|
|
Chapter 31.04
PORT ANGELES REGIONAL PLANSections:
31.04.010 Purpose and intent.
31.04.030 Port Angeles Planning Area – 2014 Vision Statement.
31.04.100 Public facilities and services – Inventory and analysis.
31.04.105 Public facilities and services – Policies.
31.04.110 Transportation – Inventory and analysis.
31.04.115 Transportation policies.
31.04.120 Affordable housing – Inventory and analysis.
31.04.125 Affordable housing – Policies.
31.04.130 Economic development – Inventory and analysis.
31.04.135 Economic development – Policies.
31.04.140 The natural environment – Inventory and analysis.
31.04.145 The natural environment – Policies.
31.04.150 Public involvement and education.
31.04.155 Public involvement and education – Policies.
31.04.200 Agricultural land – Inventory and analysis.
31.04.205 Agricultural land conservation – Policies.
31.04.210 Forest land – Inventory and analysis.
31.04.215 Forest land conservation – Policies.
31.04.220 Rural land – Inventory and analysis.
31.04.225 Rural and resource land use designations, purpose and designation criteria.
31.04.230 Rural land – Policies.
31.04.240 Urban growth – Discussion.
31.04.300 Urban land use designations, purpose and designation criteria.
31.04.310 City of Port Angeles urban growth area.
31.04.320 Gales Addition neighborhood – Port Angeles urban growth area.
31.04.330 Lee’s Creek neighborhood – Port Angeles urban growth area.
31.04.340 4 Seasons neighborhood.
31.04.400 Fairview neighborhood.
31.04.410 Deer Park neighborhood.
31.04.420 Monroe Road/Foothills neighborhood.
31.04.430 Black Diamond neighborhood.
31.04.440 Dry Creek neighborhood.
31.04.450 Place Road/Eden Valley/Little River neighborhood.
31.04.460 Lake Sutherland neighborhood.
Appendix A Implementation strategy.
SOURCE: ADOPTED:
Ord. No. 575, 1995 06/27/95
AMENDED SOURCE: ADOPTED:
Ord. No. 584, 1996 02/27/96
Ord. No. 725, 2002 08/06/02
Ord. No. 746, 2003 12/16/03
Ord. No. 788, 2005 12/20/05
Ord. No. 802, 2006 12/19/06
31.04.010 Purpose and intent.
It is the purpose and intent of this regional comprehensive plan to refine and to further the objectives of the Clallam County Comprehensive Plan, in this title. This regional plan provides a guide for coordinated and orderly growth and development of the land and physical improvements in the unincorporated areas of the Port Angeles regional planning area. The Port Angeles regional planning area shares its boundaries with the Port Angeles School District and is generally described as the area west of Siebert Creek and east of Lake Sutherland and excluding the area within the Crescent School District. The Port Angeles watershed, as defined for this study, encompasses a portion of the Dungeness watershed (Siebert and Bagley creeks), and all the drainage basin to just west of the Elwha River. It drains from the high ridges of the Olympic Range to Port Angeles Harbor and the Strait of Juan de Fuca. Included in this watershed are Bagley Creek, Siebert Creek, Morse Creek, Lee’s Creek, Ennis Creek, Peabody Creek, Valley Creek, Tumwater Creek, Dry Creek, and the Elwha River drainages.
The Port Angeles Regional Comprehensive Plan was developed by 67 people, representing various interest groups, organizations, neighborhoods, and tribal and other government agencies. These 67 people formed five separate subcommittees to write the Plan: affordable housing, transportation, capital facilities, economic development, and land use and watershed subcommittees. Additionally, the Growth Management Steering Committee continuously monitored and reviewed progress on the Comprehensive Plan.
The individuals on the subcommittees volunteered their time over approximately 15 months to study background information, discuss community issues, set goals for the future, brainstorm solutions, and communicate with constituent groups. The subcommittee volunteers also took time to learn what the community wanted for the future, through informal discussions with their neighbors and colleagues, and by hosting public meetings in neighborhood granges and halls to discuss their ideas and listen to the responses.
