
x Build active transportation projects that facilitate modal shift for commute trips to Downtown and
NBK-BR.
x Add parking in strategic locations outside Downtown.
x Develop and implement parking policies that improve and reduce NBK-BR commuter parking in
Downtown and adjacent neighborhoods.
x Build transit capacity and reliability.
x Encourage mode shift using Downtown parking strategies, education and employer incentives.
x Improve inbound capacity at NBK-BR gates to minimize local roadway congestion and improve
air quality.
The Preferred Alternative includes a mix of capital projects and policy-based projects that address
existing and future needs related to traffic, transit, active transportation and parking. There are four
agencies identified for the ownership of the projects: City of Bremerton, NBK-BR, Kitsap Transit and
WSDOT. While many of the projects are located outside of the DRC subarea boundaries, they all
support and intended to ease congestion and commuting in and out of the DRC and NBK and PSNS-
IMF. The following graphics from the Joint Compatibility Transportation Plan represent the Preferred
Alternative identified improvements. These projects are described in detail in the JCTP in Appendix
O.
Source: Joint Compatibility Transportation Plan
Exhibit DRC-24: DRC Subarea and NBK Gates
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Exhibit DRC-25: Joint Compatibility Transportation Plan Preferred Alternative
Source: Joint Compatibility Transportation Plan
Ord 5511, Exhibit C
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Exhibit DRC-25: Joint Compatibility Transportation Plan Preferred Alternative
Source: Joint Compatibility Transportation Plan
Ord 5511, Exhibit C
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Source: Joint Compatibility Transportation Plan
Exhibit DRC-25: Joint Compatibility Transportation Plan Preferred Alternative
Ord 5511, Exhibit C
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The Joint Compatibility Transportation Plan identified multiple funding options that are available,
depending on the type of project. Exhibit DRC-26 below lists the potential funding sources for JCTP
projects.
Exhibit DRC-26 Funding Sources for JCTP Projects
Grant Source Project Eligibility
Rebuild America Infrastructure with
Sustainability and Equity Grants
Many types including road projects and public transportation
projects
Safe Streets and Roads for All –
Implementation Grants
Projects identified in a Safety Action Plan to address roadway
safety problems
Transportation Alternatives Program Community-based transportation improvements, such as
bicycle and pedestrian facilities
PSRC Regional and Kitsap
Countywide Competitive grants
Projects that support development of centers and the
transportation corridors that serve them
Surface Transportation Block Grant
Program
Variety of transportation projects and programs, including
roadways, bridges, pedestrian and bicycle infrastructure, transit
and other investments
Highway Safety Improvement
Program
Projects that reduce fatal and serious injury crashes, following
Washington state's Strategic Highway Safety Plan and the
City's local road safety plan.
WSDOT's Safe Routes to School and
Pedestrian/ Bicyclist programs
Projects for bicycle facilities, pedestrian facilities, crossing
improvements for people who walk and bicycle, speed
management, and education and encouragement about
walking and bicycling.
Defense Access Roads program,
jointly administered by DOD's Military
Surface Deployment and Distribution
Command Transportation
Engineering Agency and the Federal
Highway Administration
Defense Access Roads program allows the Secretary of
Transportation to provide for the construction and maintenance
of roads that give access to military installations and other
defense-related properties and for the replacement of highways
that are closed to the public due to closures or restrictions at
military installations and defense industry sites. It is the only
federal mechanism that allows for the military to fund
improvements to roads outside of an installation.
DOD's Defense Community
Infrastructure Pilot Program
Infrastructure projects located on a military installation; projects
must support military installations, be owned by state or local
government, be endorsed by local installation commander, and
be construction-ready.
Washington State's Defense
Community Compatibility Account
Projects that promote land use compatibility between
communities and military installations, such as projects that
improve or enhance aspects of the local economy,
environment, or quality of life impacted by the presence of
military activities.
Source: Joint Compatibility Transportation Plan
Ord 5511, Exhibit C
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6.2 City Transportation Plans
Streets:Bremerton’s downtown circulation pattern is a mixed
network of one-way and two-way streets that face unique
geographic and traffic demands. The DRC’s daily congestion is
between 4:00 pm and 4:45 pm when many workers are
released from NBK-BR. This results in a rush of vehicles
departing from downtown parking garages, bus trips departing
from the Bremerton Transportation Center, and ferry trips
arriving/departing to Seattle, Port Orchard, and Annapolis. As
a result, daily vehicle traffic backs up quickly on Burwell Street,
6th Street, 11th Street and Warren Avenue.
As discussed in Section 6.1, the Joint Compatibility Study
primary purpose is to address the commute trips into and out
of the Downtown Regional Growth Center, and the preferred
alternative consists of a holistic improvement approach that addresses vehicular trips, van and
carpools, transit and active transportation.
The City’s Transportation Capital Improvement Plan includes several planned projects identified in or
are supportive of the JCTP.
x 6th Street Active Transportation Improvements
x Naval Avenue 1st to 15th Bicycle and Pedestrian Enhancements Project
x Washington Avenue and 11th Street Improvements
In addition, the following planned projects support the DRC:
x Quincy Square on 4th Avenue
x Wayfinding Signage Program
The City’s transportation functional plan update (2024) evaluates multimodal transportation citywide,
supports and plan for the DRC growth targets, identifies project priorities and funding sources.
Active Transportation:Active transportation is any human-
powered mode of transportation, such as walking and biking.
Bremerton’s local streets tend not to need fully separate
sidewalks or paths due to their low traffic volumes and slow
speeds; the City’s arterials and commercial collectors do
warrant pedestrian infrastructure. Dense areas such as the DRC
with high density land uses and streets that serve transit and
parks are particularly important for safe walking, as they support
more pedestrians and may have a larger portion of vulnerable
users than other streets.
Exhibit DRC-27 highlights pedestrian infrastructure locations
within the DRC. The improvements identified are filling gaps by
providing sidewalk or wide shoulder on one side of the street.
Bremerton’s existing bicycle network consists of bike lanes,
shared-use markings and several trails and shared-use pathways. Bicyclists face many challenges
connecting to existing facilities and traveling crosstown due to limited bicycle facilities, poor pavement
conditions, and feelings of unease on most of the connecting roads.
Exhibit DRC-28 highlights the primary streets bicycle improvements, such as bike lanes or shared use
facilities, that should be incorporated with pedestrian improvements.
