Bethel Corridor Plan

Bethel Road Corridor Development Plan
This Plan is not adopted under the Growth Management Act (GMA), rather it is an adopted set of
design guidelines to be used to guide or direct future development along the Bethel corridor in a
consistent manner.
Section 1 Corridor Development
Section 2 Transportation
Section 3 Land Use
Section 4 Streetscape
Section 5 Environment
Funding, Implementation and Schedule

THE BETHEL ROAD CORRIDOR DEVELOPMENT PLAN
Prepared for
Jurisdiction - Kitsap County Public Works Department
Project Contact
Gary Ekstedt, P.E. - Engineering Services Manager
Monty Mahan - Project Coordinator
Prepared by
SCA Consulting Group
677 Woodland Square Loop SE
PO Box 3485Lacey, WA 98509-3485
(360) 493-6002
FAX (360) 493-2476
Contacts
Perry A. Shea, P.E. Principal
Susan Graham Project Manager
SCAProject: 98198
File Number: f:\text\reports
Acknowledgements
The Bethel Road Corridor Development Plan is the culmination of 12 months of diligent work by numerous
citizens, staff, and officials. This plan could not have been completed without the support and dedication of
the following people
. Board of Commissioners
Charlotte Garrido
Chris Endresen
Tim Botkin
Public Works
Randy Casteel
Ron Yingling
Gary Ekstedt
Monty Mahan
Department of Community Development

Rick Kimbal
Darryl Piercy
Jason Rice
Citizen Volunteers
(Committee Roster are included in Appendix 1)
Bethel Corridor Advisory Committee
Transportation Issue GroupLand Use Issue Group
Streetscape Issue Group
Consultant Team
Perry Shea Principal
Susan Graham - Project Manager
Jean Carr - Environmental & Urban Planning
Bob Jewell - Transportation Engineering Manager
Vicki Steigner -Transportation Planning
Darren Sandeno - Landscape Design
Tom Trotter - Stormwater Analysis
George Smith - Traffic Analysis
Swan Resources, CH2M Hill - Environmental Field Work
Bob Droll - Streetscape Concept Development
Document Production & Graphics

Carolyn Heater - Production, Layout
Janis Smeall Editing
Terry Benton CADD
Brad Shea - CADD
Relationship to Other Planning Documents
The Bethel Road Corridor Development Plan is not a stand-alone document, but is supplemental to
the Kitsap County Comprehensive Plan. It establishes the vision for how road improvements and land
use will be managed along the Bethel Road Corridor, and represents the input of hundreds of citizens
and landowners as well as the corridor development team.
Technical Appendices
1. Public Involvement
2. Traffic Analysis
3. Access Management
4. Stormwater Analysis
5. Land Use
Related Plans
South Kitsap Subarea Plan, August 23, 1982
Kitsap County Comprehensive Plan Final Environmental Impact Statement,
August, 1994
Kitsap County Comprehensive Plan Final Supplemental Environmental
Impact Statement, December, 1996
Kitsap County Revised Comprehensive Plan & Development Regulations
Environmental Impact Statement Addendum, March, 1998
Kitsap County Revised Comprehensive Plan & Development Regulations
Environmental Impact Statement Second Addendum, April, 1998
Kitsap County Comprehensive Plan, May 7, 1998
Kitsap County Zoning Ordinance, February 15, 1999
Ordinance 217-1998, the Kitsap County Critical Areas Ordinance
Kitsap County Code, 1971
CORRIDOR DEVELOPMENT
WHAT IS CORRIDOR DEVELOPMENT? Streetscape Transportation
Modern building practices can change the character of an

area almost overnight. Fast-paced construction methods
make it possible to change a pasture into a shopping mall in
a few weeks. Growing areas attract developers, with each Land Use Environment
new project growing independently of its neighbor. It is

difficult for the infrastructure to keep pace with such rapid Putting the pieces together
development, and there is little opportunity for the
community to get involved. TRANSPORTATION
Safety
Transportation is a critical element for any developing Efficiency
area. An area cannot flourish without a safe, efficient, and Capacity
free-flowing transportation network. The location of Multi-Modal Opportunities
intersections, the number of traffic signals, the spacing of Access Control
driveways, the type of turn lanes, and provision for bicyclists

and pedestrians are major concerns. All of these elements
must work together to provide an effective network.
Develop a Blueprint
Land use provides for coordinated site development.
Coordination between developments is necessary to build a
commercial district with interconnected parking, LAND USE
complementary site design, and a logical infrastructure. Development Coordination

Site Planning Elements
Streetscape considers aesthetic elements of the corridor. Site Design Features
The appearance of the landscaping, lighting, buildings, Land Use Integration
sidewalks, and crosswalks can build a sense of community.

People-friendly spaces attract customers and encourage long- Guide the Development
term investment.
STREETSCAPE
The impact of new development on wetlands and threatened
and endangered species must always be considered. Aesthetic Features
However, the environmental impacts are not confined to Landscaping
individual parcels or developments. A comprehensive Lighting
approach allows planners to look at the overall impacts and Concrete Treatments

take a regional approach to such issues as stormwater Open Space
treatment and wetland mitigation.
Corridor development allows for a comprehensive approach

Reflect the Character
to growth, giving the community an opportunity to look at all
of the corridor elements and put the pieces together in a
systematic manner.
ENVIRONMENT
Wetlands
Streams
Stormwater
Threatened & Endangered Species
Preservation
Avoid and Minimize
BETHEL CORRIDOR DEVELOPMENT PLAN CD-1

AUGUST 2000
WHY BETHEL ROAD?

Bethel Road has served as a major transportation link in
southern Kitsap County for many years. In the 50s and 60s,
the former state highway served as a farm-to-market road.
Construction of Trident and expansion at the Bremerton
Shipyard brought residential development to south Kitsap
County in the 70s and 80s, and the highway became a major
commuter route. Landmark businesses, such as Farmer
George and the AK Feed Store, were joined by spot
development of more urban-oriented businesses, like Bethel
Square, in the mid-80s and major big box retailers in the
90s. Congestion along the narrow, two-lane roadway The Bethel Tavern has been a
increased dramatically with these developments. Today, distinguishing feature on the
peak-hour traffic experiences long delays at major
roadway for decades.
intersections along the route, and accident rates are on the
rise.
Adoption of the Kitsap County Comprehensive Plan, and

official designation of approximately 273 acres of land along
Bethel Road as a Highway/Tourist Commercial (HTC) Zone,
brought a sudden proliferation of For Sale signs. There
could be no doubt that the area was primed for dramatic
development, yet Bethel Road had obviously reached
capacity. Widening had become a priority project and
presented the County with a unique opportunity.
In spite of the areas growth, Bethel Road remains

predominately rural in character. Land is still available for
roadway expansion. The adoption of the Comprehensive Plan
sets limits for future growth, making it possible to identify
realistic needs and plan appropriately. Here was an
opportunity to go beyond simple highway construction and For Sale signs have appeared up
create the community of the future. To that end, the Kitsap and down the corridor in
County Commissioners decided to ask the corridor users and anticipation of commercial
residents to help determine the nature of that future development activities.
community.
Traffic on the corridor is of

increasing concern.

AUGUST 2000
BUILDING THE TEAM

Questionnaires were mailed to over 700 randomly chosen
residents to determine public support for using a Corridor
Development Process on Bethel Road. The response was
overwhelmingly positive with lets do it right being the
watchword of the day. Respondents also agreed that traffic
conditions on Bethel Road were poor and that safety and
pedestrian/bicycle issues were a major concern.
Given this mandate by the citizens, a public involvement

plan was designed to build wide-ranging community support. Numerous citizens were involved
To encourage participation, the plan provided many throughout the process.
opportunities for involvement and allowed citizens flexibility
in the level of commitment. Over 20 meetings were held in
1999 and early 2000 to allow numerous opportunities for
public input, from small workshops to large open houses. The
program was built on five major elements: Mail-in Surveys, a
Corridor Development Team, a Corridor Advisory Committee,
Issue Groups, and Public Open Houses.
Kitsap County Board of

Commissioners
Corridor Development Team
Issue Groups
Transportation
Bethel Corridor Advisory
Land Use Survey Program
Committee
Streetscape
Environmental
Design Fair Charrette Open House

AUGUST 2000
THE SURVEY SAYS Now for some fun! Commercial developers can be encouraged to follow themes or styles when
planning their developments. A theme is a way for a community to express an individual identity.
There are many ways that this can be done, such by as repeating common elements and requiring
Two public opinion surveys were mailed to residents living in consistency of building materials for all developments along the corridor.
South Kitsap County between Southworth and Gorst, and Olalla An example of development theme is Leavenworth, which features a Bavarian theme of commer-
cial development. Closer to home, you can see Nordic style in downtown Poulsbo. Its not too
and Waterman Point.

late to encourage a style or theme for the Bethel Corridor as well.
Stapled to this page is a sheet of six stickers. Below are six boxes. Remove the stickers and place
them in the boxes that reflect what you would like to see along Bethel Road. Each sticker repre-
sents one vote, and you may place as many in any box as you wish. Each box should contain
The first survey, which asked questions about land use, was from 0-6 stickers after you have finished. If you would like to vote for a style not mentioned be-
low, place your sticker(s) in the box marked other, and explain your style in the comment section
completed and returned at a 60% response rate. Survey results on the back of the survey.
were used to guide decisions about architectural themes, site

planning, and access control.
Respondents agreed that access control was an important issue

and that they would be more likely to shop on Bethel if land use Northwest
were coordinated. The majority wanted to be able to walk from

Victorian
store to store, shop at locally owned businesses, and shop in an

attractive landscaped environment with a Northwest character.
The second survey focused on the appearance of the corridor.

Respondents preferred landscaped medians, planting strips, Pacific Strip/Standard Commercial
separated pedestrian and bicycle facilities, underground power,

and covered transit stops with benches. Most agreed that
The Land Use survey used photos
installing and maintaining landscaping was an appropriate use
of tax dollars. Complete text and results of the surveys are to illustrate various architectural
included in Appendix 1: Public Involvement. themes.
WORKING BEHIND THE SCENE

The Corridor Development Team (CDT) served as the primary
working group for the project. This team, which included elected
officials, Kitsap County Public Works staff, Community
Development staff, and representatives from the consulting firm
hired by the County to assist with the program, was responsible
for making the process work smoothly. The CDT members
worked closely to build a program that would encourage
participation. Team members developed agendas and led
discussions for the Issue Groups, provided information and Issue
Group recommendations to the Corridor Advisory Committee for Citizens devoted countless hours of
consideration, and served as liaison with the Board of time as volunteer corridor
Commissioners. A complete membership list is provided in planners.
Appendix 1: Public Involvement.
VOLUNTEERS CARRY THE DAY

The Bethel Corridor Advisory Committee (BCAC) served as
liaison between the general public, private utilities, and other
stakeholder groups. This group also reviewed Issue Group
recommendations and, using technical data provided by the CDT,
worked together to resolve controversial issues. The BCAC will
make final recommendations to the Board of Commissioners and
will adopt and present the Corridor Development Plan to the
general public. The Planning Commission will make land use
recommendations, based on citizen input, to the commissioners
as part of plan adoption.