This plan contains goals and policies for watershed management as defined under Chapter 400-12 WAC, the Nonpoint Rule, to implement the Puget Sound Water Quality Management Plan. The watershed plan provides for education, incentives, and regulatory approaches to preventing and controlling cumulative effects from diffuse sources of pollution across the watershed landscape. Within the comprehensive plan, these watershed actions have been identified with a droplet symbol – “
”. As a watershed, the Port Angeles region consists of overlapping governmental jurisdictions which have responsibility for managing water-related resources under various mandates. Tribal, federal, State, and local entities were invited to participate and were informed about the Plan through their subcommittee representative. In addition, each entity in the watershed with responsibility for action under the Plan has written a letter of concurrence indicating their acceptance of those responsibilities (see Appendix C, on file in the Department of Community Development).
31.04.030 Port Angeles Planning Area – 2014 Vision Statement.
We envision the Port Angeles Region as Clallam County’s economic center,...
The Port Angeles Region has undergone significant change in the 20 years that have passed since the first Growth Management comprehensive plan was adopted in 1995. This plan led to a successful partnership of public, tribal and private interest groups which worked cooperatively to build a diversified, sound regional economy, managed growth to preserve resources and community character and maintained the County’s high quality of life.
Businesses which provide regional services have been grouped at convenient locations at major intersections within the urban growth area and conform to visually pleasing landscape and building design standards. These regional service center sites have been identified both within the City of Port Angeles and within the unincorporated urban growth area. Developers seeking to build a regional business facility are directed to these community approved sites. All neighborhood and regional business centers are linked by an efficient local transit system. Tribal business centers have also grown to become major employers within Clallam County.
Most new manufacturing and industrial concerns are located at the expanded Airport Industrial Park. A major push to provide infrastructure and prebuilt manufacturing sites combined with a major marketing effort in the mid-1990’s proved fruitful with several small to mid-size manufacturers relocating to Clallam County. These industries, along with local industries that were encouraged to grow with local support, now supply work for our citizens and have replaced jobs lost in other manufacturing sectors. The Airport Industrial Park has maintained a campus-like appearance which provides an attractive site to relocate a business. Port activity has also increased markedly in the last 20 years. Cruise ships and high speed passenger ferries now regularly stop in Port Angeles with visitors connecting to various points of interest in the County. Many value-added wood products, other manufactured products and specialty food products are being shipped from plants in the County to the Pacific Rim Nations. The Port is has become a major marine repair and oil spill response center.
where the urban area of Port Angeles is a cultural, educational and growth center,...
The urban area of Port Angeles provides a mixture of employment, residential, commercial, cultural and recreational opportunities. Peninsula College is now a four-year institution offering advanced degrees. Much of the new development and redevelopment which occurred after 1995 took place within the existing urban center of Port Angeles where infrastructure was in place or could be easily extended. Today, there is still ample room for development within that original urban growth area. Port Angeles is the ultimate supplier of services within the urban growth area.
a transportation hub,...
Port Angeles is linked to all other urban growth areas in the County by an efficient transit system. The County-wide transit system operates a high speed electric bus in the “transit priority” lane of Highway 101. Many electric cars now are used for local trips. The new Port Angeles Parkway provides an alternate east side, cross town route for local access to Port Angeles. The airport has become the center for commuter, visitor and freight shipment with convenient connections to transit, ferry and freight haulers. Within the Port Angeles urban growth area, neighborhood population centers are linked to the Olympic Discovery Trail via multiple feeder trails and paths for efficient nonmotorized transportation options for reaching work or for recreation.
with a population that respects the beauty and function of the natural environment,...
Twenty (20) years of work in education and environmental restoration have resulted in the development of a strong sense of stewardship towards the Port Angeles watershed and its environmental resources by all watershed residents. Critical areas are protected and environmental enhancement projects have restored many acres of wetlands and miles of streams to salmon runs. Few weekends go by when local groups are not found in the field working on habitat improvements or maintenance. Water is clean and abundant due to conservation efforts. The abundance of intact native plant communities and natural systems in the County are the focus of many professional research efforts which share their results with visitors and students through several interpretive centers built in the region. Careful stewardship has ensured the conservation of our land, air, water and energy resources for future generations.
Forest resource lands, farms and important open space resource lands first identified in 1992 remain in resource use. Many of the agricultural and open space resource lands have been permanently protected through transfer or purchase of development rights. The rural portions of the region identified in the 1995 plan have retained their rural character through the use of low density development options, open space development patterns, critical area protection measures and purchase of development rights. A clear boundary exists between rural and urban areas.
a good place to live,...