Exhibit DRC-27: Pedestrian Priority
Network-DRC
Ord 5511, Exhibit C
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Mode Split Targets:The City has identified mode split targets that
align with PSRC’s growth strategy of planning for these areas to
be more compact and accessible for walking, biking, and transit
modes. Exhibit DRC-29 provides existing and envisioned future
mode split targets for commute trips originating from Bremerton’s
Downtown Regional Growth Center.
The 2022 mode share estimates come from Puget Sound
Regional Council. The 2044 mode share target was based on the
expected continuation of substantial number of DRC residents
who walk or bike to their place of employment and increase in
transit ridership based on planned improvements (see Section
6.3).
Exhibit DRC-29 Travel Mode to Workplace of DRC Residents
Mode Downtown Regional Center
2022*2044 Target**
Drive Alone 26%34%
Carpool 4.5%30%
Transit 4.3%10%
Walk/Bike/Work from home 65.2% 26%
*2022 data source: Puget Sound Regional Council; American Community Survey 5yr Data Table B08301
** Bremerton Public Works Department
The Joint Compatibility Transportation Plan (JCTP) identified existing commuter travel modes, and
seen in Exhibit DRC-30, based on 2018 CTR survey completed by NBK-BR and evaluated future
commuter travel mode split as part of its preferred alternative and parking analysis.
The action plan identified in the JCTP seeks to modify mode with planned transit and other operations
projects. Projects addressing mode shift supports the livability-centered vision of the JCTP preferred
alternative, which include improved walking and bicycling experiences, reduced commuter parking in
neighborhoods, increased parking for businesses, and a desire to achieve mode shift goals.
Exhibit DRC-30: Commuter Travel Mode to NBK-BR
Mode NBK-BR
2018
Drive Alone 62%
Carpool 18%
Transit/Walk/Bike 20%
Source: Joint Compatibility Transportation Plan, *JCTP p. 6-9. (6300 park downtown & mode split assumption of 3630 take transit and/or active
transportation)
Parking: The Joint Compatibility Transportation Plan identifies a number of parking strategies and
policies that address and manage parking Downtown and support the vision of increased livability.
The following strategies are summarized from the JCTP:
x Implement permit-only parking in residential neighborhoods adjacent to and surrounding NBK-
BR: Bremerton currently maintains a residential permit parking program in neighborhoods near
Downtown that have a high demand for commuter parking. Permits are available to residents at
no cost, and parking for non-permit holders is typically restricted to 2 hours, although time limits
vary. Enforcement has improved significantly in recent years but remains challenging. Commuter
parking impacts still exist and, in some cases, have shifted to other parts of the City. Permit only
zones would limit parking to only those who have a residential permit and their guests and would
make enforcement easier because it would not require verifying compliance with time limits.
Exhibit DRC-28: Bicycle Priority
Network-DRC
Ord 5511, Exhibit C
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Nonresidential zone permits limit parking to only permit holders and, in some cases, short-term
parking by non-permit holders. Nonresidential zones are typically in areas that are primarily
business oriented. The City should specifically prohibit nonresidential zones in the Downtown
subarea, where customer and visitor access should be prioritized so that long-term parking by
employees, commuters, and businesses occurs elsewhere, such as in off-street facilities. Time
limits and/or paid parking are better solutions in commercial areas to restrict commuter parking.
x Establish a transportation management association: A transportation management association
is typically a collaborative effort among some combination of cities, public agencies, major
institutions, and major employers to collectively address transportation issues in a localized area.
Transportation management areas provide transportation demand management services within
their boundary and can provide a wide range of services, such as marketing, commuter
incentives, parking management, transit enhancements, and micro mobility. Once established,
such areas can generate revenue beyond member contributions and through their programs.
x Implement paid on-street parking in the Downtown Regional Center subarea: The City should
move forward with paid on-street parking using an asset-lite strategy, mobile payment, and
demand-based pricing. Modern technology, such as mobile payment, has revolutionized the
parking industry and allows cities to implement paid parking at relatively minimal cost and without
the use of expensive hardware. The parking technology system allows for integration and
management of the City's permit programs for both on- and off-street parking as well as the
collection of routine parking data to inform pricing.
The City should implement a demand-based pricing program that varies rates by periods of
demand. Demand-based pricing can vary by season, monthly daily, or hourly. Under demand-
based pricing, rates are set higher at periods of peak demand and lower or potentially free at
times of low demand. Rates can be preprogrammed to adjust and can easily be modified over
time as demand changes. Rates are ultimately set to manage parking demand and ensure access
to Downtown and not to achieve a certain revenue target.
6.3 Transit
Kitsap Transit (KT):Kitsap Transit 2022-2042
Long-Range Transit Plan (LRTP) outlines how
KT will achieve the goal of improving bus and
ferry service in Kitsap County. The plan is
focused on upgrading the core capacities of
Kitsap Transit, proposes service
improvements that respond to current and
future transportation needs - including new
high-capacity transit lines, more frequent local
bus routes, potential new ferry routes, and
more on-demand rideshare service. These
improvements will encourage more people to
use public transit, mitigating traffic congestion,
reducing greenhouse gases, and supporting
PSRC’s regional growth strategy.
Additionally, passenger-only ferry service is expected to play an increasingly important role in the
Puget Sound's regional transportation system. Ferry service provided by Kitsap Transit is an important
component of the regional transportation network. The DRC plans and supports improved transit and
non-motorized connections to ferry terminals.
The Kitsap Transit Long-Range Transit Plan focuses on service improvements and capital projects.
The projects for Bremerton’s downtown center are summarized below.