AUGUST 2000
Membership of the BCAC was drawn from affected

residential and commercial property owners, the City of Port
Orchard, WSDOT, Kitsap Transit, the South Kitsap School
District, and state agencies. Membership was flexible, but
meeting attendance remained high throughout the process.
Members demonstrated a high level of commitment, and

invested much time and energy in finding solutions that
could be supported by all of the affected stakeholder groups.
THE ISSUES
Three Issue Groups met on a monthly basis through the
winter of 1999 to discuss specific corridor issues and provide Attendance at issue group
recommendations to the BCAC and the CDT. These issue
meetings remained consistent,
groups were Land Use, Streetscape, and Transportation.
with 10-30 participants from the
Membership in these groups was very fluid, providing the
community at every meeting.
public with the opportunity to choose their level of
involvement. A special effort was made to hold all of the
Issue Group meetings at night so that people with day jobs
could attend. Public attendance at all of the Issue Group
meetings remained high throughout the process. Some
citizens attended all of the meetings, but most selected a
group that addressed issues of particular interest to them
and faithfully attended all of those meetings. Meeting
schedules and attendance records are included in Appendix
1: Public Involvement.
The Transportation Issue Group looked at the function of the

roadway, making important recommendations on elements
such as the use of medians, the need for bike lanes, access
management, and transit pullouts. The CDT provided this
group with technical data, ranging from traffic counts to
design criteria and information about similar projects in
other Puget Sound communities. This group looked at the
Citizens were kept informed
long-term usefulness of the roadway with the intent that the
through postcards, newsletters,
transportation network will serve the community well after
and local media.
the Commercial Zone is fully developed.
The Land Use Issue Group discussed issues pertaining to

development guidelines, infrastructure, and parking
requirements. This group was instrumental in the evolution
of the Interim Land Use Policies and subsequent revision of
these policies for inclusion in the Corridor Development Plan.

AUGUST 2000
The Streetscape Issue Group looked at the appearance of the

corridor and made recommendations regarding landscaping,
pavement treatments, style of light standards, and the type
of amenities necessary to make Bethel Road an attractive
shopping district. This group worked diligently to find a
balance between the rights of property owners, the needs of
business interests, and the future appearance of the corridor.
The community owes much to this group for their willingness
to make recommendations on these difficult issues.
THE COMMUNITY GETS INVOLVED

Explaining corridor development
Four public open houses were also held. These meetings at the July 1999 Design Fair.
were designed to reach a wide spectrum of the general public.
The first public open house, a Design Fair, took place in July
1999. The intent was to introduce the project to the public,
explain why improvements were needed now, and describe
the Corridor Development process. Sign-up sheets were also
provided to solicit membership in the BCAC and the various
Issue Groups.
The second public open house was a Charrette. A Charrette

is an interactive workshop that allows participants a chance
for hands-on participation in developing the visual,
operational, and land use elements of corridor design. Small
work groups played the Build Bethel game; using stickers Breakout groups Build Bethel at
and score sheets, they worked together to imagine the the September 1999 Charrette.
possibilities, determine preferences, and apply financial
constraints. Final choices were made by consensus. The
vision developed at the Charrette was provided to the Issue
Groups as a foundation for developing their pieces of the
plan. The final open house unveiled the Draft Corridor Plan
in May 2000.
Newsletters, flyers, and announcements in the local

newspaper helped to keep the public informed about the
process.
This Corridor Development Plan is built on the many hours

Citizens discuss proposed land use
contributed by citizens throughout the community. The ideas
standards at the February 2000
developed at public meetings have been researched and
Open House.
refined by the Issue Groups with the assistance of the
Corridor Development Team, reviewed and adopted by the
Bethel Corridor Advisory Committee, and approved by the
Planning Commission and County Commissioners. It is
your plan, written by and for the citizens of South Kitsap
County.

AUGUST 2000
TRANSPORTATION
EXISTING CONDITIONS
Transportation Network
Two state highways provide access to the study area from greater
Puget Sound. SR 16 provides access from Bremerton and the
North Kitsap Peninsula to the north, and Pierce County to the
south. SR 160, more commonly known as Sedgwick Road,
provides a direct link to West Seattle and eastern Puget Sound via
the Southworth/Vashon/Fauntleroy ferry.
Looking south on Bethel Road
Bethel Road near Wal-Mart.
Bethel Road is a major north-south arterial roadway that extends
from SR 16 to the City of Port Orchard. This road will serve as the
primary transportation link through the new commercial zone.
Presently, this road is only two lanes wide with no shoulders and
deep ditches along major portions of the corridor. The
intersections at Lund Avenue, Wal-Mart, and Sedgwick Road
have traffic signals and turn lanes. Traffic is heaviest between
4:30 and 5:30 in the evening. Although the roadway meets the
Countys minimum level of service standards, side-street traffic
can experience delays during this time period due to limited turn Traffic is heaviest during the
lanes and stop sign control access. evening rush hour.
Lincoln Avenue
Lincoln Avenue is a two-lane residential roadway that extends
from Bethel Road, past the East Port Orchard Elementary School,
and continues to the northeast. Traffic backs up on Lincoln in the
late afternoon because of the heavy flow of student traffic and
school busses attempting to enter onto Bethel Road.
Mitchell Road
Mitchell Road is a two-lane collector roadway that links Bethel
Road to Sinclair Inlet in the City of Port Orchard. South Kitsap Mitchell Road is a narrow
High School is a major destination for traffic on this road. Mitchell two-lane collector.
joins Bethel Road at an acute angle, encouraging northbound
traffic to speed through the intersection and causing long delays
for southbound traffic due to restricted visibility. Mitchell Road
also experiences high volumes of traffic during the school rush
hour. Because Lincoln Avenue and Mitchell Road are very close
together, heavy traffic on one road compounds delays on the
other.
Lund Avenue
Lund Avenue is an east-west arterial roadway that extends from
Sidney Avenue in the City of Port Orchard to Jackson Avenue SE.
Tremont Street connects Lund Avenue to SR 16, making Lund School traffic commonly
Avenue a major route for regional traffic. backs up at the Lincoln and
Mitchell intersections.
BETHEL CORRIDOR DEVELOPMENT PLAN T-1

AUGUST 2000
TRANSPORTATION
The Lund Avenue/Bethel Road intersection has been improved

with turns lanes and a traffic signal. The intersection is congested
during the evening rush hour, but meets the Countys minimum
level of service standards.
Salmonberry Road
Salmonberry Road is a two-lane residential roadway that runs
from the canyon above Blackjack Creek, across Bethel Road, to
Long Lake Road. The roadway provides access to several Salmonberry Road serves the
residential streets east of the study area. residential area east of Bethel
Road.
Blueberry Road Sedgwick Road experiences
Blueberry Road is a two-lane local residential roadway that
extends approximately one-half mile west of Bethel Road dead-
ending at Blackjack Creek. The roadway is narrow and
unimproved without shoulders or sidewalks. Both Salmonberry
and Blueberry Roads operate at an acceptable level of service.
However, the single-lane approaches at Bethel Road can cause
backups during the evening rush hour, while cars wanting to turn
left wait for breaks in the traffic flow.
Sedgwick Road (SR 160)

Sedgwick Road is a two-lane state highway connecting SR 16 to backups during the evening
the Southworth/Vashon/Fauntleroy Ferry terminal. The rush hour.
Washington State Department of Transportation has jurisdiction
over this roadway, and although the state has identified the need Typical driving conditions
to widen this roadway to 4 lanes between Jackson and SR 16, the
project is not currently prioritized for funding. The intersection of
Sedgwick and Bethel Road operates well below the Countys
minimum level of service standard (LOS E/F) during the evening
rush hour.
EXISTING TRAFFIC OPERATIONS

Capacity analyses are described in terms of Level of Service (LOS),
a qualitative term that describes the operating conditions on a for LOS A.
roadway segment during a specific time interval. The conditions
range from LOS A (little or no delay) to LOS F (long delays; Typical driving condition for
congestion). The County has adopted LOS D as the minimal
standard for roadways and intersections within the Urban Growth
Area.
Using this rating system, the Wal-Mart and Blueberry

intersections on Bethel Road operate at LOS B during the evening
rush hour. Lincoln, Mitchell and Salmonberry intersections
operate at LOS C; the Lund Avenue intersection operates at LOS
D; and the Sedgwick Road intersection operates at LOS E/F. A
detailed traffic analysis is included in Appendix 2: Traffic LOS F.
Study.

AUGUST 2000
TRANSPORTATION
ACCIDENT HISTORY
The accident history of each of the study intersections was
reviewed for the five-year period from 1994 through 1998. The
information was provided by Kitsap County staff and summarized
to show the total reported accidents per year for each study
intersection.
Based on this information, the Salmonberry Road and Lund

Avenue intersections with Bethel Road could be considered high
accident locations. Most of the accidents at Salmonberry Road are
rear-end collisions on Bethel Road or angle accidents involving
vehicles leaving Salmonberry Road. Both of these types of
accidents could be reduced by constructing a traffic signal system.
The most common type of accident at Lund Avenue involves rear-

end or sideswipe collisions between vehicles traveling in the same
direction. Although this intersection is already under traffic signal
control, better signing or clearer lane striping might improve the
safety of this intersection.
Bethel Road Intersection

Accident Data 1994-1998
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AUGUST 2000
TRANSPORTATION
DEVELOPING A BLUEPRINT
Traffic analysis shows that the existing 2-lane Bethel Road will
need to be widened to 4 lanes to provide an acceptable level of
service after the commercial development is complete. The public
has also identified a need for bike lanes and sidewalks along this
busy route. However, these improvements alone cannot
guarantee free-flowing service without developing a secondary
road network to provide circulation throughout the Commercial
Zone. These secondary streets, referred to as Commercial
Connectors, complete the street grid and provide shoppers with
several alternative routes to reach their destination.
Bethel Road will be the primary regional route; Blueberry,

Salmonberry, and Lund will act as east-west collectors. Ramsey
Road and a new northwest collector on the east side of the
Commercial Zone will provide important secondary circulation.
New east-west Commercial Connectors will be built every 300 feet
between the major cross streets to provide local access. In areas
where topography or environmental features such as wetlands or
streams preclude this spacing, roadways will be located where
physically possible.
Full-movement intersections with traffic signals will be provided

every 600 feet at Sedgwick Road, Blueberry Road, Salmonberry
Road; Wal-Mart; and Lund Avenue. A roundabout is planned for
the re-aligned intersection of Bethel/Lundberg/Lincoln.
The transportation grid will be constructed as commercial property

along the corridor is developed. It will provide shoppers with a
choice of routes to destinations within the Commercial Zone.
Enhanced emergency access; decreased congestion; easy access for
pedestrians and transit; and a framework for logical, cost-effective
development are major benefits. Direct private access to Bethel
Road will not be allowed between the new Commercial Connectors.
Temporary access may be granted.
Proposed road grid for the
commercial zone.
A raised median will be installed on Bethel Road between the
signalized intersections. The median separates opposing lanes of
traffic and restricts turning and crossing movements. Studies
have shown significant reduction in the number and severity of
accidents on high-volume, commercial corridors with raised
medians. The median prevents head-on collisions. It also provides
regular, predictable locations for crossing and turning movements
so that drivers have time to anticipate changes in speed and
direction by other cars in the traffic flow. Medians also provide a
pedestrian refuge, making it much easier for people

