It is the purpose of this chapter to:
A. 
Provide adequate levels of service on transportation facilities for existing uses as well as for new development in the city of Poulsbo;
B. 
Provide adequate transportation facilities that achieve and maintain the levels of service adopted by the Poulsbo comprehensive plan, as amended; and
C. 
Ensure that the city’s level of service standards are achieved concurrently with development as required by RCW 36.70A.070(6) and the Growth Management Act.
(Ord. 2016-08 § 2 (Exh. A) (part), 2016)
“Adequate transportation facilities”
means transportation facilities that have the capacity to serve development without decreasing levels of service below the city’s adopted minimum standards.
“Available capacity”
is the existing plus reserved trips subtracted from the Poulsbo trip generation. The available capacity is used to generate the trip capacity balance sheet.
“Available transportation facilities”
means transportation facilities or services are in place or that a financial commitment is in place to provide the facilities or services within six years from the time of development.
“Average daily traffic”
means the amount, in vehicle trips per day, accommodated on a specific city roadway.
“Average daily trips”
means the number of trips generated by a proposed project.
“Background traffic”
means the volume of non-project related traffic that is projected to occur on the street system as of the anticipated date of occupancy of any development.
“Capacity”
means the number of vehicles that may pass over a section of a transportation facility in a given time period under the prevailing roadway or intersection conditions. The calculation of capacity for any given transportation facility will be done according to the most recent edition of the Highway Capacity Manual (HCM) or by alternative methods approved by the city engineer.
“Certificate of concurrency”
means a written document prepared by the city engineer stating that a particular development meets the concurrency requirements of this chapter.
“Concurrency or concurrent with the development”
means adequate transportation facilities or strategies needed to maintain the city’s adopted level of service standards on any roadway or at any intersection are available when the impacts of development occur, or that a financial commitment is in place to complete the facilities or strategies within six years. This definition includes the two concepts of “adequate transportation facilities” and “available transportation facilities” as defined above.
“Concurrency test”
means the determination of a proposed development’s impact on transportation facilities by a comparison of the level of service (LOS) of the affected roadways and intersections after testing for the impact of the proposed development, to the level of service standard, as adopted by the city’s comprehensive plan for those roadways or intersections.
“Concurrency trip capacity balance sheet”
means the document created and maintained by the city to record the available capacity, reservations of capacity, and the balance of the available capacity that has been adjusted to reflect reserved trips.
Development.
For purposes of this chapter, “development” means any construction or expansion of any building, structure or use, or any change in the use of any building, structure or land, where the construction, expansion, or change will result in additional vehicle traffic on the transportation facilities within the city.
“Development approval”
means any authorization issued by the city that approves any development, including, but not limited to, preliminary plat approval, site plan approval, planned residential development, planned mixed use development, conditional use permit approval, and building permit approval.
“Development permit”
means any written authorization of the city that authorizes commencement of development.
“Financial commitment”
means a source of public or private funds or combinations thereof have been identified which will be sufficient to finance transportation facilities necessary to support development and that there is reasonable assurance that such funds will be timely put to that end.
“Fully funded transportation improvement”
means a project in the most recently adopted transportation capital improvement program for the city that has sufficient revenues secured as a financial commitment for construction within six years. Unsecured revenues include those from unformed local improvement districts, insufficient developer contributions, or revenues not yet committed for expenditure by outside agencies.
“Level of service (LOS)”
means a measure that describes the operational condition of the transportation system and acceptable adequacy requirements. Poulsbo’s transportation levels of service are set forth in the transportation element of the Poulsbo comprehensive plan and consist of six alphabetical categories corresponding to various volume-to-capacity ratios. Transportation facilities to which the level of service standard applies include both intersections and roadways, and different methods of calculating level of service apply to each type of facility.
Poulsbo Trip Generation.
The “Poulsbo trip generation” is the number of citywide trips in the most current transportation functional plan and included as an appendix to the Poulsbo comprehensive plan. It is based on existing baseline traffic, projected growth and development and is the basis for transportation planning.
Reserve or Reservation.
“Reserving trips” means tracking the number of trips for a proposal or development and setting them aside on the city’s trip balance sheet which prevents the same capacity from being assigned to any other applicant. Reserved trips expire with the project expiration.
“Transportation capital facilities”
means capital facilities related to streets and roads.
“Transportation strategies or transportation demand strategies (TDM)”
means strategies aimed at changing travel behavior rather than expanding the committed road network to meet travel demand. Such strategies may include, but are not limited to, the promotion of work hour changes, narrowing roadways, parking policies, telecommuting, deployment of stop signs, and providing pedestrian bulb-outs.
(Ord. 2016-08 § 2 (Exh. A) (part), 2016)
A. 
The provisions of this chapter shall apply to all development applications filed after its effective date except those that are exempt under this section.