Source: Kitsap Transit
Exhibit DRC-31: Kitsap Transit Bremerton/Seattle Fast Ferry
Ord 5511, Exhibit C
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The service projects represent Kitsap Transit’s planned approach to providing expanded and/or
improved service. Examples of projects identified for or supportive of the Downtown Regional Center
include:
x More frequent transit is an important way Kitsap Transit can improve service, especially on local
bus service. Service frequency has a major influence on transit ridership: high frequency service
is more convenient because riders do not have to wait as long between buses. Kitsap Transit’s
LRTP calls for service every 30 minutes for a number of fixed routes, which will reduce wait times
and improve connections. Routes identified for proposed frequency upgrades that serve or
support the DRC include Routes 20, 24, 26, and 221/223.
x Some places are difficult to serve with a network of longer, bi-directional fixed-route buses. For
many of these places, a circulator route can provide valuable transit mobility. Circulator routes
are a type bus service that shuttles people around a small area, or can operate as “flexible fixed-
route” service that follows a regular route but can deviate to provide on-demand service. Kitsap
Transit’s LRTP identifies a Bremerton Circulator that will serve the DRC.
x Planned express bus route from Downtown Bremerton to Tacoma. This service would have
limited stops and would connect Downtown Bremerton to several points in Tacoma via park and
rides in South Kitsap. This route will help reduce the number of single-occupancy vehicles on
WA-16 and eliminate the current need for intercity bus transfers.
x High-capacity transit (HCT) is a high-quality transit service that is frequent, fast and can
accommodate many passengers. In some communities, HCT takes the form of light or heavy
rail. In Kitsap County, HCT is more feasible in the form of bus rapid transit (BRT). BRT includes
features such as priority at intersections, sections of bus-only right of way, level boarding
platforms, and amenity-rick stops and shelters. A planned BRT between Silverdale and
Bremerton is identified in Kitsap Transit’s LRTP.
x Multimodal Hubs are facilities that connect multimodal travel, such as walking, biking, bus, micro
transit, vanpools, carpools, ferry or e-hailing service. Kitsap Transit is planning several
multimodal hubs throughout Kitsap County, including one in Bremerton Gateway, which would
serve both NBK/PSNS/IMF and DRC.
x Speed and reliability upgrades are planned by Kitsap Transit to be implemented in places where
traffic congestion or complicated intersections slow buses. These types of improvements make
buses more competitive with single-occupancy vehicles and create a more robust transit network.
The LRTP identified two types of speed and reliability projects that will serve the DRC:
o Bus only lanes are painted on roadways and allow only buses and autos turning into and out
of businesses to use the lanes.
o Queue jumps are short bus lanes that let buses cut to the front of traffic at signals, giving
them a head start when the light turns green.
Ord 5511, Exhibit C
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Kitsap Transit’s Long Range Transit Plan includes a financial plan for the improvements identified in
the plan with high-level cost estimates and likely revenue sources. The plan identifies additional
revenue primarily in the form of local sales tax and federal grants will be necessary to implement the
service and capital recommendations in the LRTP. An increase in the local transit sales tax is identified
in the plan as necessary to support implementation of projects identified in the LRTP.
WSDOT Ferries: Washington State
Ferries 2040 Long Range Plan
identifies opportunities and
challenges to the state’s ferry system,
and recommends near, medium and
long-term actions for WSF to pursue
to address opportunities and
challenges within the context of
WSDOT goals of inclusion, practical
solutions and workforce development.
The recommendations in the plan provide a proposal for investments that support reliable, sustainable,
and resilient ferry service beyond 2040, correlating to the DRC’s subarea planning period.
Implementation of WSF plan depends a coordinated set of investments in WSF’s fleet, terminal
infrastructure, workforce and technology improvements, with a focus on building a fleet with a light
footprint on the environment. The electric-hybrid propulsion fleet will cost less to operate, and WSF’s
retiring vessels should be replaced with those designed to accommodate growing ridership and
flexibility to respond to demands of a specific route.
Exhibit DRC-34:WSF Forecasted Ridership for Seattle/Bremerton
Source: WSDOT WSF 2040 Long Range Plan
Source: Kitsap Transit Long-Range Transit Plan
Exhibit DRC-32:KT Proposed Bremerton/Tacoma Express
Source: Kitsap Transit Long-Range Transit Plan
Exhibit DRC-33:KT Proposed High-Capacity Transit Routes
Ord 5511, Exhibit C
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The WSF long-range Plan foresees expanding service in Bremerton. Plans are in place to increase
passenger capacity from current boat capacity of 1,500 passengers to 1,800 passengers per vessel
through the addition of life rafts and marine evacuation systems, and enclosure of deck space. Other
changes include replacing diesel ferries with plug-in hybrids, leading to fuel cost savings and reduced
carbon emissions. Terminal modifications are anticipated to accommodate future plug-in ferry models.
Exhibit DRC-36: WSF Proposed Service and Terminal Enhancements
Source: WSDOT WSF 2040 Long Range Plan
SECTION 7.0
Development
and Design Standards
Ord 5511, Exhibit C
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SECTION 7.0
Development
Standards
Ord 5511, Exhibit C
Bremerton2044 DRAFT
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7.0 Development Standards
Introduction
The following development standards apply as zoning within the Downtown Subarea. The development
standards are supplemental to the Bremerton Municipal Code (BMC). These standards supersede where they
diverge from the BMC. Topics not explicitly regulated remain subject to all provisions of the BMC.
7.1 Definitions
“Articulation” means the manner in which the exterior facades of the building include vertical and horizontal
modulation.
“Compatibility” means the size and character of a building element relative to other elements around it.
“Crime Prevention Through Environmental Design (CPTED)” is an urban design practice that seeks to
reduce crime in public spaces, commercial zones, and residential areas through specific design features.
“Daylighting” Daylighting means providing primarily natural rather than artificial 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 portion of the electric lighting load.
“Easily Adaptable to a Commercial Use” means the space is constructed to meet International Building
Code (IBC), International Fire Code (IFC), and utility requirements for minimum standards accepted by the
Department for a Type-B occupancy.
“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 fenestration
and other architectural details.
“Floor Area Ratio (FAR)” is a figure that expresses the total floor area as a multiple of the lot area. This
figure is determined by dividing the floor area of all buildings by the lot area.
“Live Work” means a commercial business that is physically combined with a residential unit, having direct
and continuous interior access between business and residential and at least one persons resides in the
dwelling unit where the commercial use they engage is carried on.
“Mixed-use Building” means the development of a site or building with a combination of residential and
nonresidential uses in a single or physically integrated group of buildings.
“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.
“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. Indoor common amenity areas such a bicycle/sporting-equipment storage areas, exercise rooms,
party rooms, libraries, conference rooms, spas, or common rooms with a minimum dimension of ten
(10) feet by ten (10) feet.
Ord 5511, Exhibit C
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“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.