AUGUST 2000
TRANSPORTATION
to safely cross the street. This is especially true for young

children, senior citizens, and handicapped individuals.
Full-movement median openings will be provided every 600 feet at

all of the major intersections. Additional openings in the median
will be created every 300 feet to allow left turns from Bethel Road
to the new Commercial Connectors. The network of internal
roadways within each block, the grid of Commercial Connectors,
and the ability to make U-turns at all signalized intersections
provide excellent circulation with a choice of routes and minimal
back-tracking. Shoppers will be able to choose the easiest route to
serve their needs depending on the weather, time of day, and
traffic conditions.
2002 C HANNELIZATION Left-turn-only median

openings.
The roadway improvements recommended in this plan will be
completed in several phases. The initial phase of the project will
focus on Bethel Road. Improvements include widening the
roadway from 2 lanes to 4 and constructing a planted median
island, bike lanes, and sidewalks with planting strip. Bus pullouts
will be constructed at major intersections, and traffic signals will
be installed at the intersections of Blueberry/Bethel Road and
Salmonberry/Bethel Road. The existing signals at Sedgwick Road,
Wal-Mart, and Lund Avenue will be retrofitted to accommodate
the additional traffic lanes. The intersection of
Lincoln/Mitchel/Lundberg and Bethel Road will be replaced with a
roundabout. Blueberry and Salmonberry Roads will be widened
at the intersection to provide right and left turn lanes and U-turn
movements. U-turns will be permitted at Blueberry Road, 2002 Sedgwick/Bethel
intersection improvements.
Salmonberry Road, Wal-Mart, and the roundabout.
Driveways to existing homes and businesses will remain in place

throughout the first phase. Curb cuts in the new sidewalk and Improvements to Bethel Road
planting strip will be built to accommodate driveways. These curb
cuts and driveways will be removed during subsequent phases as
the properties are developed as commercial lots. The 2002
highway improvements for the corridor are shown in Figure 1,
Sheets 1 4.
within the 100-foot right-of-

way.

AUGUST 2000
TRANSPORTATION
2020 C HANNELIZATION PLANS

Commercial development along the corridor will create the need
for the secondary road network, including improvements to
Blueberry Road, Salmonberry Road, Ramsey Road, and
construction of the Commercial Connectors.
The new Commercial Connectors will be limited to right-in / right-

out and left-in-only access from Bethel Road between Sedgwick
Road and Lund Avenue. A new Commercial Connector across
from Fred Meyer will not connect through to Ramsey and would
therefore have full movement access to Bethel Road.
Breaks in the planted median with left-turn pockets will be

constructed to provide left-turn access to the new Commercial
Connectors between Sedgwick Road and Lund Avenue. The
signalized intersections and U-turn routes constructed as part of
the Bethel Road widening will remain unchanged, completing the
traffic network. The 2020 channelization plans are shown in
Figure 2, Sheets 1-4.
With these improvements in place, the roadway network will meet

or exceed the Countys minimum acceptable level of service
standards now and when the Commercial Zone is fully developed.
Virtual improvements at the Salmonberry Road intersection

AUGUST 2000
TRANSPORTATION
NON-MOTORIZED
Early in the concept development process, citizens identified
non-motorized transportation issues along Bethel Road as a
primary concern. Respondents to the surveys rated safe and
attractive pedestrian walkways and safe bicycle routes as
areas of concern. Work groups at the Design Charrette came
up with different design solutions. Half of the groups
suggested separated bicycle lanes and sidewalks with a
planting strip. The other groups recommended a sidewalk
adjacent to the roadway without designated bike lanes.
A separate bike lane provides a
The location of non-motorized facilities was taken to the safe zone for commuter and
Issue Groups for resolution. After some debate, the recreational cyclists.
Transportation Issue Group decided that safety records
clearly justified the construction of separated bike lanes.
This recommendation was adopted by the BCAC.
The Streetscape Issue Group addressed the issue of sidewalk

location. Bolstered by the strong support for landscaping and
attractive walkways from the survey results, the committees
recommendation to the BCAC was a separated sidewalk and
planting strip with trees and drought-resistant plants. This
recommendation was overwhelmingly approved.
TRANSIT
Bethel Road currently serves as the primary north-south
transit route between downtown Port Orchard and Sedgwick
Road. It is reasonable to assume that this route will flourish
as the Bethel Road Commercial Zone develops, and therefore
to include transit considerations in design of the new
corridor. A representative from Kitsap Transit served on the
Bethel Corridor Citizens Advisory Committee (BCAC),
providing valuable information about transit operations.
The Transportation Issue Group recommended bus pullouts Bus pull-outs will be provided so
as the best way to provide for rider safety and minimize that transit and school vehicles
disruption to the traffic flow. The Bethel Citizens Advisory will not have to stop in-lane,
Committee (BCAC) endorsed this approach, with the
reducing efficient traffic flows.
provision that pullouts be located on the far side of the
intersection as often as possible. Far-side pullouts make it
much easier for buses to merge back into the traffic flow,
because they can use the gaps created by the traffic signal to
complete this maneuver.

AUGUST 2000
TRANSPORTATION
Farside bus pullouts have been included in the preliminary

design on the west side of Bethel Road from Wal-Mart to
Sedgwick Road. A far-side pullout is also located on the east
side of the road at Blueberry; however, right-of-way
constraints prevent construction of farside pullouts at any of
the other intersections on the east side of the route. Near-
side pullouts have been included at Salmonberry and Wal-
Mart. Safety concerns and the convenient location of
pedestrian crosswalks at the signalized intersections make
these locations preferable to mid-block pullouts. The South
Kitsap School District will be using the transit pullout as
part of their route. Safe walking routes are a particular Typical location of nearside and
concern for school children, and the signalized crosswalks farside bus pullouts.
provide the maximum protection possible on a busy 4-lane
highway.
An electronic device, the Opticom system, will be installed,

which enables the bus driver to trigger the signal as needed
to merge back into traffic. This will allow the near side bus
pullouts to function adequately.
Right-of-way constraints prohibit construction of bus pullouts

at the intersection of Lund Avenue and Bethel Road and on
the east side of the intersection of Sedgwick Road and Bethel
Road. Bus service at both of these locations will be provided
by a standard in-lane bus stop.
Additional in-lane bus stops may be included on Bethel

Avenue in order to provide convenient service to transit
customers. The location of these stops will likely change as
service demands fluctuate.
Mid-block pedestrian crossing at
The 2002 channelization plans included at the beginning of Safeway.
this section show the location of all of the bus pullouts and
permanent in-lane bus stops approved by Kitsap Transit.

AUGUST 2000
TRANSPORTATION
WHY ACCESS MANAGEMENT?

The development of Bethel Road brings new goods and services to
the citizens of South Kitsap County. It also brings the challenge of
providing a reliable, safe, free-flowing transportation network to
serve the Commercial Zone. Access Management has been
adopted as one of the major tools to meet this challenge.
The intent of Access Management is to provide access for land

development, while preserving the safety, capacity, and speed of
travel on the corridor. Studies have shown that the uncontrolled Access Management helps to reduce
proliferation of driveways and intersections along a given section congestion, like this backup on
of roadway reduces the average speed of travel, increases the Bethel Road approaching Lund
number and severity of accidents, and inhibits bicycle and Avenue.
pedestrian usage. In addition, it has been shown that poorly
designed entrances and exits also cause congestion and create a
negative image for the commercial district.
Access Management examines both the function of the roadway

and the impact of proposed access points. The ordinance
categorizes all county roads within the Commercial Zone by
function, land use, and traffic volume. Regulations governing the
spacing of access points, traffic signals, private and public road
intersections and the placement of medians have been adopted for
each roadway classification. Access points are identified by
category based on the volume of traffic predicted to use the
proposed driveway. The resulting system provides a framework
for evaluating impacts and consistently applying regulations, yet
provides flexibility to address special conditions and make
exceptions where the public interest is not endangered.
HOW IS ACCESS MANAGEMENT APPLIED?

Access Management is a two-part system that evaluates both the
intended use and function of the roadway and the probable impact
of the proposed access connection. These two designations are
known as Roadway Classification and Access Category.
Roadway Classification
Kitsap County has classified all of the existing and proposed
county roadways within the Bethel Road Commercial Zone, except
for Sedgwick Road, based on intended function and project traffic
volumes. Sedgwick Road has not been included in this effort
because it is a state highway. The State Department of
Transportation has jurisdiction over access to this route, and has
been involved in the development of this plan, and has worked
with the county to ensure that both agencys plans are compatible.

AUGUST 2000
TRANSPORTATION
Bethel Road and Lund Avenue are classified as Class B

roadways. Roads in this classification provide travel over
moderate distances between cities and communities at
moderate speeds. Mobility for regional traffic is favored over
direct access to abutting land.
Blueberry, Salmonberry, and the new Commercial Collectors

are classified as Class C roadways. Roads in this Class B roads provide travel
classification provide travel over short distances within a between cities and communities.
community at moderate speeds. Access is regulated, but less
restrictive than for Class B roadways. Their primary
function is to link internal access roadways with the regional
network.
Public roadways providing internal circulation within the

Engineered Zones are classified as Class D roadways. This is
the least restrictive classification. These roadways are
intended to provide access to parking areas and businesses Class C roads provide travel
where the need for access is favored over mobility. within a community.
Class D roads provide access to

parking areas and businesses.
Roadway Classification
Class Description Design Minimum Signal Median Private Direct Access
& Function Speeds & Intersection
Spacing
Class B 30 to 40 mile Restrictive median required Allowed with restrictions:
MPH on multilane roadways. 300 feet minimum spacing.
Moderate speed, One access per parcel or contiguous parcels, exceptions
moderate volume, Two-way left turn lane allowed with justification.
intracity roadways. allowed if ADT less than No additional access for subdivided parcels.
25,000. All access must meet minimum standards, corner clearance
allowances not permitted.
Class C 30 to 35 mile Restrictive median may be Allowed with restrictions:
MPH used if operational or safety 150-foot minimum spacing.
Moderate speed, conditions warrant. One access per parcel or contiguous parcels, exceptions
moderate volume, allowed with justification.
short distance No additional access for subdivided parcels.
roadways. Corner clearance restrictions apply.
Class D 25 to 35 mile Restrictive median may be Allowed with restrictions:
MPH used if operational or safety 125-foot minimum spacing.
Low speed, moderate Less than mile conditions warrant. One access per parcel or contiguous parcels, exceptions
volume, short permitted with allowed with justification.
distance roads. justification. Additional access for subdivided parcels may be allowed with
justification.
Corner clearance restrictions apply.
AUGUST 2000
TRANSPORTATION
Corner Clearance
Access to lots adjacent to intersections poses special challenges.
The high volume of turning traffic, variable speeds, merging cars,
and pedestrians often lead to increased congestion and a higher
accident rate at these locations. However, because of the visibility
of these lots, corner locations are often smaller in size and highly
sought after by businesses that depend on high volumes of drop-in
customers.
To balance the need for public safety with the need for access at
these locations, the County has adopted special regulations
regarding the location of access points for corner lots on Class C
and D roadways. All access points, including those for corner lots,
must meet the minimum spacing requirements for Class B
roadways.
Whenever possible, it is preferable that corner clearances for

230-foot minimum corner
driveways at intersections meet the minimum spacing clearance is determined by
requirements for all roadway classifications. Alternately, access measuring from fogline to
via the internal road network should be considered. However, if fogline.
minimum spacing cannot be met due to property frontage or size
and joint access cannot be obtained or, in the Countys
determination, is not feasible due to conflicting land use, traffic
volume, or operational characteristics, then a single connection
might be permitted. That connection would be subject to the
following restrictions.
Corner Clearance At Intersections

For Class C and D Roadways
Without Restrictive Median
Position Access Allowed Minimum

(feet)
Approaching Intersection Full Access 230*
Approaching Intersection Right In Only 100
Departing Intersection Full Access 230*
Departing Intersection Right Out Only 100
*For Class D roadways and for speeds less than 35 MPH, 125 feet may
be used.
100-foot corner clearance is

determined by measuring
from fogline to fogline.