B. 
The uses listed below are exempt from the concurrency requirements of this chapter:
1. 
Currently approved but not yet built unexpired development approvals or permits.
2. 
Any building permit for development that creates no additional impacts, insignificant and/or temporary additional impacts on any transportation facility, including but not limited to:
a. 
Any addition or accessory structure to a residence with no change in use or increase in number of dwelling units, including an accessory dwelling unit;
b. 
Interior renovations with no change in use or increase in the number of dwelling units;
c. 
Home businesses that do not generate any additional demand for transportation facilities;
d. 
Interior completion of a structure for use(s) with the same or less intensity as the existing use;
e. 
Replacement structures with no change in use or increase in the number of dwelling units;
f. 
Temporary construction trailers;
g. 
Demolitions or moving of a structure;
h. 
Special events permit;
i. 
Temporary structures not exceeding one year.
3. 
Miscellaneous improvements that do not generate increased trips.
4. 
Single-family homes part of a larger plat which already passed concurrency.
5. 
Developments with final approval prior to the date of adoption of the ordinance codified in this chapter.
(Ord. 2016-08 § 2 (Exh. A) (part), 2016)
In order to be approved, all development that is subject to this chapter shall be required to meet concurrency.
(Ord. 2016-08 § 2 (Exh. A) (part), 2016)
A. 
The city shall determine the available capacity for concurrency as of the effective date of the ordinance codified in this section and record it in the concurrency trip capacity balance sheet. The available capacity shall be based on the difference between the existing plus reserved trips and the Poulsbo trip generation established in the transportation element of the Poulsbo comprehensive plan.
B. 
The city shall update the available capacity in the concurrency trip capacity balance sheet within twelve months of any of the events listed below:
1. 
Update or amendment of the city’s transportation element as it relates to concurrency management.
2. 
Citywide traffic volume increases by thirty percent compared to traffic volume at the time of the concurrency trip capacity balance sheet was created, or was updated with new data from traffic model.
3. 
More than fifty percent of the available capacity in the most recent calculation of available capacity has been reserved as a result of concurrency tests conducted by the city.
C. 
If none of the events listed in subsection B of this section occurs within seven years of the most recent calculation of the available capacity, the city will update the available capacity recorded in the concurrency trip capacity balance sheet.
D. 
Each update of available capacity in the concurrency trip capacity balance sheet shall carry forward the reservations of capacity for any permits for development that has not been completed prior to the update of available capacity.
(Ord. 2016-08 § 2 (Exh. A) (part), 2016)
A. 
All proposed developments that are subject to the provisions of this chapter shall be reviewed for concurrency as part of the development review process. The process for review is outlined in Figure 14.04.060 below.
1. 
Projects, developments, and/or permits generating less than three hundred average daily trips shall need to submit the project concurrency application. This application will verify sufficient trips remain in the city’s trip balance sheet.
2. 
Projects, developments, and/or permits generating more than three hundred average daily trips shall need to submit the project concurrency application as well as a traffic impact analysis investigating impacts to streets and intersections at the p.m. peak and total average daily traffic. This test must meet the provisions of Section 14.04.070. The traffic impact analysis should look for areas which fall below the LOS standards set forth in the transportation element of the Poulsbo comprehensive plan.
3. 
The city engineer, or his/her designee, retains authority to require a project of any size to submit a traffic impact analysis.
B. 
Concurrency testing shall be performed only for the specific property, uses, densities, and intensities based on information provided by the applicant. When an applicant changes the uses, densities, or intensities associated with an application in such a way as to create additional impacts on the city’s transportation facilities, a new concurrency test will be required.
C. 
In the event that the city uses an outside consultant to conduct the concurrency test, the applicant shall be required to pay all consultant fees and costs incurred in connection with such testing. The applicant shall sign an agreement in a form approved by the city and shall deposit an amount estimated by the city engineer to be sufficient to defray the consultant fees and costs prior to the conduct of any concurrency test. Failure to sign the required agreement and to make the required deposit within the time required by the city engineer shall result in the application losing its priority in the first-come, first-served system of concurrency testing and the application shall be placed back in line as of the date of receipt of the signed agreement and fees.
D. 
In conducting the concurrency test, standard trip generation rates, such as those reported by the Institute of Transportation Engineers (ITE) Trip Generation Manual, latest edition, shall be used; or other data sources prepared by a professional engineer and allowed by the city engineer.
Figure 14.04.060 Concurrency Evaluation Flow Chart
(Ord. 2016-08 § 2 (Exh. A) (part), 2016)
A. 
A concurrency certificate shall be granted if there are sufficient trips remaining in the city’s trip balance sheet and the requirements of subsection B of this section are met.
B. 