The Port Angeles region is known for its livable neighborhoods which express their own unique character. They are all noted for their quality of life, pedestrian orientation and superior design. Many residential areas have been separated from the hustle and bustle of commercial activities near Highway 101 by allowing public uses such as schools, parks and public golf courses as commercial to residential buffers. Commercial businesses in these neighborhoods provide goods and services to neighborhood residents and some have residences located on upper stories. The Highway 101 corridor is now a tree lined boulevard with landscaped medians as it passes through the urban area and businesses all along this corridor have upgraded their landscaping and physical appearance. Most high density, low cost housing has been infilled into single-family neighborhoods located just off Highway 101 in urban growth areas where easy access to transit and job opportunities is available. Well designed and landscaped manufactured home parks and multifamily developments provide an attractive low cost living environment. Visitors to our area note the distinct open space boundaries between neighborhoods which make use of the steep sided creek ravines which are left in the natural state.
where we work together,...
The Port Angeles region enjoys a healthy and stable economy, emphasizing diversity in the range of goods produced and services provided. Businesses continue to locate in our County because of the high quality of life, provision of business infrastructure, the emphasis on superior schools, and the ability of a tightly knit community to provide a safe living environment for all. The business community also recognizes that the predictability brought about by the management of growth and the creation of effective public/tribal/private partnerships has fostered a relationship of trust between residents, business interests and governments. This trust has benefited the overall economic development of the County. Problems identified by residents and the business community are clearly articulated in the Plan and solutions have been proposed with clear sources of funding identified. Residents and business interests trust their local governments to follow through on solutions because the Plans and promises made to manage growth in 1995 have been followed and changes to the original plan occur as a result of demonstrated community need. Relationships with tribal governments have improved as the community embraces its cultural diversity. Change is accepted and proceeds in an orderly fashion based on the growth management plan.
Over all, we envision a great place for all to live, work and play!
31.04.100 Public facilities and services – Inventory and analysis.
(1) GMA Goals. Ensure that those public facilities and services necessary to support development shall be adequate to serve the development at the time the development is available for occupancy and use without decreasing current service levels below locally established minimum standards.
Encourage development in urban areas where adequate public facilities and services exist or can be provided in an efficient manner.
Encourage the retention of open space and development of recreational opportunities, conserve fish and wildlife habitat, increase access to natural resource lands and water, and develop parks.
(2) Watershed Goals. Protect beneficial uses of water from nonpoint sources of pollution in the Port Angeles watershed, including the effects of pathogens, chemicals, sediment, and nutrients on both surface and ground water resources.
(3) Overview. A major goal of the growth management plan is to ensure that public monies are utilized efficiently. It is more cost efficient to provide many public facilities and services when the population is concentrated, as is the case in an urban area. The designation of urban growth areas enables Clallam County and other service providers to plan cost effective and efficient services.
Growth increases the demand for new and/or improved public facilities and services. New residential growth may impact school facilities by increasing the number of school age children in an area without developing a corresponding increase in school facilities. Development can increase traffic levels on County roads and transit systems. Connections to water or sewer systems diminish the available capacity for future growth.
This growth management plan identifies urban areas where public facilities and services can be provided efficiently; ensures that public facilities and services keep pace with growth so that service levels are not diminished; and plans for the location of facilities and services. The plan also identifies the type of public facilities and services which are appropriate in rural and resource lands. The low density of development allowed in these areas dictates much lower levels of public facilities and services in order to minimize public costs.
As a watershed plan, these actions must ensure that public facilities manage the cumulative effects of growth. The plan outlines how the individual and cumulative effects of stormwater quality and quantity should be controlled, with an emphasis on best management practices and proper operation and maintenance of facilities. It also describes methods to assist the public in understanding and complying with new standards of stormwater management. The watershed actions recommend expansion of facilities and services related to waste recycling, reduction, and disposal. A marina and active boating community bring economic benefits to the Port Angeles area, but they also carry increased potential for water quality degradation from waste disposal and the chemicals associated with boat fueling, cleaning, and maintenance. Boating facilities must be designed and operated to minimize the potential for adverse impacts from these activities.