“Roof Line” A horizontal rooflines that provide architectural interest to a structure. This may include the top
of a roof, building parapet, or weather protection in instances where weather protection is provided on at least
75% of the facade.
“Scale, Human” means architectural and structural proportions that relate to the
human form and/or that exhibits through its structural or architectural components of the human functions
contained within.
“Street Wall” means that portion of the building which directly abuts the Building Frontage Setback.
“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.
“Wall Plate” that structural 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.
“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 height.
Ord 5511, Exhibit C
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7.1.2 Zone & Overlay Districts Defined
Ord 5511, Exhibit C
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7.2 Procedures
7.2.1 Design Review:
(1) All projects requesting a departure from Subarea Plan and Bremerton Municipal Code Title 20
prescriptive standards shall undergo Design Review per BMC 20.02.150. The DRB shall evaluate
for compliance with the intent of the underlying zoning district.
(2) Dimensional and Design 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.
(3)0RGL¿FDWLRQRI'HYHORSPHQW6WDQGDUGV $Q\SURSRVDOWRPRGLI\GHYHORSPHQWVWDQGDUGVWKURXJK
a Design Review Procedure shall not undermine the intent of the standards of this Chapter.
7.2.2 Applicability of Overlay Zoning Districts:
(1)0DSSLQJRIRYHUOD\GLVWULFWV7KHDSSOLFDELOLW\RIDQ\RYHUOD\]RQLQJGLVWULFWWRDVSHFL¿FVLWHLV
shown on the Zone and Overlay Districts 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.
7.2.3 Crime Prevention through Environmental Design (CPTED): All new development shall submit a
CPTED plan to the City demonstrating how CPTED has been integrated into the proposed
development. This could include elements such as how public surveillance of the site is maintained,
lighting in alleys and parking areas, anti-graffiti coatings on at-grade walls, and control of access
entry/exit points.
7.2.4 Naval Base Kitsap-Bremerton (NKB) Considerations:
(1) Intent: To ensure forward compatibility with Naval Base Kitsap operations, Downtown Subarea
regulations seek to ensure continued communication with NBK on potential development. Naval
Base Kitsap-Bremerton is part of a major Navy installation and tenants include: Puget Sound Naval
Shipyard & Intermediate Maintenance Facility and homeported aircraft carriers. As identified in the
2015 Joint Land Use Study (JLUS), development near the fenceline or development that have line-
of-sight into the installation may have Navy compatibility concerns.
(2) Early Coordination with Naval Base Kitsap (NBK): Applicants for development proposed south of
6th Street within the Downtown Subarea Plan are highly encouraged to engage in early
communication and work cooperatively with NBK in the design of proposed development in order
to address elements that will promote compatibility with Navy operations and to mutually benefit
both parties.
(3) Notice: The City shall provide notice to Naval Base Kitsap for projects requiring public notice
pursuant to BMC 20.02. The City may elect to provide additional notice to NBK at their discretion.
7.2.5 Easily Adaptable to a Commercial Use: 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 a Commercial Use. To be considered adaptable, ground floor facades must meet the minimum
floor to ceiling height of the zone, and the sidewalk level façade 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.
Ord 5511, Exhibit C
7.2.6 Prohibited Uses: Any use not listed as a permitted, conditional or accessory use by the zone; or any
use not determined to be a similar use pursuant to BMC 20.40.150; or any use not found to be an
allowable accessory use to the principal use shall be prohibited within that zone unless allowed
otherwise by law. New commercial surface parking uses are prohibited in all zones.
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7.3 Downtown Core
7.3.1 Intent and Purpose:
(1) The intent and purpose of this zone is to focus commercial, entertainment, cultural, civic uses and
urban residential into an active compact, walkable area served by public transit.
(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 automobile.
7.3.2 Use Standards:
(1) Pursuant to BMC 20.75.020 and BMC 20.75.050 with the
following additions:
A. Hotels shall be considered residential uses.
B. 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 a such a manner that
frontages may be Easily Adaptable to a Commercial Use.
7.3.3 Lot Requirements:
(1) Development shall have a minimum FAR of 1.0
(2) Maximum Lot Coverage for structures above 45’ – 75%
7.3.4 Height Requirements:
(1) Maximum allowable heights within the DC zone are
market drive
(2) Minimum street wall height - 30’
(3) Maximum street wall height - 45’ (see also setback
standards)
(4) Minimum 12’ floor to ceiling height at ground floor
7.3.5 Amenity Space Requirements:
(1) Open space required per unit - 75 square feet
7.3.6 Design Standards:
(1) Downtown Core Setbacks:
Height
Condition
Building Frontage
(Front Setback)
Minimum
Side Minimum Rear
Building Base 0-18’0’0’0’
Building Mid 19-45’0’10’0’
Building Top 45’ up 8’10’10’
(2) Building Frontage Standards
A. A minimum of sixty (60) percent between two (2) and eight (8) feet in height must be comprised
of doors or transparent windows that allow views of interior product display areas on ground
floor facades facing the public right of way.
B. Minimum Required Entrances. One (1) entrance per fifty (50) lineal feet of sidewalk.
C. Weather Protection. 75% of front façade.
D. Top and Base. Buildings shall convey a visually distinct base and top. A ‘base’ can be
emphasized by a different masonry pattern, more architectural detail, visible plinth above
which the wall rises, storefront, canopies, or a combination. The top edge is highlighted by a
prominent cornice, projecting parapet or other architectural element that creates a shadow
line.
Downtown Core District
Ord 5511, Exhibit C
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E. Orientation. All properties adjacent to a public right-of-way shall orient structures toward the
primary street. Properties located at intersections should orient their structures toward the
intersecting corner.
F. Blank Facades. Building facades shall not present a blank faced to view from public rights-of-
way, common parking areas, or residential properties. Such facades may be broken by
windows, trellises, columns, variations in plane, or other devices that add variation and interest
to the façade.
G. Mechanical Equipment Screening. Rooftop and ground-level mechanical equipment for new
development shall be screened from adjacent public right-of-way. Screening materials shall
be architecturally similar to the primary structure.
H. Façade may not continue in an unbroken line for more than thirty (30) feet.
I. Multiple Roof Lines. Structures shall have at least three (3) horizontal roof lines, as viewed
from the front façade.