AUGUST 2000
TRANSPORTATION
ACCESS CATEGORY
The impact of a given access point on the function of the road
network is determined by the amount of traffic likely to be
generated by the proposed development. The number of estimated
vehicle trips entering and leaving the applicants site on an
average weekday, referred to as Average Week Day Vehicle Trip
Major Connections serve large-
Ends (AWDVTE), can be accurately estimated using this system.
volume generators, typically
shopping malls and fast-food
Three Access Categories have been established:
restaurants.
Major Connections for large-volume generators such as large
shopping malls, fast-food restaurants, and regional post
offices.
Minor Connections for moderate-volume generators such as
doctors offices, banks, single-occupant retail stores, or small
apartment buildings.
Minimum Connections for low-volume generators such as
single-family homes, duplexes, and agricultural accesses
where retail sales are not included.
Minor Connections serve
ACCESS CONNECTION PERMITS moderate-volume generators,
such as banks.
Existing residential driveways within the Bethel Road
Commercial Zone shall remain in place and do not require
permits. As parcels are developed, the existing driveways will be
removed; all new access connections will be required to obtain an
Access Connection Permit from Kitsap County before constructing
the driveway.
A copy of the Access Management Ordinance and a detailed

discussion of the permitting process and requirements can be
found in Appendix 3: Access Management. Minimum Connections serve low-
volume generators, such as this
single-family home.
Existing residential driveways

shall remain in place and do
not require permits.

AUGUST 2000
LAND USE
COMMUNITY IN TRANSITION
Driving south along Bethel Road reveals a landscape of
sudden changes. Rolling pastureland, rivulet-laced
woodlands, and small urban farms abut large commercial
developments and fast-food restaurants. Large volumes of
traffic stream north and south between the regions east-west
arterials.
Many of the large, easy-to-develop parcels of land have

already been transformed into shopping malls, and the
proliferation of For Sale signs leaves no doubt that the area
is primed for rapid expansion. Clearly, Bethel Road is a Although the area is zoned
community in transition. Commercial, portions of Bethel
Road remain rural in character.
Developing a plan for well-managed growth will enable the
community to capitalize on this opportunity to guide the
regions expansion. The commercial area adjacent to Bethel
Road has good access to major regional highways, existing
utilities, favorable zoning, and a growing reputation as the
regions new shopping district. There are also several
wetland systems; a number of small, unnamed drainages
that crisscross the area; and a wildlife conservation area
abuts a section of the western boundary. Land use standards
provide a framework for balancing environmental concerns
with a growing communitys need for goods and services. The The transition from residential to
land use standards included in this plan were developed with commercial is evidenced by new
extensive public involvement and are intended to encourage construction.
environmentally sensitive development that reflects the
communitys values.
A fully developed commercial zone

is anticipated by 2020.
Intent of Land Use Standards

Encourage and promote public health, safety and welfare.
Promote orderly, coordinated growth and enhance property values.
Provide for an aesthetic living, working, and commuting environment that will
stimulate business, promote investment, and encourage full occupancy.
Conserve the areas natural resources and ensure environmentally sensitive
development practices.
Reduce traffic congestion and accidents.
BETHEL CORRIDOR DEVELOPMENT PLAN LU-1

August 2000
LAND USE
BUILDING A VISION
Interim Land Use Standards were enacted in September of
1999. These standards were temporary in nature, intended
to allow the community time to investigate the many complex
issues surrounding land use and reach consensus on the
standards needed to appropriately guide development in the
Commercial Zone. The guidelines also provided direction for
projects proposed during development of the final standards
to preclude conflicts and retain options.
The Land Use Issue Group met on a monthly basis

throughout the fall and winter of 1999 to discuss its vision for
the corridor and develop final land use standards. This
volunteer citizens group relied heavily on data collected from
two mail-in surveys, comments collected at two open houses,
and testimony from the Public Hearing before the County
Commissioners. Technical support was provided by the
Corridor Design Team and state agencies. The Land Use Public input affected the process
Issue Group recommended several changes to the interim and was evident in the evolution of
standards that were endorsed by the Bethel Corridor the land use standards.
Advisory Committee and ultimately incorporated into the
final standards.
These changes included eliminating the 20-acre master plan

requirement, adding incentives for retention of natural
vegetation, creating clear landscaping requirements, and a
more flexible theme approach to building design,
eliminating the window requirements, and enhancing
pedestrian amenities. In addition, the text has been
reorganized for easy reference and the language simplified
for clarity.
BETHEL LAND USE STANDARDS

The Bethel Land Use standards apply to property within the The community vision includes
Highway/Tourist/Commercial Zone between Ives Mill Road Pacific Northwest style buildings.
and Lund Avenue. Minor variations in these standards may
be permitted to allow for topographic constraints, flexibility
for coordinated design, and creativity.
Typical Pacific Northwest style
In order to create a sense of place in keeping with the elements
Northwest theme chosen by the citizens at the Design Natural building materials
Charrette, buildings will be located adjacent to the street Dormers
with the main entrance from the public sidewalk and parking Pitched roofs
in the rear. Building faades will be modulated to provide a Wood columns
strong street edge and aesthetic interest. Architectural Overhanging eaves
elements in the Pacific Northwest style are strongly
Muted colors
encouraged. Embellishment of corner buildings will provide
additional architectural focal points along the corridor. The
location and style of signs will harmonize with the site plan
and be in keeping with the building style.

August 2000
LAND USE
Property owners within each Engineered Zone (see LU-14 for

detailed explanation of engineered zone concept) must
coordinate development with adjacent parcels to provide
internal circulation, joint driveways, and interconnected
parking lots. Human scale designs are preferred. These
designs de-emphasize the automobile through the use of
clustered buildings and small, interconnected parking areas
linked by convenient well-defined pedestrian walkways to
other shops, transit, and public areas.
Landscaping will be used to screen commercial development

from adjacent residential areas and provide a buffer along
Bethel Road. Incentives are included in the Land Use
standards to encourage retention of native vegetation and
significant trees.
Access to and from a free-flowing transportation system is

the lifeblood of commercial development. To minimize
congestion and promote single stop shopping, the Land Use Interconnected commercial
standards require that developments coordinate internal developments provide safe
circulation within Engineered Zones. Interconnected parking pedestrian ways a drastic
lots, convenient pedestrian walkways, and reasonable difference from current conditions,
provision for transit connections must be incorporated into which force pedestrians to walk on
the site plan. gravel shoulders along the narrow
roadway, as depicted above.
The Kitsap County Planning Department will make every
effort to expedite the review and approval process for
developments that comply with the Department of
Community Development Land Use standards.

August 2000
LAND USE

010. General Provisions
A. These policies shall apply to the property zoned

Highway/Tourist/Commercial (HTC) along Bethel Road between SE
Ives Mill Road and the Port Orchard city limits, and shall
complement regulations found within the Kitsap County Zoning
Ordinance. Upon rezoning to HTC other parcels along the corridor
will also be subject to these policies. Refer to the following chapters
for additional related regulations:
New construction, such as
1. Chapter 355 Commercial Zones this Walgreens at Bethel and
Lund, requires site plan
2. Chapter 385 Landscaping Standards review.
3. Chapter 400 Land Use Review
4. Chapter 405 Pre-application Review
5. Chapter 410 Site Plan Review
6. Chapter 435 Off-Street Parking and Loading
7. Chapter 445 Signs
B. The provisions of these policies shall apply to:
1. All new construction requiring site plan review (S.P.R.)
2. Any redevelopment, remodel, or improvement project that

exceeds 75 percent of the current assessed value of the
existing improvements within a 12-month period. The
following applies to such remodels:
a) Only the portions of the building or site being

altered or added to shall be required to comply
with these standards;
b) Project applicants for such redevelopment shall
arrange a pre-design meeting with the county in
order to identify those design standards
applicable to the proposed addition or alteration.
C. In order to allow flexibility and creativity the following shall apply:
1. Minor variation from these policies may be permitted in

project design, subject to approval of the County, providing
the intent of the policy is still met.
2. At the Countys discretion, a delayed benefit agreement may

be entered into by and between Kitsap County and property
owners or developers provided that the terms of any such
agreement shall be consistent with the purpose and intent
of these standards. All delayed benefit agreements must be
approved by the Director of Public Works.

AUGUST 2000
LAND USE
D. Through the project review and approval process, the County may
impose a requirement that all developments shall support the
formation of a future County Road Improvement District (CRID)
as a mechanism to finance identified improvements to the Bethel
Road corridor.
E. Expedited Review. Developments that fully comply with the

policies in this chapter and connect to public water, sewer, and
stormwater will receive expedited permit processing. In order to
be eligible, applications for development must submit a detailed
description of how the project meets these standards with the site
plan review application.
F. Engineered Zones (See Bethel CDP, pg LU-14 for full description)
1. The future roadway network identified by the Bethel Road

Corridor Plan establishes blocks of land bounded by
existing or future roadways. In most cases these blocks
share identified access points, and in some cases,
stormwater control areas. These blocks are known as
Engineered Zones.
2. Kitsap County promotes collaboration among adjacent

landowners within each Engineered Zone. Owners are
encouraged to prepare coordinated and complementary
development plans. At a minimum, development plans
must accommodate interconnections between buildings
and parking lots on adjacent parcels within each
Engineered Zone.
020. Site Design
A. Standard Requirements
1. All requirements of Chapter 355, Commercial Zones

Highway/Tourist Commercial, of the Kitsap County
Zoning Ordinance shall be met, except as modified herein.
2. All site plans shall include sufficient detail to determine

compatibility with development already situated in the
area and future development on adjacent undeveloped
parcels.
3. Site plans will be reviewed under the provisions of Chapter

410, Site Plan Review, of the Kitsap County Zoning
Ordinance.
4. Development of parcels fronting on Bethel Road must

locate buildings adjacent to the right-of-way. Clearly
defined, direct access to the primary building entrance
must be provided from the public sidewalk.