(4) Definition. The Growth Management Act defines “public facilities” as streets, roads, highways, sidewalks, street and road lighting systems, traffic signals, domestic water systems, storm and sanitary sewer systems, parks and recreation facilities, and schools. “Public services” include fire protection and suppression, law enforcement, public health, education, recreation, environmental protection, and other governmental services.
(5) Schools. The Port Angeles School District has facilities within the City of Port Angeles and in the rural locations of Fairview, Dry Creek and lower Monroe Road area. Some of the immediate needs for school facilities were met in 1994 with passage of a bond to allow replacement of the aged facility at Dry Creek. Some existing school facilities are overcrowded, requiring the use of portable classroom buildings. Future growth anticipated by this plan will require new or expanded facilities which will be primarily funded by local levies (bonds) authorized by voters within the school district.
(6) Water. Major public water systems in the Port Angeles region are operated by the City of Port Angeles, Dry Creek Water Association, Black Diamond Water District and the Public Utility District Number 1 of Clallam County which operates several water systems in the Port Angeles area. The Public Utility District finances construction of these systems through local utility districts (LUDs). There are numerous smaller private water purveyors within the area.
(7) Stormwater Management. Presently, Clallam County requires a drainage plan, approved by the Department of Public Works, before a building permit can be issued. The standard method for controlling runoff as recommended by the County is through the use of drywells. Alternative methods include detention ponds, infiltration basins, retention ponds or underground storage tanks. Three (3) primary influences on current and potential stormwater sources outside the City of Port Angeles will be: conversion of forest to residential uses, cumulative effects of development, and lack of clearing and grading ordinance.
The City of Port Angeles is developing a comprehensive Stormwater Management Plan which will present a comprehensive strategy to identify and protect local water resources (streams, wetlands, and shorelines), by controlling local sources of pollution, effective maintenance and operation of existing facilities, definition of appropriate standards for new development and the designing and construction of needed flood control improvements.
(8) Sewer. Sanitary sewer exists within the City of Port Angeles. The Public Utility District is authorized to provide sewage disposal service throughout the PUD service area.
(9) Parks and Recreation. The Clallam County fairgrounds represent the only major County park facility located in the Port Angeles planning area. The City of Port Angeles has twenty-four (24) parks and park facilities located within the City. City parks range in size from the 147-acre Lincoln Park to several neighborhood parks under one acre in size. Major recreational or community facilities include the Arts Center, Vern Burton Community Center, the Community/Senior Center and William Shore Pool. The Port of Port Angeles owns and operates the Port Angeles Boat Haven in Port Angeles harbor The planning area also includes the Olympic National Park, Olympic National Forest and State Department of Natural Resource lands which have numerous recreation sites. Private recreation opportunities in the area include Peninsula Golf Course. There is a demand for new golf courses with public access. New neighborhood scale parks will be needed to serve the growing urban population in the unincorporated portions of the Port Angeles urban growth area.
(10) Fire Protection. Fire protection in the Port Angeles planning area is provided by Clallam County Fire Protection Districts Numbers 2 and 3 in areas outside the city and by the Port Angeles Fire Department inside the city. Three (3) fire stations located at Gale’s Addition, Dry Creek and Black Diamond serve the area within District 2. Fire District 3 from Deer Park Road to Siebert Creek would be served by the R Corner fire station. The City of Port Angeles Fire Station is located downtown on 5th Street. Fire protection districts, like hospital and library districts, are junior taxing districts. Funding for these junior taxing districts comes from property taxes.
(11) Public Health. Public health facilities serving this planning area are located within Port Angeles. Public health services are available through Clallam County’s home health program. Numerous private health care facilities exist within the planning area. These facilities are needed to serve the aging population.
(12) Other Governmental Services. Clallam County provides various facilities and services from the County Courthouse and remote facilities in the Port Angeles planning area. Services provided by the County include law enforcement, roads, public works, health, social services, juvenile services, Superior Court and community development. Major facilities include the Courthouse, Juvenile Center, and County Shop. As the population grows in this area, the need for facility expansion and increased services should be closely monitored.
(13) Financing: New development often pays for the cost of extending new public facilities and services. For example, if a development is proposed on a County road that is not adequate to handle additional traffic, the County is able to require the developer to pay the costs of improving the County road (called “mitigation”). Water and sewer systems are similarly financed; if a developer proposes to extend water and sewer to a property, it is the responsibility of the developer to pay the costs for extending those services.