J. Façade Materials. At least three (3) different façade materials shall be incorporated into the
exterior appearance of the structure (wood, brick, stucco, tile, shingles, other). Transparent
doors, windows, or other transparent façade features may be considered as a required façade
material when exceeding transparency requirements per 7.3.6(2)(A) by at least 10%.
7.3.7 Tower Siting: 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. Exceptions may be considered when
recommended by the Design Review Board if continuous public open space area is located between
towers and is at least 30-feet in width.
7.3.8 Off-Street Parking:
(1) Development is exempt from providing automobile off-street parking spaces, except as otherwise
required for conformance with the Federal Americans with Disabilities Act (ADA) and the State of
Washington.
(2) Bicycle parking shall conform with the standards of BMC 20.48.
7.3.9 Parking Design Standards:
(1) No surface parking shall be located between the building and front property line. On corner lots,
no parking shall be located between the building and either of the two (2) front property lines.
Loading zones may be permitted when approved by the Public Works & Utilities Department.
(2) For surface parking lots greater than five thousand (5,000) square feet should provide clearly
identifiable, lighted and landscaped pedestrian paths to building entrances.
(3) Structured parking is not permitted at first floor street façade. All parking located on the ground
floor shall be screened behind active pedestrian or residential uses. Minimum depth of uses is
twenty-five (25) feet.
(4) Where commercial or residential space is not available to accomplish this, features such as
planters, decorative grills, green screens or public art shall be used for screening subject to DRB
approval.
(5) Parking garages are subject to design principles listed in Bremerton Subarea Plan Section 5.8.3.
(6) Parking shall meet the requirements of Chapter 20.48 BMC except where conflicting the principles
of this Chapter supersede.
7.3.10 Vehicular Access:
(1) Parking and vehicular access from alley is required where alleys exist.
(2) Driveways shall conform to requirements per Public Works Driveway and Intersection Sight
Triangles (std.3123).
7.3.11 Landscaping: Landscaping standards are pursuant to BMC 20.75.090 except where conflicting the
principles of this Chapter supersede.
7.3.12 Sign Standards: Sign standards are pursuant to BMC 20.75.100
Ord 5511, Exhibit C
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7.4 Downtown Waterfront
7.4.1 Intent and Purpose:
(1) The intent of this zone is to provide for an array of uses related
to the water, multimodal transportation 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 overshadowing, 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.
7.4.2 Use Standards:
(1) Pursuant to BMC 20.76.020 and BMC 20.76.050 with the
following additions:
a.Hotels shall be considered residential uses.
(2) Pedestrian oriented uses required on a minimum of fifty (50) percent at the ground floor façade.
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 a Commercial Use.
7.4.3 Lot Requirements:
(1)Development shall have a minimum FAR of 1.0
(2)Maximum Development Coverage for structures above 45’ – 75%
7.4.4 Height Requirements:
(1) Minimum street wall height – 30’
(2) Maximum street wall height – 45’
(3) First floor heights within DW zone must be a minimum of 12’ floor to ceiling.
7.4.5 Amenity Space Requirements:
(1) Open space required per unit – 75 square feet
(2) Properties within the Waterfront Overlay shall provide a public walkway promenade along the
entire width of the property. Promenade shall be a minimum of 8’ wide in width. Promenade
connections shall be provided to the public right of way and adjacent properties. Where no
adjacent property promenade exists, designs shall be forward compatible to enable future
connection.
(3) Waterfront public amenity spaces must be freely accessible to the public for a minimum of fourteen
(14) hours daily. Access shall not be gated or similarly obstructed at any time.
7.4.6 Design Standards:
(1) Downtown Waterfront Setbacks
Height Condition Building Frontage
(Front Setback)Minimum Side Minimum Rear
Building Base 0-18’0’0’0’
Building Mid 19-45’0’10’0’
Building Top 45’ up 8’10’10’
(2) Building Frontage
A. 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 on ground floor
facades facing the public right of way.
Downtown
Waterfront
District
Ord 5511, Exhibit C
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B. Minimum Required Entrances. One (1) entrance per fifty (50) lineal feet of sidewalk. This
requirement may be met by the design of ground related entrances to townhouse units.
C. Weather Protection. 75% of front façade.
D. Top and Base. Buildings shall convey a visually distinct base and top. A ‘base’ can be
emphasized by a different masonry pattern, more architectural detail, visible plinth above
which the wall rises, storefront, canopies, or a combination. The top edge is highlighted by a
prominent cornice, projecting parapet or other architectural element that creates a shadow
line.
E. Orientation. All properties adjacent to a public right-of-way shall orient structures toward the
primary street. Properties located at intersections should orient their structures toward the
intersecting corner.
F. Blank Facades. Building facades shall not present a blank faced to view from public rights-of-
way common parking areas, or residential properties. Such facades may be broken by
windows, trellises, columns, variations in plane, or other devices that add variation and interest
to the façade.
G. Mechanical Equipment Screening. Rooftop and ground-level mechanical equipment for new
development shall be screened from adjacent public streets. Screening materials shall be
architecturally similar to the primary structure.
H. Façade may not continue in an unbroken line for more than thirty (30) feet.
I. Multiple Roof Lines. Structures shall have at least three (3) horizontal roof lines, as viewed
from the front façade.
J. Façade Materials. At least three (3) different façade materials shall be incorporated into the
exterior appearance of the structure (wood, brick, stucco, tile, shingles, other). Transparent
doors, windows, or other transparent façade features may be considered as a required façade
material when exceeding transparency requirements per 7.4.6(2)(A) by at least 10%.
7.4.7 Tower Siting:
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. Exceptions may be considered when recommended by
the Design Review Board if continuous public open space area is located between towers and is at
least a minimum thirty (30) feet in width. Open space area shall comply with view corridor requirements
per the Bremerton Shoreline Master Plan.
7.4.8 Off-Street Parking:
(1) Development is exempt from providing automobile off-street parking spaces, except as otherwise
required for conformance with the Federal Americans with Disabilities Act (ADA) and the State of
Washington.
(2) Bicycle parking shall conform with the standards of BMC 20.48.
7.4.9 Parking Design Standard:
(1) No surface parking lots are permitted between the building and the front property line.
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ÀRRUVKDOOEHVFUHHQHGEHKLQGDFWLYHSHGHVWULDQRUUHVLGHQWLDOXVHV
(3) All above grade structured parking shall be screened by one of the following and is subject to
review by the Design Review Board:
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B. Green landscaped walls
C. Public art
7.4.10 Landscaping:
Landscaping standards are pursuant to BMC 20.76.090 except where conflicting the principles of this
Chapter supersede.