AUGUST 2000
LAND USE
5. Parcels at the intersection of Bethel Road and a future

commercial collector must locate a building at the corner.
Land located beyond the first access/entrance into a site
from the commercial collector is not subject to the
maximum setbacks listed in Section 020.B below.
6. Commercial sites divided into outlying pads for small

tenants must be configured in size and shape to ensure
that buildings create a strong street edge.
7. At full buildout of multiple building sites at least 50

percent of the street frontage should have building
facades adjacent to it.
B. Setbacks from Right-of-Way

Building setbacks from Bethel
1. Minimum building setback from Bethel Road: 2 feet
Road and commercial
2. Maximum building setback from Bethel Road: 20 feet* connectors.
3. Minimum building setback from other public/

private roads: 2 feet
4. Maximum building setback from other public roads:

See 020.A.5 above 10 feet*
5. The setback area between the building and the edge of

right-of-way must be developed with a widened sidewalk,
landscaping, or other pedestrian-friendly features. In no
case can the area be utilized for improvements that could
create a barrier between the building and the sidewalk.
6. In some cases, larger setbacks may be necessary due to the

location of power poles or other utilities. In such cases, the
maximum setbacks listed above may be adjusted during
the pre-application or site plan review process. Buildings
adjacent to power poles and lines must maintain the
minimum clearance requirements established by Puget
Sound Energy.
* At least 50 percent of the building faade must meet the

maximum setback. Remaining portions of the building
can be stepped back to accommodate public open space,
entries, or utility structures. Stepped-back areas may not Setbacks are landscaped for
exceed 20 feet beyond the established maximum setback. pedestrian-friendly
environment.
C. Coordinated Site Planning
1. Kitsap County encourages cooperation among landowners

to prepare prospective overall development plans that
provide for coordinated development and access between
adjoining parcels.

AUGUST 2000
LAND USE
2. Configuration and site design of development shall cluster

structures and uses with coordinated circulation and
access.
3. Owners or developers shall coordinate with owners of

adjacent parcels and consolidate, where possible, vehicular
circulation routes to interconnect public and/or private
streets. Circulation corridors shall extend to site
boundaries.
This illustration includes a major big box tenant and two smaller buildings,
showing how street frontage requirements can be met.

AUGUST 2000
LAND USE
030. Parking
A. Commercial developments shall provide coordinated

internal circulation and connected parking facilities.
B. All new development shall accommodate joint use of

driveways and parking to reduce overall parking needs
and minimize interruptions to traffic flow on Bethel Road.
1. New driveways shall be spaced as specified in the

Access Management chapter of the Bethel Road
Corridor Plan;
2. Temporary driveways may be allowed by the
Kitsap County Public Works Department where
the driveway cannot be placed in its ultimate
planned location. In such cases, the temporary
driveway must be removed following the
completion of the roadway network in the
engineered zone in which the project is located.
C. When possible, sites should be designed to avoid the

appearance of domination by automobiles. This may be
achieved by:
1. Placing berms and landscaping or architecturally

treated walls between the street and the parking Well-defined walkways are
lot where adjacent to roadways; required throughout parking
2. Incorporating clusters of existing trees and lots.
vegetation within parking areas;
3. Locating parking lots behind buildings;
4. Designing lots into smaller interconnected areas
rather than large, single-use lots.
D. Well-defined walkways must be designed into all parking

lots containing over 50 cars. At least one walkway must be
provided for every three rows of parking. Interconnections
between walkways should be provided to create safe
walking conditions throughout the parking lot.
E. Walkways through parking lots must be a minimum of 5-

feet wide, and can be designated by:

AUGUST 2000
LAND USE

010. General Provisions
A. These policies shall apply to the property zoned

Highway/Tourist/Commercial (HTC) along Bethel Road between SE
Ives Mill Road and the Port Orchard city limits, and shall
complement regulations found within the Kitsap County Zoning
Ordinance. Upon rezoning to HTC other parcels along the corridor
will also be subject to these policies. Refer to the following chapters
for additional related regulations:
New construction, such as
1. Chapter 355 Commercial Zones this Walgreens at Bethel and
Lund, requires site plan
2. Chapter 385 Landscaping Standards review.
3. Chapter 400 Land Use Review
4. Chapter 405 Pre-application Review
5. Chapter 410 Site Plan Review
6. Chapter 435 Off-Street Parking and Loading
7. Chapter 445 Signs
B. The provisions of these policies shall apply to:
1. All new construction requiring site plan review (S.P.R.)
2. Any redevelopment, remodel, or improvement project that

exceeds 75 percent of the current assessed value of the
existing improvements within a 12-month period. The
following applies to such remodels:
a) Only the portions of the building or site being

altered or added to shall be required to comply
with these standards;
b) Project applicants for such redevelopment shall
arrange a pre-design meeting with the county in
order to identify those design standards
applicable to the proposed addition or alteration.
C. In order to allow flexibility and creativity the following shall apply:
1. Minor variation from these policies may be permitted in

project design, subject to approval of the County, providing
the intent of the policy is still met.
2. At the Countys discretion, a delayed benefit agreement may

be entered into by and between Kitsap County and property
owners or developers provided that the terms of any such
agreement shall be consistent with the purpose and intent
of these standards. All delayed benefit agreements must be
approved by the Director of Public Works.

AUGUST 2000
LAND USE
D. Through the project review and approval process, the County may
impose a requirement that all developments shall support the
formation of a future County Road Improvement District (CRID)
as a mechanism to finance identified improvements to the Bethel
Road corridor.
E. Expedited Review. Developments that fully comply with the

policies in this chapter and connect to public water, sewer, and
stormwater will receive expedited permit processing. In order to
be eligible, applications for development must submit a detailed
description of how the project meets these standards with the site
plan review application.
F. Engineered Zones (See Bethel CDP, pg LU-14 for full description)
1. The future roadway network identified by the Bethel Road

Corridor Plan establishes blocks of land bounded by
existing or future roadways. In most cases these blocks
share identified access points, and in some cases,
stormwater control areas. These blocks are known as
Engineered Zones.
2. Kitsap County promotes collaboration among adjacent

landowners within each Engineered Zone. Owners are
encouraged to prepare coordinated and complementary
development plans. At a minimum, development plans
must accommodate interconnections between buildings
and parking lots on adjacent parcels within each
Engineered Zone.
020. Site Design
A. Standard Requirements
1. All requirements of Chapter 355, Commercial Zones

Highway/Tourist Commercial, of the Kitsap County
Zoning Ordinance shall be met, except as modified herein.
2. All site plans shall include sufficient detail to determine

compatibility with development already situated in the
area and future development on adjacent undeveloped
parcels.
3. Site plans will be reviewed under the provisions of Chapter

410, Site Plan Review, of the Kitsap County Zoning
Ordinance.
4. Development of parcels fronting on Bethel Road must

locate buildings adjacent to the right-of-way. Clearly
defined, direct access to the primary building entrance
must be provided from the public sidewalk.

AUGUST 2000
LAND USE
5. Parcels at the intersection of Bethel Road and a future

commercial collector must locate a building at the corner.
Land located beyond the first access/entrance into a site
from the commercial collector is not subject to the
maximum setbacks listed in Section 020.B below.
6. Commercial sites divided into outlying pads for small

tenants must be configured in size and shape to ensure
that buildings create a strong street edge.
7. At full buildout of multiple building sites at least 50

percent of the street frontage should have building
facades adjacent to it.
B. Setbacks from Right-of-Way

Building setbacks from Bethel
1. Minimum building setback from Bethel Road: 2 feet
Road and commercial
2. Maximum building setback from Bethel Road: 20 feet* connectors.
3. Minimum building setback from other public/

private roads: 2 feet
4. Maximum building setback from other public roads:

See 020.A.5 above 10 feet*
5. The setback area between the building and the edge of

right-of-way must be developed with a widened sidewalk,
landscaping, or other pedestrian-friendly features. In no
case can the area be utilized for improvements that could
create a barrier between the building and the sidewalk.
6. In some cases, larger setbacks may be necessary due to the

location of power poles or other utilities. In such cases, the
maximum setbacks listed above may be adjusted during
the pre-application or site plan review process. Buildings
adjacent to power poles and lines must maintain the
minimum clearance requirements established by Puget
Sound Energy.
* At least 50 percent of the building faade must meet the

maximum setback. Remaining portions of the building
can be stepped back to accommodate public open space,
entries, or utility structures. Stepped-back areas may not Setbacks are landscaped for
exceed 20 feet beyond the established maximum setback. pedestrian-friendly
environment.
C. Coordinated Site Planning
1. Kitsap County encourages cooperation among landowners

to prepare prospective overall development plans that
provide for coordinated development and access between
adjoining parcels.

AUGUST 2000
LAND USE
2. Configuration and site design of development shall cluster

structures and uses with coordinated circulation and
access.
3. Owners or developers shall coordinate with owners of

adjacent parcels and consolidate, where possible, vehicular
circulation routes to interconnect public and/or private
streets. Circulation corridors shall extend to site
boundaries.
This illustration includes a major big box tenant and two smaller buildings,
showing how street frontage requirements can be met.

AUGUST 2000
LAND USE
030. Parking
A. Commercial developments shall provide coordinated

internal circulation and connected parking facilities.
B. All new development shall accommodate joint use of

driveways and parking to reduce overall parking needs
and minimize interruptions to traffic flow on Bethel Road.
1. New driveways shall be spaced as specified in the

Access Management chapter of the Bethel Road
Corridor Plan;
2. Temporary driveways may be allowed by the
Kitsap County Public Works Department where
the driveway cannot be placed in its ultimate
planned location. In such cases, the temporary
driveway must be removed following the
completion of the roadway network in the
engineered zone in which the project is located.
C. When possible, sites should be designed to avoid the

appearance of domination by automobiles. This may be
achieved by:
1. Placing berms and landscaping or architecturally

treated walls between the street and the parking Well-defined walkways are
lot where adjacent to roadways; required throughout parking
2. Incorporating clusters of existing trees and lots.
vegetation within parking areas;
3. Locating parking lots behind buildings;
4. Designing lots into smaller interconnected areas
rather than large, single-use lots.
D. Well-defined walkways must be designed into all parking

lots containing over 50 cars. At least one walkway must be
provided for every three rows of parking. Interconnections
between walkways should be provided to create safe
walking conditions throughout the parking lot.
E. Walkways through parking lots must be a minimum of 5-

feet wide, and can be designated by:

AUGUST 2000
LAND USE
1. Surfacing Use of pavers or other materials that

are clearly different from the driving areas in color,
texture, or composition;
2. Elevation Walkways may be raised to establish
clear separation from auto oriented areas;
3. Landscaping Vertical plantings such as trees or
shrubs adjacent to walkways.
A. Walkways described in number 040.D.5 above may not be Walkway surfaced with
surfaced in asphalt, gravel, grass, or the like. pavers to clearly separate it
from driving areas.
B. On parcels adjacent to Bethel Road, no parking shall be
located between the building and the front property line.
On corner lots, no parking shall be located between the
building and either of the two (2) front property lines. If a
parcel abuts more than two (2) streets, no parking shall be
located between the building and the property lines
abutting the two (2) streets with the highest roadway
classification.
C. Bicycle parking must be provided in all new parking lots. Raised sidewalk separates
A minimum of one bicycle parking space per 10 vehicle pedestrians from driving
spaces must be provided (maximum 10 bicycle stalls per areas.
parcel). Bicycle parking areas should be:
1. Located in a covered, secure area;

2. Accessible by means other than stairs;
3. Separated from vehicle parking areas by physical
barriers such as bollards, posts, or landscaping;
4. Located adjacent to each building within a multi-
building complex.
040. Pedestrian Circulation
A. Pedestrian walkways must provide direct and convenient

connections between Bethel Road, parking lots, and
building entrances. Vertical planting used to
designate walkway.
B. Public sidewalks may be considered part of the walkway
system if they provide convenient and direct movement
between structures.
C. Pedestrian and bicycle linkage shall be provided between

adjacent developments.