Another way that development pays for the cost of extending new public facilities is through development fees. For example, the City of Port Angeles requires anyone who hooks up to the sewer or water system to pay a connection fee. This fee is put into a special account for the eventual planning and upgrade of the system, such as the sewer treatment facility. This connection fee is in addition to requiring the developer to extend the actual collection or distribution lines.
This method of paying for public facility and service extension is based on three principles: (a) setting level of service standards for public facilities and services; (b) ensuring that public facilities and services necessary to support development are adequate to serve the development at the time the development is available for occupancy (called “concurrency”); and (c) requiring development to pay fees for the new facilities rather than relying solely on property taxes or grants to fund development of these public facilities.
31.04.105 Public facilities and services – Policies.
(1) Parks and Recreation.
(a) Policy 1. Identify and provide for increased recreational and public access opportunities to natural resource lands and water where appropriate.
(i) Ensure prominent signage of the Olympic Discovery Trail and all its access trails and paths.
(ii) Develop a prominent system of bicycle/pedestrian feeder trails connecting US 101 to the Olympic Discovery Trail utilizing, among other options, creek bottom corridors such as Tumwater and Valley Creek Trails to provide efficient non-motorized transportation options in the Port Angeles urban growth area.
(iii) Encourage the development of the Foothills Cross Country Equestrian/Pedestrian Trail.
(iv) Maintain working relationship with Pacific Northwest Trails Association in the development of feeder trails and lowland alternatives to their primary Pacific Northwest Trail Route (PNT). As a lowland option to the PNT, the Olympic Discovery Trail Route may be designated a National Recreation Trail where it qualifies and not a National Scenic Trail should the PNT achieve that status.
(v) Encourage the establishment of neighborhood parks within the urban growth area to provide for the localized recreational needs of neighborhood residents in the urban area.
(vi) Encourage further development of saltwater access points for recreation, such as trails, boating, and passive uses.
(vii) Encourage further development of public access to freshwater areas, particularly Lake Sutherland and the Elwha River. With Elwha Dam removal, there will be increased visitation and safe access will be needed.
(viii) Existing managed public access to public forest lands for recreation should be maintained.
(b) [Policy No. 2] That portion of the Clallam County Parks and Recreation Plan, as now or hereafter amended, which relates to the Port Angeles region is hereby adopted as part of this plan.
(c) [Policy No. 3] Parks and recreation facilities necessary to support development shall be adequate to serve the development as identified in the County Capital Facilities Plan, as now or hereafter amended.
(2) Marinas and Boats.
(a) [Policy No. 4]
(b) [Policy No. 5]
(c) [Policy No. 6]
(d) [Policy No. 7]
(e) [Policy No. 8]
(f) [Policy No. 9]
(g) [Policy No. 10]
(i) Designate locations for maintenance and cleaning, and employ best management practices to minimize wastes associated with maintenance/cleaning activities.
(ii) Provide appropriate storage, transfer, containment, and disposal facilities for liquid material, such as oil, harmful solvents, antifreeze, and paints. Provide opportunities for recycling of these materials.
(3) Schools.
(a) [Policy No. 11] New school facilities proposed after the effective date of this plan should locate within the Port Angeles urban growth areas where public facilities and services needed to support the school facilities (e.g., water, sewer, transportation, fire and police) can be efficiently provided.
(b) [Policy No. 12] School facilities necessary to support development should be adequate to serve the development at the time the development is available for occupancy and use, or a financial commitment is in place to complete the improvements within six years without decreasing current service levels below established minimum standards.
(c) [Policy No. 13] The County, City of Port Angeles, State of Washington and the Port Angeles School District should work cooperatively to identify funding sources needed for improvements to school facilities caused by new development.
(4) Water. Please see urban growth area policies for specific reference to water service within the designated urban growth areas.
(a) [Policy No. 14] Public water systems should be provided within designated urban growth areas. Public or municipal water systems (i.e., PUD and City of Port Angeles) should be limited in rural lands to those areas that are within Rural Character Conservation land use designations where public water systems are required to serve clustered development and to those areas that can demonstrate water quantity limitations, water quality problems or hydraulic continuity to rivers and streams. Public water systems in resource lands should be limited to those necessary to serve clustered development in Commercial Forest/Residential Mixed Use land use designations and to those areas that can demonstrate water quantity limitations, water quality problems or hydraulic continuity to rivers and streams.