7.4.11 Signs:
Sign standards are pursuant to BMC 20.76.100.
Ord 5511, Exhibit C
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7.5 Employment District
7.5.1 Intent and Purpose:
(1) 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
permanence and express skilled craftsmanship.
Building 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.
7.5.2 Use Standards:
(1) Permitted Uses:
Artist Studio and Gallery
Co-location of wireless communications facility
Communications and Broadcasting facility
Educational facilities
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General Retail
Light Industrial
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
Structured Parking
Transportation facility
Veterinary hospitals
Warehousing
Welfare and charitable Services
Worship, Religious or Community facility
(2) Prohibited uses:
Automobile sales, service and repair
(3) Pedestrian oriented uses required on a minimum of fifty (50) percent at the ground floor facade.
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 a Commercial Use.
Downtown
Employment District
Ord 5511, Exhibit C
Bremerton2044 DRAFT
Downtown Bremerton Regional Growth Center Subarea Plan | April 2025 | Page 53
7.5.3 Lot Requirements:
Development shall have a minimum FAR of 1.0
7.5.4 Height Requirements:
(1) Maximum height – 80’
(2) Minimum floor to ceiling height – 12’
7.5.5 Design Standards:
(1) Setbacks:
Building Frontage – 0’ (At least 75% of building must be located at Building Frontage Setback Line).
Minimum Side – 0’
Minimum Rear – 0’ and 3’ if alley
(2) Building Frontage:
A. Top and Base. Buildings shall convey a visually distinct base and top. A "base" can be
emphasized by a different masonry pattern, more architectural detail, visible plinth above
which the wall rises, storefront, canopies, or a combination. The top edge is highlighted by a
prominent cornice, projecting parapet or other architectural element that creates a shadow
line.
B. Orientation. All properties adjacent to a public right-of-way shall orient structures toward the
primary street. Properties located at intersections should orient their structures toward the
intersecting corner.
C. Minimum Transparency. At least fifty (50) percent of all facades facing a public street between
two (2) and eight (8) feet in height shall be comprised of transparent windows or doors on
ground floor facades facing the public right of way.
D. Blank Facades. Building facades shall not present a blank façade to view from public rights-
of-way, common parking areas, or residential properties. Such facades may be broken by
windows, trellises, columns, variations in plane, or other devices that add variation and interest
to the façade.
E. Mechanical Equipment Screening. Rooftop and ground-level mechanical equipment for new
development shall be screened from adjacent public right-of-way. Screening materials shall
be architecturally similar to the primary structure.
F. Façade may not continue in an unbroken line for more than thirty (30) feet.
A. Multiple Roof Lines. Structures shall have at least three (3) horizontal roof lines, as
viewed from the front façade.
G. Façade Materials. At least three (3) different façade materials shall be incorporated into the
exterior appearance of the structure (wood, brick, stucco, tile, shingles, other). Transparent
doors, windows, or other transparent façade features may be considered as a required façade
material when exceeding transparency requirements per 7.5.5.(2)(C) by at least 10%.
(3) Entrances:
A. Buildings must have a primary pedestrian entrance facing a public sidewalk. Entrances at
building corners may be used to satisfy this requirement.
B. Loading dock entrances and frontage may incorporate rolling overhead or sliding service type
doors for indoor/outdoor opportunities.
C. 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.
D. Functional uses on raised docks and or pedestrian oriented activities is encouraged.
(4) Screening of Outdoor Storage:
A. Outdoor storage areas must be screened from Pedestrian Area by a minimum of five (5) feet
wide and six (6) feet tall of landscaping.
B. Additional screening walls and fences should be architecturally integral to the main building,
including wood, brick, concrete, metals, masonry, and glass.
C. Chain link fences will not be considered as an appropriate screening material.
D. Maximum heights for screening walls and fences is one story.
Ord 5511, Exhibit C
Bremerton2044 DRAFT
Downtown Bremerton Regional Growth Center Subarea Plan | April 2025 | Page 54
7.5.6 Parking Design Standards:
(1) 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
intersections.
(4) Parking lots should incorporate designs to minimize storm water flow entering storm sewers.
Large, contiguous areas of asphalt are discouraged.
(5) Permeable pavers and bioswales shall 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.
7.5.7 Off-Street Parking:
(1) Development is exempt from providing automobile off-street parking spaces, except as otherwise
required for conformance with the Federal Americans with Disabilities Act (ADA) and the State of
Washington.
(2) Bicycle parking shall conform with the standards of BMC 20.48.
Ord 5511, Exhibit C
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Downtown Bremerton Regional Growth Center Subarea Plan | April 2025 | Page 55
7.6 Downtown Mixed Use
7.6.1 Intent and Purpose:
(1) This zone is designed to create a transit supportive,
pedestrian friendly environment, permitting
residential uses that feature pedestrian oriented uses
on the ground floor.
(2) Design standards encourage development that
exhibits the physical design characteristics of
pedestrian-oriented, storefront style shopping streets,
teamed with increased street-facing open space
areas.
(3) Parking requirements are lowered in order to promote
alternative modes of transportation and enable more
compact development patterns.
7.6.2 Use Standards:
(1) Pursuant to BMC 20.76.020.
(2) Pedestrian oriented uses required on a minimum of
fifty (50) percent at the 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 a
Commercial Use.
7.6.3 Lot Requirements: Development shall have a minimum
FAR of 1.0
7.6.4 Open Space Requirements:
(1) Open space per residential unit 75 sq. ft.
(2) In addition to landscape requirements per 7.6.9, street-facing open space located within the front
yard is required meeting the following criteria:
A. At a minimum, open space shall be 10-feet in depth along the entire street frontage. Alternative
configurations will be considered for proposals retaining equivalent area, that maintain at least
a 10-foot wide connection to the ROW.
B. Properties with more than one (1) street frontage may satisfy requirements based on the length
of the shortest frontage (alleys not included).
C. Trees shall be planted throughout the required area in a manner that ensures tree canopy
coverage of the area within 10-years of planting.
D. The following intrusions are permitted with no additional requirements, if conformance with
7.6.4(2)(A)-(C) is maintained: 1) Fencing that preserves visual access of the entire area from
the ROW, 2) Walkways of 3-feet or less in width.