A concurrency certificate shall be granted if the results of the concurrency test show that the volume of traffic resulting from the development proposal, when added to the background traffic volumes on all affected city roadways and at all affected city intersections:
1. 
Would not cause the level of service on any city roadway or city intersection to degrade below the LOS standard described in the transportation element of the Poulsbo comprehensive plan; or
2. 
Where existing facilities already have adopted LOS F as identified in the transportation element of the Poulsbo comprehensive plan and mitigated as required by Section 14.04.100(B); or
3. 
Where new trips cause a level of service decrease to a failing level of service in a location which is identified on the six-year CIP, and the applicant demonstrates the six-year CIP will mitigate the impacts; or
4. 
Where new trips cause a level of service decrease in a location which is not identified on the six-year CIP but the applicant constructs necessary improvements to correct LOS deficiency prior to final plat recording or certificate of occupancy, whichever occurs first.
C. 
If no acceptable mitigation is proposed or agreed to as required by this section, or if the LOS cannot be preserved or protected from further degradation, the concurrency certificate shall not be issued.
(Ord. 2016-08 § 2 (Exh. A) (part), 2016)
A concurrency certificate shall also expire automatically if a development application for which a certificate has been issued expires or is withdrawn, or if a development permit to which a certificate pertains is revoked.
(Ord. 2016-08 § 2 (Exh. A) (part), 2016)
A. 
Upon passing a concurrency test, the city shall reserve capacity on behalf of the approved project or permit.
B. 
A reservation of available capacity shall be in accordance with Section 14.04.080.
C. 
A reservation of available capacity is valid only for the uses and intensities authorized for the issued development permit. Any change in use or intensity is subject to an additional concurrency test of the possible impact on transportation facilities.
D. 
A reservation of available capacity is non-transferable to another parcel of land or development approval or permit. A reservation of available capacity may be transferred to a subsequent purchaser of the land for the same use and intensities.
(Ord. 2016-08 § 2 (Exh. A) (part), 2016)
A. 
If required, the applicant, or applicant’s traffic engineer, shall propose a mitigation measure for review. City retains the right to have third party peer review the mitigation measures. Applicant shall submit financial deposits if required by the city. The city shall:
1. 
Approve mitigation measures as set forth by applicant.
2. 
Approve mitigation measures with conditions.
3. 
Deny mitigation measures.
B. 
Roadway segments and intersections with adopted LOS F in the transportation element of the Poulsbo comprehensive plan may require mitigation measures which address impacts associated with adoption of the LOS F standard, but do not necessarily add capacity. Mitigation measures may include transportation demand management (TDM) or transportation system management (TSM) actions or projects such as:
1. 
Transit and nonmotorized facilities.
2. 
Signal timing optimization.
3. 
Other measures which encourage shifts from single occupancy vehicles.
(Ord. 2016-08 § 2 (Exh. A) (part), 2016)
This chapter establishes minimum requirements for all proposals to meet the concurrency requirements of the Growth Management Act. Nothing in this chapter is intended to exempt any development proposal from the application of the State Environmental Policy Act (SEPA). Every development that is subject to SEPA review shall be reviewed and may be conditioned or denied under the authority of that Act notwithstanding the provisions of this chapter.
(Ord. 2016-08 § 2 (Exh. A) (part), 2016)
A. 
The city shall charge each applicant for a permit that is not exempt from this section a concurrency test fee in an amount to be established by resolution by the city council.
B. 
The city shall charge a processing fee to any individual that requests an informal analysis of capacity if the requested analysis requires substantially the same research as a concurrency test. The amount of the processing fee shall be the same as the test fee authorized by subsection A of this section.
C. 
The fees authorized in subsections A and B of this section shall not be refundable, shall not be waived, and shall not be credited against any other fee.
(Ord. 2016-08 § 2 (Exh. A) (part), 2016)
A concurrency determination is a Type 1 decision. Any person aggrieved by the city engineer’s issuance or denial of a certificate of concurrency under this chapter may appeal the same as provided in Title 19.
(Ord. 2016-08 § 2 (Exh. A) (part), 2016)
The city engineer, or his/her designee, shall be responsible for implementing and enforcing the concurrency requirements of this chapter. The city engineer is authorized to adopt guidelines for the administration of concurrency, which may include the adoption of procedural rules to clarify or implement the provisions of this chapter.
(Ord. 2016-08 § 2 (Exh. A) (part), 2016)
The city of Poulsbo recognizes that promoting pedestrian, bicycle, and public transportation travel reduces negative environmental impacts, promotes healthy living, advances the well-being of travelers, supports the goal of compact development, promotes economic development, and helps meet the needs of the diverse populations that comprise our communities. The city of Poulsbo’s vision is of a community in which all residents and visitors, regardless of their age, ability, or financial resources, can safely and efficiently use the public right-of-way to meet their transportation needs regardless of their preferred mode of travel.