AUGUST 2000
LAND USE
050. Landscaping and Tree Retention
A. All projects must comply with Chapter 385, Landscaping,

of the Kitsap County Zoning Ordinance, except as modified
herein.
B. New development shall provide a minimum 20 feet of

maintained landscaped areas outside the right-of-way
along Bethel Road, except where buildings are located
closer to the street than 20 feet. Landscaping between the One interior tree is required for
street and parking areas must be bermed or designed in every six parking stalls.
such a manner as to obscure development from the street.
C. Commercial development adjacent to existing residential

areas or zones must provide a dense vegetated buffer, or
equivalent, for visual screening purposes.
1. Buffers must be landscaped if existing vegetation

does not sufficiently obscure the commercial
activities from residential areas;
2. Buffers may be provided by any combination of
landscaping, sight-obscuring fencing, or other
means that provide visual relief and beautification
between commercial and residential areas.
D. Trees and other landscape features shall be used in

parking areas to promote pedestrian safety, promote
shade, and reduce visual impacts of large parking areas
and buildings.
1. Parking lots containing over 20 stalls shall have a

minimum of one interior tree for every six (6)
parking stalls;
2. Trees shall be evenly distributed between parking Minimum landscape island
rows or stalls throughout the parking lot; dimensions.
3. Trees shall be planted in landscape islands that
are a minimum of 6 feet wide and no more than 2
feet shorter than the length of the adjacent stall.

AUGUST 2000
LAND USE
060. Signs
A. All signage shall be subject to the requirements of Chapter

445, Signs, of the Kitsap County Zoning Ordinance except
as noted below.
1. Monument signs shall not exceed 6 feet in height

from finished grade elevation;
2. Monument signs shall reflect the architectural
character of the building(s);
3. All signage locations shall be identified at time of
land use approval;
4. Special consideration shall be given to allow Signs should reflect the
signage on more than one building wall where architectural character of the
entrances are provided from the roadway and from building.
the parking area;
5. Signs placed in windows shall be limited in size to
10 square feet each and cannot comprise more
than ten percent of the total glazed area of each
window.
070. Environmental Protection
A. All development on the Bethel Corridor must comply with

the standards set forth in the Kitsap County Critical Areas
Ordinance.
080. Building Design
A. No single architectural style is required; however,

buildings designed to reflect the architectural styles of the
Pacific Northwest are strongly encouraged.
B. Buildings should reflect an individual design that has

considered the unique attributes of the site and its
surroundings.
C. The front faade of all buildings adjacent to the street

right-of-way shall be oriented toward the street.

AUGUST 2000
LAND USE
D. Blank walls adjacent to Bethel Road are to be avoided.

Pedestrian-friendly, visually interesting building facades
may be created by incorporating:
1. Transparent windows and doors;

2. Art or architectural treatments such as sculpture,
mosaic, glass block, or similar features;
3. Vertical trellis with climbing plants.
4. Display windows;
5. Other similar features that interrupt blank walls The primary building entrance
and create visual interest. should be oriented toward the
street.
E. Exterior building design shall incorporate at least three of
the following:
1. Traditional building materials such as masonry,

stone, heavy timbers, brick, wood, and other
natural-appearing materials;
2. Pitched roof with dormers;
3. Wood columns;
4. Color and texture variations;
5. Roofs with overhanging eaves (minimum overhang
3-feet);
6. Tower elements for buildings on corner lots;
7. Unique architectural lighting;
8. Plazas or other exterior gathering space for
outdoor dining or enjoyment;
9. Enhanced landscape design including such
features as fountains or other water features,
retention of natural vegetation, or incorporation of
wetlands into landscape and site design;
10. Sixty percent non-reflective glazing on the ground
floor of street-facing building frontages;
11. Canopies constructed of permanent, Exterior design features should
nontransparent materials other than fabric; reflect the Northwest
12. Divided light windows. character.
F. Building colors should accent, blend with, or complement

surroundings.
G. Muted earth tones with contrasting trim colors should be

utilized.

AUGUST 2000
LAND USE
H. Buildings that are located on a corner are encouraged to

incorporate special architectural elements to create a focal
point.
I. Long blank walls are to be avoided. This may be achieved

by changes in colors and materials, placement of windows,
use of awnings and canopies, and architectural details and
features.
J. Modulation (defined as measured setback or offset in a

building face) shall be incorporated to reduce overall bulk
and mass of buildings. No uninterrupted length of any
faade shall exceed 60 horizontal feet without an offset,
setback, or other interrupting element.
090. Variance
Applicants may request a variance to the standards set forth in these

policies. The Director of the Department of Community Development
may approve, approve with conditions, or deny such a variance
administratively, in a process consistent with the Kitsap County Land
Use and Development Procedures Ordinance. A variance shall be
considered only after submittal of a written request. The written
request should detail the circumstances indicating why a variance is
necessary and how the request meets the criteria identified below:
A. Unusual topographic or physical conditions that preclude

the location of building faades adjacent to the right-of-
way, interconnection of parking lots, or compliance with
other sections of this chapter;
B. Demonstration that affected adjacent property owners

have been notified of the proposed development and
variance request, and that the granting of a variance may
have impact on their future development;
C. Demonstration that the proposed development will meet

the intent of this chapter regarding site planning,
landscaping, building features, street standards, access
control, internal circulation, setbacks, and pedestrian
safety if the variance were to be approved.

AUGUST 2000
LAND USE
Engineered Zones
Development of commercial property requires an investment
in a complex and usually unseen network of supporting
services. This network includes roadways, water, sewer,
stormwater facilities, power, gas, phone, and cable. To
L EHT E B
E
function properly, each of these systems must be designed
E.
with the greater regional network in mind. A coordinated
AV
approach is therefore essential.
E
D
N
LU
The rudimentary backbone of this unseen network already
E
exists along Bethel Road; however, expansion and
E
1
improvement of these systems will be necessary to provide
E
adequate service when the Commercial Zone is fully
developed. Ideally, detailed plans would be drawn up in
E
advance to show exactly how the future system would look.
RE
1
However, without detailed knowledge of the exact number
.D
E
and type of businesses to be constructed at each location, it is
E
difficult to design an appropriate system. Therefore, the
Corridor Development Plan must be flexible enough to
E
EZ
1
accommodate incremental growth, yet consider the function
of the system as a whole.
E
Establishing Engineered Zones allows for incremental
EZ
Z
development of small parcels, yet provides for design and
Z
construction of an integrated regional system. Under this
SEDGWICK RD.
plan, blocks of adjoining lots with similar topography are
E
Z
Z
grouped into zones. Basic services, such as roadways, water,
E Z
sewer, and other utilities, will be designed for all of the lots
Z
E
in each zone when the first property develops. Property
1
E
owners must coordinate development to create an integrated
Z
design for each zone. Latecomers agreements will be
established as needed to allow development of properties in
Z
zones where adjacent parcels remain residential.
TEB
H
LE
Z Z
ZZ
Z
Z
Z
Z Z
Z
5
Z
Z40

August 2000
LAND USE
Most of the Engineered Zones are between 8 and 10 acres in

size and are defined by the street grid. Primary services, Benefits of Engineered Zones
such as sewer and water main lines and the power Integrated system
distribution lines, will be located on Bethel Road in Incremental construction
designated Utility Corridors, but access to these facilities will Coordination of land use
be limited to specific locations at major intersections. Elimination of construction
Secondary lines will be extended along the new commercial delays
connectors where they will be easily accessible for Expedited review and approval
maintenance and repair. In this manner, the infrastructure
will be built in sections as each Engineered Zone develops.
This system has the added benefit of prolonging the life of the
new roadway surface on Bethel Road by eliminating the need
for open cutting, trenching, and patching of the pavement
each time a new business needs sewer or water service. It
also expedites the review and approval process for new
developments.
Stormwater
Stormwater collection and treatment systems play an

important role in protecting natural areas. Without Advantages of Regional Pond
treatment, runoff from paved surfaces picks up sediments System
and other pollutants and carries them to surface drainage More efficient to construct
courses. There they degrade water quality and potentially Easier to maintain
impact water-dependent organisms. This is true for both Placed in logical locations on
roadways and parking areas. existing drainage patterns
Maximizes acreage for
Widening Bethel Road and developing commercial properties commercial development
adjacent to Bethel Road will create a need for stormwater
facilities to collect and treat runoff. A possible approach
would be to establish a system of regional stormwater ponds
designed to collect and treat the runoff from large areas.
Such ponds are typically owned and operated by the
jurisdiction in which they are located. This approach is
usually more efficient because county and city public works
departments have the staff, expertise, and equipment
necessary to maintain the ponds in a manner that facilitates
their continued performance.
The feasibility of establishing a regional stormwater system

will be analyzed during the design phase of this project.
Such a system would most likely require construction of two
or three large ponds capable of collecting and treating the
stormwater from the large undeveloped portions of the
corridor. If this approach is determined to be workable, the
ponds would be owned and operated by the county. New
developments would be allowed to discharge stormwater to
the regional system. Appendix 4 includes preliminary
analysis of the regional stormwater system.

August 2000
LAND USE
Roadway
Roadway improvements in the Commercial Zone will be

completed in phases as described in the Transportation
section of this document. The first phase includes widening
Bethel Road to four lanes with median barrier, bike lanes,
planting strips, and sidewalks. A total of 100 feet of right-
of-way will be required to accommodate the new roadway
section. The project will be funded by Kitsap County.
Construction is scheduled to begin in 2002.
The proposed cross-section for the new Commercial

Connectors includes two through lanes, a center two-way
left-turn lane, planting strip, and sidewalk. Total right-of- Typical roadway section for Bethel
way requirements are 60 feet. Utilities will be located under Road.
the sidewalk whenever possible to facilitate maintenance and
repair.
Construction of the new Commercial Connectors and

improvements to existing secondary streets will occur as each
Engineered Zone is developed. The road network will fill in a
section at a time as the Commercial Zone reaches full
buildout. Completion is expected by 2020. The developers
within each Engineered Zone will share the construction cost.
Typical roadway section for

Commercial Connectors.

August 2000
LAND USE
Utilities
Easy access to water, sewer, power, phone, cable, and gas is

necessary for full development of the Commercial Zone.
These utilities already exist along Bethel Road; however,
some of the systems will need to be upgraded, and all of them
will have to be extended to provide adequate service at full
buildout.
Water
The Annapolis Water District is planning to install a new 12-
inch watermain along Bethel Road to provide service to
future developments within the Commercial Zone. This line
will be located in the designated Utility Corridor with Proposed Utility Corridor:
provisions for lateral connections at the intersections. East Side of Bethel Road
Extension of the lateral lines along Blueberry Road and the
new Commercial Connectors will occur as each Engineered
Zone is developed. A new 12-inch water main will also be
installed on Salmonberry Road from Bethel to Jackson to
provide water service to the residential area east of the
Commercial Zone.
Local facility charges for water hookup are based on a front

footage charge and a total area charge.
Sewer
Construction of the new Fred Meyer store at the intersection
of Sedgwick and Bethel Roads required installation of a new
sewer main along Bethel Road. The line is now operational
and will provide service for future development within the
Commercial Zone. Manholes will be provided at intersections
to allow for connection of lateral lines to each Engineered
Zone. Proposed Utility Corridor:
West Side of Bethel Road
Design and construction of the new lateral lines will be
completed as each Engineered Zone develops. As parcels
develop and connect to the new sewer line, a latecomers fee
will be charged to pay for constructing the new trunk line to
Fred Meyer. Fees are based on the location of the parcel and
total acreage.