(3) Properties located within the Waterfront Overlay shall provide a public walkway promenade along
the entire width of the property. Promenade shall be a minimum of 8-feet in width. Promenade
connections shall be provided to the public right of way and adjacent properties. Where no
adjacent property promenade exists,designs shall be forward compatible to enable future
connection. Properties located within the Waterfront Overlay are exempt from 7.6.4(2).
7.6.5 Height Requirements:
(1) Maximum height – 80’
(2) All commercial space provided on the ground floor must have a twelve (12) foot minimum floor to
ceiling heights.
Downtown Mixed-Use
District
Ord 5511, Exhibit C
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7.6.6 Design Standards
(1) Downtown Mixed Use Setbacks:
Height
Condition
Building Frontage
(Front Setback)
Minimum
Side
Minimum
Rear
Building Base 0-18’0’*5’**5’**
Building Mid 19-45’0’10’0’
Building Top 45’ up 8’10’10’
*Structures within the Highland Avenue Overlay shall be limited to 35-feet in height within 20-feet of the primary
front lot line.
** When development is located adjacent to a residential uses, a 6-foot tall sight obscuring fence shall be
installed along the side and rear property lines outside of a 15-foot front yard setback. Fencing shall be
composed of materials that are architecturally complimentary to the primary structure.
(2) Building Façade:
A. Top and Base. Buildings shall convey a visually distinct base and top. A "base" can be
emphasized by a different masonry pattern, more architectural detail, visible plinth above
which the wall rises, storefront, canopies, or a combination. The top edge is highlighted by a
prominent cornice, projecting parapet or other architectural element that creates a shadow
line.
B. Orientation. All properties adjacent to a public right-of-way shall orient structures toward the
primary street. Properties located at intersections should orient their structures toward the
intersecting corner.
C. Minimum Transparency. At least fifty (50) percent of all facades facing a public street between
two (2) and eight (8) feet in height shall be comprised of transparent windows or doors on
ground floor facades facing the public right of way.
D. Blank Facades. Building facades shall not present a blank façade to view from public rights-
of-way, common parking areas, or residential properties. Such facades may be broken by
windows, trellises, columns, variations in plane, or other devices that add variation and interest
to the façade.
E. Mechanical Equipment Screening. Rooftop and ground-level mechanical equipment for new
development shall be screened from adjacent public right-of-way. Screening materials shall
be architecturally similar to the primary structure.
F. Façade may not continue in an unbroken line for more than thirty (30) feet.
G. Multiple Roof Lines. Structures shall have at least three (3) horizontal roof lines, as viewed
from the front façade.
H. Façade Materials. At least three (3) different façade materials shall be incorporated into the
exterior appearance of the structure (wood, brick, stucco, tile, shingles, other). Transparent
doors, windows, or other transparent façade features may be considered as a required façade
material when exceeding transparency requirements per 7.6.6(2)(C) by at least 10%.
7.6.7 Parking Design Standards
(1) Developments are required to screen all structured, above ground parking behind decorative
grilles or green screens. Structured parking is not permitted at the first-floor street facade.
(2) Surface Parking Lots shall be located to the rear of buildings and are not permitted between the
building and front property line.
(3) Vehicular and loading access shall be from rear alleyways.
7.6.8 Off-Street Parking
(1) Development is exempt from providing automobile off-street parking spaces, except as otherwise
required for conformance with the Federal Americans with Disabilities Act (ADA) and the State of
Washington.
(2) Bicycle parking shall conform with the standards of BMC 20.48.
7.6.9 Landscaping Requirements: Subject to BMC 20.50 except where conflicting, the principles of this
Chapter supersede.
Ord 5511, Exhibit C
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7.7 Downtown Neighborhood Business
7.7.1 Intent and Purpose
(1) The predominate use for the zone is residential and all
uses must be compatible with residential uses.
(2) This zone permits commercial uses on the first floor in
order to promote a transition into the Regional Center.
7.7.2 Use Standards
(1) Pursuant to BMC 20.82.020 with the following additions:
A.Residential is permitted as primary use.
7.7.3 Lot Requirements
(1) Maximum Building Coverage – 70%
(2) Required open space per residential unit – 75 sq. ft.
7.7.4 Density
(1) Minimum Density 15 dwelling units per acre
(2) Maximum Density 30 dwelling units per acre
7.7.5 Height: Maximum Height – 45’
7.7.6 Design Standards
(1) Downtown Neighborhood Business Setbacks:
A. Building Frontage Setback – 10’
B. Minimum Side Setback – 5’
C. Minimum Rear – 5’
(2) Building Façade:
A. Top and Base. Buildings shall convey a visually distinct base and top. A "base" can be
emphasized by a different masonry pattern, more architectural detail, visible plinth above
which the wall rises, storefront, canopies, or a combination. The top edge is highlighted by a
prominent cornice, projecting parapet or other architectural element that creates a shadow
line.
B. Orientation. All properties adjacent to a public right-of-way shall orient structures toward the
primary street. Properties located at intersections should orient their structures toward the
intersecting corner.
C. Minimum Transparency. At least forty (40) percent of all facades facing a public street
between two (2) and eight (8) feet in height shall be comprised of transparent windows or
doors on ground floor facades facing the public right of way.
D. Blank Facades. Building facades shall not present a blank façade to view from public rights-
of-way, common parking areas, or residential properties. Such facades may be broken by
windows, trellises, columns, variations in plane, or other devices that add variation and interest
to the façade.
E. Mechanical Equipment Screening. Rooftop and ground-level mechanical equipment for new
development shall be screened from adjacent public right-of-way. Screening materials shall
be architecturally similar to the primary structure.
F. Façade may not continue in an unbroken line for more than thirty (30) feet.
G. Multiple Roof Lines. Structures shall have at least three (3) horizontal roof lines, as viewed
from the front façade.
H. Façade Materials. At least three (3) different façade materials shall be incorporated into the
exterior appearance of the structure (wood, brick, stucco, tile, shingles, other). Transparent
doors, windows, or other transparent façade features may be considered as a required façade
material when exceeding transparency requirements per 7.7.5.(2)(C) by at least 10%.