(Ord. 2017-16 § 1 (part), 2017)
The city will to the maximum extent practicable plan for, design, construct, operate, and maintain an appropriate and integrated transportation system that will meet the needs of all users including pedestrians, bicyclists and transit passengers of all ages and abilities, as well as trucks, buses and automobiles. The concept of complete streets includes but is not limited to transportation facilities such as road signs, pavement markings, street and sidewalk lighting, sidewalk and curb ramps complying with the Americans with Disabilities Act, transit accommodations, bicycle accommodations, speed control features, and streetscapes which promote pedestrian use. Recognizing that transportation needs vary, the system’s design will be consistent with and supportive of local neighborhoods, commercial areas, downtown cores and other areas and must be balanced in a flexible, safe, and cost effective manner.
(Ord. 2017-16 § 1 (part), 2017)
Those involved in the planning and design of projects within the public right-of-way will give consideration to all users and modes of travel from the start of planning and design work. Transportation improvements shall be viewed as opportunities to create safer, more accessible streets for all users. This shall apply to new construction, reconstruction, and rehabilitation. Particular attention should be given to projects which have the opportunity to enhance the overall transportation system and its connectivity for access to parks or recreation areas, schools, shopping/commercial areas, government facilities, public transportation, employment centers, existing pedestrian or bicycle networks, or regional bicycle pedestrian plans prepared by other associated groups.
(Ord. 2017-16 § 1 (part), 2017)
Implementation of the policies in this chapter shall take into account the goal of enhancing the context and character of the surrounding built and natural environments in accordance with the standards established in the city’s comprehensive plan, transportation plan and other adopted plans and policies. The city shall strive to continue to engage the citizens of Poulsbo in decision making and shaping policy in the implementation of complete streets in the city.
(Ord. 2017-16 § 1 (part), 2017)
Exceptions to the requirements of this chapter, including for eligible private development projects, may only be granted by the city council after review and recommendation by the city’s public works committee except under the circumstances listed below:
A. 
Ordinary maintenance activities such as mowing, snowplowing, sweeping, spot repair, joint or crack sealing, or pothole filling do not require that elements of this policy be applied beyond the scope of that maintenance activity; however, ordinary maintenance paving projects should include evaluating the condition of existing facilities supporting alternate transportation modes as well as modifying existing pavement markings and signage that supports such alternative modes as appropriate.
B. 
Street reconstruction projects and maintenance paving projects which involve widening pavement may exclude elements of this policy at city engineer discretion when the accommodation of a specific use is expected to:
1. 
Require more space than is physically available; or
2. 
Drastically increase project costs and equivalent alternatives exist within close proximity; or
3. 
Have adverse impacts on environmental resources such as streams, wetlands or floodplains above and beyond the impacts of currently existing infrastructure; or
4. 
The cost would be disproportionate to the current need or probable future use.
C. 
Street projects may exclude the development of sidewalks in areas falling outside those identified as appropriate for sidewalks in the city’s adopted standards.
(Ord. 2017-16 § 1 (part), 2017)
The city will cooperate with other transportation agencies including the Washington State Department of Transportation and Kitsap County to ensure the principles and practices of complete streets are embedded within their planning, design, construction, and maintenance activities. The city will cooperate to ensure to the maximum extent practicable the transportation network flows seamlessly between jurisdictions in accordance with local and regional road, transit, bicycle, and pedestrian plans.
(Ord. 2017-16 § 1 (part), 2017)
The city shall continue to maintain and update design and construction criteria, standards and guidelines based upon recognized best practices in street design, construction and operation. These criteria, standards and guidelines shall encourage the implementation of a complete and well connected context-sensitive transportation network. Resources to be referenced in developing and applying these standards include, but are not necessarily limited to, the latest editions of standards such as: American Association of State Highway Transportation Officials (AASHTO) Policy on Geometric Design of Highways and Streets, Washington State Department of Transportation Design Manual, Institute of Transportation Engineers (ITE) Roadway Design Standards, the Public Right-of-Way Accessibility Guidelines (PROWAG) and the Manual on Uniform Traffic Control Devices.
(Ord. 2017-16 § 1 (part), 2017)
The city shall put into place performance standards with measurable benchmarks to evaluate the complete streets policies for success and opportunities for improvement. These standards may include documentation of public participation, facilities constructed or improved and the number of exceptions to this policy approved. An annual report shall be prepared for the city’s public works committee to track these standards. The city shall work toward establishing a multimodal level of service standard.
(Ord. 2017-16 § 1 (part), 2017)
The city shall continue to incorporate complete streets principles in city comprehensive plans, codes and other regulations. The city should also continue to pursue grant funding for projects that employ complete streets elements to improve existing city infrastructure for all users.
(Ord. 2017-16 § 1 (part), 2017)