August 2000
LAND USE
Power
Overhead power is already available. Puget Sound Energy
has a transmission line and a distribution line located on the
west side of Bethel Road. The poles are located within the
existing right-of-way. Roadway widening will require the
poles to be moved at least 25 feet to the west.
The public has continually expressed a high level of interest

in underground utilities. However, the cost of
undergrounding transmission lines is extremely high.
Nevertheless, the county has determined that public interest
in relocating the lines may justify the additional cost to
underground the distribution lines. This possibility
continues to be researched and is intended to be resolved
during the design phase of the project. All future
development will be required to underground power lines
from the poles to their site.
Phone and Cable

It is highly likely that phone and cable will be located in a
trench under the new sidewalk. U.S. West will be performing Existing power lines on Bethel
a major rebuild of their system along Bethel Road. A vault Road.
will be located at every intersection to allow for easy
connection to the telephone and optic cable systems.
Design and construction of lateral lines for telephone and

cable along the new Commercial Connectors will occur as
each Engineered Zone develops. All new laterals will be
underground.
Gas
Natural gas is currently available along Bethel Road. A 2-
inch steel gas line is located on the east side of the road from
Ives Mill Road north to Vallair Court. North of Vallair Court
service is provided by a 2-inch steel lateral line from Lund
Avenue. A 2-inch steel line runs down the east side of Bethel
Road north of Lund Avenue and ends at Lundberg Road.
Two-inch steel gas lines also exist on Sylvis Lane, Crawford

Lane, and Salmonberry Road. In addition, a 6-inch steel line
extends the length of Salmonberry Road, and a 6-inch high-
pressure line is located on Ramsey Road between Blueberry
and Salmonberry Road.
The existing gas lines will remain in place. Service will be

extended as Engineered Zones are developed. New lateral
lines will be located in the utility corridors along the new
Commercial Connectors.

August 2000
S TREETSCAPE
CHARACTER BUILDING
Comments received on the mail-in surveys made it clear that
there was strong public interest for designing a corridor with
aesthetic appeal and a sense of place. The Streetscape Issue
Group was created to address these types of concerns and give the
public a guiding hand in determining the appearance of the new #@!?*
commercial corridor. !!!
Building on the results from the survey and the Charrette, the
Streetscape Issue Group chose design elements with a
Northwest character. This included landscaping with native GROWTH RATE:
Refers to how quickly a plant increases in size.
plants, upscale building styles, and subdued pavement treatments Rate often varies due to environmental factors
& individual species. Growth rate plays an
that would blend aesthetically, yet fit within the financial important role in mature appearance of landscape.
constraints of the project. The Corridor Design Team (CDT)
provided technical support to help the group resolve difficult
issues and presented their final selections to the Bethel Citizens
Advisory Committee (BCAC) for adoption. The community owes
these groups of hard-working volunteers a vote of gratitude for the
many hours dedicated to building a community place on Bethel
Road.
In 2002 Bethel Road will be widened from two to four lanes with a
median island, sidewalks, and a bicycle lane. The Streetscape
Issue Group evaluated many different design options for each
major element. The following selections were adopted by the
BCAC in February of 2000.
DROUGHT TOLERANCE:
Ability of a plant to maintain health in dry soil
Median Islands conditions. Drought tolerance of most trees
increases with establishment.
In order to increase the amount of green space and reflect the
natural beauty of the Northwest environment, planted islands
were chosen over entirely concrete medians. A narrow, medium-
sized tree with vase-shaped growth habit was chosen, because this
type of tree will not spread over the traveled lane and be damaged
by passing trucks. The selected trees will also be disease- and
pest-resistant, pollution-tolerant, and drought-hardy. Little
pruning or special care would be required for such trees to flourish
along the route. Drought-tolerant, deciduous, and evergreen
shrubs and groundcovers will be planted between the trees.
Occasional groupings of large specimen boulders will be included
for added interest.
At intersections, where the median narrows to 4 feet, plantings

will be replaced with concrete. The concrete median will be
colored a soft muted green and stamped with a 1-foot grid pattern.
MAINTENANCE:
All trees require a certain degree of care
to ensure beauty, longevity, & safety for
present & future generations, some more
than others.
BETHEL CORRIDOR DEVELOPMENT PLAN S-1

AUGUST 2000
S TREETSCAPE
Sidewalks
Sidewalks will be divided from the roadway by a 7-foot planter ?
strip. Street trees will be planted in the strip in irregular
groupings. A non-linear pattern was chosen to allow for the
retention of existing residential driveways in early phases of the
project. As these driveways are removed during later phases of
the project, drought-resistant groundcovers will be planted in PEST RESISTANCE:
these spaces to match the rest of the planting strip. Overall susceptibility of a tree species to disease
and/or insect infestations. Different species
have different resistances and susceptibilities
to pests.
One large tree and a smaller species will be incorporated into the
planter strips, for added variety and visual interest. Again, these
trees were selected for their pollution tolerance, drought
hardiness, and disease and pest resistance. The larger tree should
reach a maximum height of approximately 35 feet and have a
vase-like shape.
The smaller tree is expected to be drought tolerant, with a

rounded growth habit, reaching approximately 20 feet in height.
This tree may be a flowering variety to add color in early spring.
Final plant selections will be made during the design phase of the
project.
Lighting
Streetlights will also be located in the planting strip. The
Streetscape Issue Group debated the aesthetic benefits of
decorative street lighting, its relative cost, and the
appropriateness of using decorative lighting fixtures on a
commercial corridor. Ultimately, the Issue Group elected to keep
standard street lighting as recommended by the work groups at
the Charrette.
Street Furniture
Park benches, trash receptacles, drinking fountains, and bike
racks were not high priorities in terms of spending public money. SIGHT OBSCURITY:
How individual form, size, and species
It was believed that although these amenities would be nice to of tree affect human sight.
have, landscaping and street trees were more important. Street
furniture installation will be the responsibility of developers;
specific styles that coordinate with the Northwest theme will be
required and reviewed by County project planners. The
streetscape plan will identify locations for benches, trash cans,
and bike racks along Bethel Road, so that street furniture can be
placed in convenient and usable locales.

AUGUST 2000
S TREETSCAPE
Crosswalks
The work groups at the Charrette recommended basic painted
crosswalks as a cost consideration. Subsequent public comments
caused the Corridor Development Team (CDT) to look at
innovative designs where special provisions for handicapped
citizens were taken into consideration. These alternative designs
were presented to the Streetscape Issue Group upon their request.
It was agreed that wider wheelchair ramps with rumble strips
would be installed to make it easier for disabled citizens to find
and use the crosswalks.
The concrete crosswalks will be slightly raised to prevent ponding

of water and provide physical definition, which will help to guide
visually impaired pedestrians across the street. The concrete will
be colored a soft muted green and stamped with a 2-foot by 2-foot Steep, narrow wheelchair
grid pattern. A 1-foot strip of white concrete will be located along ramps may cause accidents.
the outside of the crosswalks in order to provide sufficient contrast Gentle ramps reduce risks.
to the asphalt pavement roadway.
Roundabout
A roundabout will be constructed at the northern limits of the
project. This unique feature of the Port Orchard area will define
the corridor and act as a gateway to the shopping district. Design
themes established for the sidewalks, crosswalks, and median will
be reflected in the center landscaping and pedestrian amenities at
the roundabout. Gateway signing, in the Northwest style, may be
located on the center island.
Open Space
Six possible areas for small pocket parks or public gathering space
have been identified along Bethel Road. These are primarily the
result of right-of-way impact to specific parcels that will likely
cause uneconomic remains. In those cases the County would
purchase the property remains for potential use as public open
space. It is the Countys intention that public service groups, such
as the Rotary or Kiwanis Clubs adopt these areas. These groups
would plant and maintain landscape areas, as well as assist in
design concepts.
Possible open space location along Lundberg Road adjacent to the roundabout.
AUGUST 2000
S TREETSCAPE
Two parcels are located on the west side of the road in the vicinity
of Wal-Mart. The northern parcel is adjacent to Vallair Court
across from the Kitsap Bank. The southern parcel is located on
the southwest corner of the Wal-Mart intersection. The two
southernmost parcels are located at the entrance to Crawford
Lane.
The actual design and use of these spaces will be determined

during the design phase of the project as more detailed
information becomes available. Any landscaping in these areas
will be in keeping with that adopted for the median barrier and
planting strips.
Proposed roundabout on Bethel Road at the realignment of Lundberg and Lincoln.
STREETSCAPE 2020
As the Commercial Zone develops over the next 20 years and
existing driveways are removed or consolidated, the themes and
styles adopted for the 2002 plan will be extended throughout the
zone. Sidewalks with planting strips, street trees, drought-hardy
groundcovers, and standard street lighting will be installed along
the new Commercial Connectors. The same species of plants used
on Bethel Road will be repeated on the secondary streets as much
as possible.

AUGUST 2000
ENVIRONMENT
AVOID AND MINIMIZE

The goal of the environmental component of the Corridor
Development Plan (CDP) has been to minimize impacts and avoid
sensitive areas. The intent of the CDP is to follow the strictest
regulations in place at the time of project implementation.
The majority of land within the study area is flat or rolling,

although slopes become significantly steeper just west of the
Commercial Zone along Blackjack Creek. Several small streams
and seasonal drainages crisscross the area, carrying water to
Blackjack Creek and out into Sinclair Inlet. The varied terrain
supports a wide variety of ecosystems, but the majority of the
environmentally sensitive areas are stream channels and
wetlands.
Streams and Associated Drainage Basins

In wet and rainy climates typical of the region, the collection and
treatment of stormwater is an important component of any
development, including roadway construction projects. Collection
and detention is necessary to prevent flooding, and treatment is
necessary to protect wildlife in the regions streams and ponds. A The corridor features rolling
hydraulic analysis of the corridor was conducted to determine how terrain with a wide variety of
water moves across the landscape, where it naturally collects, and ecosystems.
its volume and quality.
Five major storm drainage basins have been identified along Bethel Road.
BETHEL CORRIDOR DEVELOPMENT PLAN E-1

August 2000
ENVIRONMENT
The Department of Natural Resources (DNR) has designated all of

the tributaries to Blackjack Creek within the Commercial Zone as
Type 5 waters. Streams in this category are generally seasonal in
nature and do not support fish or provide fish habitat. However,
the Washington Department of Fish and Wildlife has shown that
these types of streams provide important wildlife habitat.
Designated as Fish and Wildlife Habitat Conservation Areas by
the Kitsap County Critical Areas Ordinance, a 25-foot buffer is
required on both sides of all Type 5 waters. There are five small,
unnamed streams in the Commercial Zone.
The first stream collects water from Drainage Basin 1 and carries
it from the large wetland area north of Sedgwick Road, under the
Fred Meyer site, south along Bethel Road, and southwest to 25-foot stream buffers are
Blackjack Creek. required to protect water
ways from the impacts
Drainage Basin 1 is a 233-acre oval-shaped basin that cuts caused by development.
diagonally across the southern portion of the Commercial Zone.
The area is divided into three large sub-basins. Sub-basin 1A is
located west of Bethel Road and covers 64 acres between
Blueberry Road and Ives Mill Road, except for a triangular area
on the extreme southern boundary. Sub-basin 1B is located east
of Bethel Road, extending from Salmonberry Road to Sedgwick
Road. It is the largest sub-basin in the study, covering 126 acres.
The Fred Meyer site collects and treats all of the water from Sub-
basin 1C.
233-acre Drainage Basin 1.