Downtown
Neighborhood
Business District
Ord 5511, Exhibit C
Bremerton2044 DRAFT
Downtown Bremerton Regional Growth Center Subarea Plan | April 2025 | Page 58
7.7.7 Off-Street Parking
(1) Development is exempt from providing automobile off-street parking spaces, except as otherwise
required for conformance with the Federal Americans with Disabilities Act (ADA) and the State of
Washington.
(2) Bicycle parking shall conform with the standards of BMC 20.48.
7.7.8 Landscaping Requirements
(1) Subject to BMC 20.50 except where conflicting, the principles of this Chapter supersede.
Ord 5511, Exhibit C
Bremerton2044 DRAFT
Downtown Bremerton Regional Growth Center Subarea Plan | April 2025 | Page 59
7.8 Bonus Amenity Program
Within the Downtown Regional Center, a special amenity is required to be provided whenever a proposed
development requests a structure height exceeding 65-feet, up to the height permitted in the zone.
The design of each feature will be reviewed to ensure that it is appropriate for the proposed location and
provides for a public benefit. Developers are encouraged to collaborate with DCD to prioritize and choose
from the amenities listed in the table following.
Public Benefit or
Amenity Design Criteria
Structures greater than 65-feet in height are required to include one item from the Bonus Amenity table.
Structures greater than 80-feet in height are required to include three items from the Bonus Amenity table.
Mid-Block Alley
Pedestrian Promenade
Pedestrian way bisecting the depth of a long blocks, street to street with a minimum 8’
wide walkways, lighting, and landscaping. Must have 60% transparent facades to
adjacent commercial and retail uses or have ground related entrances for live/work
units.
Pocket Parks
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.
Child Care Center A use for regular licensed care and training of children for less than 18 hours per day.
Minimum 1000 square feet. Exempt from FAR calculations.
Low Income Housing
serving households below
80% median income
Area of units to be rented or sold (for a period of no less than ninety-nine (99) years) to
households meeting this income requirement per the local metropolitan statistical area
generally used by HUD to establish income limits for federal programs.
Ground Floor Related
Terraces
On side streets, in mid-block crossings or activated alleys. Raise terrace 18” minimum
above sidewalk. Min 10’ deep from sidewalk to face of townhouse, with private terrace
and landscaping buffer.
Green Roofs Areas of planted “green” roof. Minimum dimension 5’, minimum continuous area 100
SF, minimum 25% roof area.
Sculpture, Public Art
Must be at or near street level, publicly visible 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.
Water Feature Fountain, stream or reflecting pond visible at street level.
Below Grade Parking Enclosed in a structure below average finished grade including access ramps. Exempt
from FAR calculations.
Cultural or Civic Space,
Public Meeting Rooms
Performing arts space, art gallery, public library, community center, public recreation
facility. Spaces available for public meetings, gatherings. Exempt from FAR
calculations.
Historic Preservation
Projects that rehabilitate or adaptively reuse any buildings within Downtown that are
listed to the National Register of Historic Places and/or Washington Heritage Register
or are seeking historic designation for the purposes of using the Federal Historic
Investment Tax Credit: Development must have written confirmation from the
Department of Archaeology and Historic Preservation of the property’s historic register
status and that the proposed project foes not negatively impact the building’s historic
register status.
Downtown Revitalization
Projects that contribute to Downtown revitalization efforts: Development must have
written confirmation of their contribution to Downtown revitalization from the Downtown
Bremerton Association to qualify.
LEED Certification
Projects meeting the USGBC LEED certification. Alternative green building standards,
either equivalent or exceeding LEED Certification, may be approved via the Design
Review Board process.
Bicycle Commuter
Support Spaces
Secured bicycle storage rooms, associated shower and locker rooms. Exempt from
FAR calculations.
Ord 5511, Exhibit C
Bremerton2044 DRAFT
Downtown Bremerton Regional Growth Center Subarea Plan | April 2025 | Page 61
SECTION 8.0
References
Ord 5511, Exhibit C
Bremerton2044 DRAFT
Downtown Bremerton Regional Growth Center Subarea Plan | April 2025 | Page 61
8.0 References and Links
City of Bremerton Parks, Recreation and Open Space Plan, 2020
https://www.bremertonwa.gov/DocumentCenter/View/11302/Parks-Recreation-and-Open-Space-Plan-PDF
City of Bremerton, Downtown Regional Center Market Study, 2024
City of Bremerton Joint Compatibility Transportation Plan, December 2023
https://bremertonwa.gov/DocumentCenter/View/11077/JCTP-Final-Report-PDF
Kitsap Transit
Long-Range Transit Plan, 2022-2042
https://www.kitsaptransit.com/uploads/pdf/planning/lrtpreport_6dec2022.pdf
Annual Ridership
https://www.kitsaptransit.com/uploads/pdf/newsreleases/20240105release_annual_ferry_statistics_correcte
d.pdf
Kitsap Countywide Planning Policies
https://static1.squarespace.com/static/5660ba88e4b0e83ffe8032fc/t/65fcadf2aa8de03770c0df51/171105842
9412/Kitsap+CPPs+with+Housing+Allocations+-+3.11.24.pdf
Naval Base Kitsap Information
https://cnrnw.cnic.navy.mil/Installations/NAVBASE-Kitsap/About/
Puget Sound Regional Council
Vision 2050
https://www.psrc.org/planning-2050/vision-2050
Regional Growth Centers Framework, March 18, 2022
https://www.psrc.org/media/3038
Centers Profile – Bremerton
https://psrcwa.shinyapps.io/centers-monitoring/
Administrative Procedures for Regional Centers
https://www.psrc.org/sites/default/files/2022-03/centers-administration-procedures.pdf
Washington State Ferries
2040 Long Range Plan
https://wsdot.wa.gov/sites/default/files/2021-10/WSF-LongRangePlan-2040Plan.pdf
2023 Annual Ridership
https://wsdot.wa.gov/sites/default/files/2024-01/WashingtonStateFerries-TrafficStatistics-2023Annual.pdf
Ord 5511, Exhibit C
Bremerton2044 DRAFT
Downtown Bremerton Regional Growth Center Subarea Plan | April 2025 | Page 63
Bremerton2044
DOWNTOWN BREMERTON
REGION A L GROWTH SUBARE A PL A N
345 6th Street,Suite 600,Bremerton,WA 98337
Ord 5511, Exhibit C