August 2000
ENVIRONMENT
The second stream originates in Drainage Basin 2 where water

collects in a low area west of Bethel Road near the
Salmonberry/Bethel Road intersection. The stream flows through
a culvert under Salmonberry Road and meanders northwest,
where it drops into the draw along Blackjack Creek.
Drainage Basin 2 covers 80 acres on the western edge of the

Commercial Zone between Blueberry Road and Vallair Court. The
area is divided into two basins. Sub-basin 2A includes
approximately 51 acres in the center of the Commercial Zone. The
sub-basin is roughly triangular shaped, lapping over Bethel Road
near Salmonberry. Ramsey Road forms the western boundary of
this sub-basin. Sub-basin 2B includes existing and future
residential lots, which lie outside of the Commercial Zone. It is
not anticipated that stormwater from Sub-basin 2B will be
collected or treated by the proposed regional facility.
Drainage Basin 2 is 80 acres in size.

August 2000
ENVIRONMENT
The third stream originates east of Bethel Road in a densely

vegetated area in Drainage Basin 3. It flows into a small wetland
that spans Bethel Road in the vicinity of the Bethel Tavern. From
the wetland, the stream flows westward into a large depression,
eventually dropping into the draw where it joins Blackjack Creek.
Drainage Basin 3 covers 69 acres in the center of the Commercial

Zone between Salmonberry Road and Valley Lane. The area is
divided into two basins. Sub-basin 3R occupies a narrow,
rectangular area approximately 64 acres in size on both sides of
Bethel Road just north of Salmonberry Road. Sub-basin 3S
includes a small portion of Vallair Court and the channel of a
tributary of Blackjack Creek. This 5-acre sub-basin is located
west of the Commercial Zone and does not contribute water to the
Bethel Road stormwater collection system.

August 2000
ENVIRONMENT
Ditches and stormwater collection systems in Drainage Basin 4

have largely captured the easterly portion of the fourth stream.
Water is conveyed under Bethel Road by a culvert near the Kitsap
Bank. From here water flows through the Rite Aid site and
discharges to the natural stream channel in the northwest corner
of the site, which drops steeply into Blackjack Creek.
Drainage Basin 4 covers 162 acres along Lund Avenue from the
ridgeline east of Harris Road, across Bethel Road to Blackjack
Creek. This area is more intensely developed than the rest of the
corridor. On-site stormwater treatment and detention facilities
already exist for the developments in this basin. Therefore, it is
anticipated that none of Basin 4 will be included in the proposed
regional stormwater facilities.
Drainage Basin 4 is 162 acres in size.

August 2000
ENVIRONMENT
The fifth stream is located in the extreme northern end of the

Commercial Zone. It originates on the west side of Bethel Road in
a small swale that collects sheet flow from Drainage Basin 5.
From there the stream flows north, through a culvert under
Lundberg Road, to Puget Sound.
Drainage Basin 5 covers 109 acres on the northern end of the

Commercial Zone. The area is divided into four sub-basins. Sub-
basin 5A occupies a rectangular area approximately 37 acres in
size on both sides of Bethel Road north of Lund Avenue. Sub-
basins 5B and 5C drain directly to King Creek, which flows
through the eastern portion of Sub-basin 5B. Sub-basin 5D is
fully developed as a residential subdivision. Sub-basins 5B, 5C,
and 5D do not contribute water to the Bethel Road storm drainage
system and will not be included in the proposed regional facility.

August 2000
ENVIRONMENT
Wetlands
There are several wetlands located in the commercial corridor
planning area. Wetlands abutting the existing road right-of-way
were delineated by a certified wetland biologist and mapped to a
distance of approximately 100 feet on each side of Bethel Road.
For planning purposes, other wetlands within the commercial
area were identified using maps provided by the Kitsap County
Geographic Information System. These maps include information
obtained from the National Wetland Inventory. Where necessary,
wetlands associated with the five Type 5 stream corridors
discussed above were delineated to assist in the location and
design of the proposed stormwater management systems.
Cattails growing along
Bethel Road.
The wetlands in the project area are primarily comprised of
scrub/shrub and emergent vegetation. A few of the wetlands in
relatively undeveloped portions of the corridor are partially
forested. Most of the wetlands adjacent to highly developed or
managed areas, such as farms and home sites, are devoid of
significant overstory vegetation. In some cases, the wetlands are
choked with invasive plants such as reed canary grass. Wetlands
located further away from the developed portions of the area are
generally in better condition and offer higher quality habitat for
area wildlife.
Agency Coordination
Several resource agencies have been consulted during the course
of the Bethel Road corridor environmental analysis. Those
agencies contacted and the issues addressed include:
U.S. Fish and Wildlife Service Listing of threatened or

endangered fish and wildlife
species.
National Marine Fisheries Service Listing of threatened or

endangered anadromous
fisheries species.
Wash. Dept. of Natural Resources Listing of priority plant

species.
Wash. Dept. of Fish and Wildlife Listing of fish and wildlife

habitats. Stream types and
fish and wildlife issues.
Wash. Dept. of Ecology Wetland banking feasibility

and options.
BETHEL CORRIDOR DEVELOPME NT PLAN E-7

August 2000
ENVIRONMENT
In addition, if the road project will impact more than 1/3 of an

acre, review and approval by the U.S. Corps of Engineers will be
required.
SEPA Compliance
The Bethel Road Corridor Plan builds upon the goals established
by the Kitsap County Comprehensive Plan. As recommended by
County staff, a programmatic approach to SEPA review will be
taken for this project. Accordingly, an addendum to the Kitsap
County Comprehensive Plan and Development Regulations
Environmental Impact Statement has been prepared to assess the
potential impacts of this plan. More detailed analysis of the
potential environmental impacts resulting from the construction
of the planned improvements will be performed following the
design phase of specific projects implementation, such as the
widening of Bethel Road.
BETHEL CORRIDOR DEVELOPME NT PLAN E-8

August 2000
FUNDING, IMPLEMENTATION, AND S CHEDULE
How will the Corridor Plan be implemented?

The first phase of implementation is the widening of Bethel Road.
These improvements include the installation of a roundabout at
Lincoln/Mitchell/Lundberg, and signals at Lund, Wal-Mart,
Salmonberry, Blueberry and Sedgwick (SR 160). The regional
stormwater system would be built during the first phase as the roadway
improvements are constructed. Subsequent phases, including
construction of commercial collector roadways, will be implemented as
development occurs.
Who will pay for the improvements?

The capacity and aesthetic improvements to Bethel Road are
anticipated to cost roughly $ 8 million, including the purchase of right-
of-way. The County intends to fund this through its Transportation
Improvement Program and possible grants. The regional stormwater
system is estimated to be in the range of $2 to $3 million. Stormwater
facilities are expected to be funded by property owners in the Bethel
commercial area through an improvement district or delayed benefit
agreement.
The specific potential funding mechanisms are currently being

identified. Possible financing options include:
Local Improvement Districts Property owners benefiting from

improvements agree to pay a proportionate share of the
improvements.
Impact Fees Fees imposed on new development can be collected for

use on roads, infrastructure, and other facilities.
Public/Private Partnerships Combination of private development

contributions and public monies can be used for parks, streetscape
amenities (benches, bike racks, etc.), and public art.
Capital Facilities Funds County funds designated to priority

projects, such as the Bethel Road improvements.
What is the time frame for implementing the Plan?

Following adoption and approval of the Corridor Development Plan,
design of the Bethel Road project will begin. This is expected to last
through the spring of 2001. Right-of-way will be purchased in 2001 and
2002, and the County plans to build the Bethel Road improvements in
the spring and summer of 2002. Build-out of the commercial area is
anticipated over the next 20 years.
BETHEL CORRIDOR DEVELOPMENT PLAN F-1

August 2000

Bethel Corridor Plan

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Bethel Corridor Plan

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Bethel Road Corridor Development Plan

Section 1 Corridor Development

Section 3 Land Use

Funding, Implementation and Schedule

Department of Community Development

Document Production & Graphics

WHAT IS CORRIDOR DEVELOPMENT? Streetscape Transportation

Modern building practices can change the character of an

new project growing independently of its neighbor. It is

free-flowing transportation network. The location of Multi-Modal Opportunities

intersections, the number of traffic signals, the spacing of Access Control

driveways, the type of turn lanes, and provision for bicyclists

complementary site design, and a logical infrastructure. Development Coordination

The appearance of the landscaping, lighting, buildings, Land Use Integration

sidewalks, and crosswalks can build a sense of community.

treatment and wetland mitigation.

Corridor development allows for a comprehensive approach

Avoid and Minimize

BETHEL CORRIDOR DEVELOPMENT PLAN CD-1

WHY BETHEL ROAD?

Adoption of the Kitsap County Comprehensive Plan, and

In spite of the areas growth, Bethel Road remains

Traffic on the corridor is of

BETHEL CORRIDOR DEVELOPMENT PLAN CD-2

BUILDING THE TEAM

Given this mandate by the citizens, a public involvement

Kitsap County Board of

Corridor Development Team

Design Fair Charrette Open House

BETHEL CORRIDOR DEVELOPMENT PLAN CD-3

and Waterman Point.

were used to guide decisions about architectural themes, site

Respondents agreed that access control was an important issue

were coordinated. The majority wanted to be able to walk from

store to store, shop at locally owned businesses, and shop in an

The second survey focused on the appearance of the corridor.

separated pedestrian and bicycle facilities, underground power,

WORKING BEHIND THE SCENE

VOLUNTEERS CARRY THE DAY

BETHEL CORRIDOR DEVELOPMENT PLAN CD-4

Membership of the BCAC was drawn from affected

Members demonstrated a high level of commitment, and

The Transportation Issue Group looked at the function of the

The Land Use Issue Group discussed issues pertaining to

BETHEL CORRIDOR DEVELOPMENT PLAN CD-5

The Streetscape Issue Group looked at the appearance of the

THE COMMUNITY GETS INVOLVED

The second public open house was a Charrette. A Charrette

Newsletters, flyers, and announcements in the local

This Corridor Development Plan is built on the many hours

BETHEL CORRIDOR DEVELOPMENT PLAN CD-6

BETHEL CORRIDOR DEVELOPMENT PLAN T-1

The Lund Avenue/Bethel Road intersection has been improved

Sedgwick Road (SR 160)

EXISTING TRAFFIC OPERATIONS

Using this rating system, the Wal-Mart and Blueberry

BETHEL CORRIDOR DEVELOPMENT PLAN T-2

Based on this information, the Salmonberry Road and Lund

The most common type of accident at Lund Avenue involves rear-

Bethel Road Intersection

BETHEL CORRIDOR DEVELOPMENT PLAN T-3

Bethel Road will be the primary regional route; Blueberry,

Full-movement intersections with traffic signals will be provided

The transportation grid will be constructed as commercial property