(b) [Policy No. 15]
(c) [Policy No. 16] Extension or the existence of public water service in designated rural areas or resource lands shall not result in or be justification for higher density than that anticipated by a regional or subarea comprehensive plan.
(d) [Policy No. 17] Level of service and facility standards should be developed by the water service provider, with standards based on expected land use densities established by this plan.
(e) [Policy No. 18] Water systems necessary to support development shall be adequate to serve the development at the time the development is available for occupancy and use.
(5) Stormwater Management.
(a) [Policy No. 19]
(i) For new development, maintain post development peak runoff rate and average volume at levels that protect aquatic resources and capital improvements.
(ii) Both structural and nonstructural methods should be employed to mitigate the adverse impacts of stormwater.
(iii) Management practices should be designed for site-specific conditions to achieve the desired maximum effectiveness.
(iv) Regional stormwater management is advocated as a means of correcting existing problems, but not necessarily as a means of addressing new projects.
(v) Minimize stormwater impacts to natural conveyance systems.
(vi) Biofiltration best management practices shall be a required component of all stormwater management systems where feasible.
(vii) Where feasible, utilize appropriate biofiltration pollution control mechanisms to treat road and highway runoff prior to discharging to surface and ground waters of the watershed. Minimize stormwater impacts during road highway projects and seek mitigation which would increase stormwater storage.
(b) [Policy No. 20]
(i) Use vegetation and “soft” practices, such as reed berms or willow revetments, rather than “hard” structural improvements, such as rip-rap or concrete revetments, to stabilize stream channels and reduce or eliminate the effects of stormwater.
(ii) Maintain, and increase where feasible, the natural storage capabilities of the watershed’s wetlands. Investigate the potential for increased stormwater storage through artificial wetland development at suitable sites.
(iii) Utilize constructed wetlands to treat and contain surface water runoff pollutants and decrease loading to surface waters. Constructed wetlands or sediment retention basins should be located to have a minimal impact on the surrounding areas. While wetlands constructed for stormwater treatment do not replicate all of the ecological functions of natural wetlands, they should be designed with enhancements which increase their aesthetic value as a landscape amenity whenever possible.
(c) [Policy No. 21]
(i) Identify and establish priorities and funding for regional structural solutions, retrofit needs and opportunities, and nonstructural alternatives.
(d) [Policy No. 22]
(e) [Policy No. 23]
(i) All new storm drains shall be identified with a “Dump No Waste, Drains to ... [stream, groundwater, etc.]” message.
(ii) Conduct a volunteer project to stencil existing storm drains with a “Dump No Waste” educational message.
(f) [Policy No. 24]
(g) [Policy No. 25]
(h) [Policy No. 26]
(i) [Policy No. 27]
(j) [Policy No. 28]
(k) [Policy No. 29]
(l) [Policy No. 30]
(m) [Policy No. 31]
(n) [Policy No. 32]
(6) Fire Protection. [Policy No. 33] Fire protection and suppression facilities in urban areas should receive first priority. Fire flow (e.g., fire hydrants) in rural areas and resource lands should not be required of new development. Extension of public water systems for fire protection should not be required in rural or resource lands except for commercial/industrial uses and public facilities.
(7) Other Governmental Services. [Policy No. 34] Clallam County and other governmental service providers should continually monitor the population growth, age and other demographic characteristics of the population to determine the need for new or expanded services.
(8) Sanitary Waste Disposal. Please see County-wide Comprehensive Plan policies for specific reference to sanitary waste disposal within and outside urban growth areas. Also see urban growth area designation policies in this regional plan for specific reference to sanitary waste disposal within the designated urban growth areas.
(a) [Policy No. 35]
(b) [Policy No. 36]
(c) [Policy No. 37]
(i) Support development and implementation of a solid waste recycling and utilization project as a public-private partnership between local government and industry.
(d) [Policy No. 38]
(e) [Policy No. 39]
(f) [Policy No. 40]
(g) [Policy No. 41]
31.04.110 Transportation – Inventory and analysis.
(1) GMA Goals. Encourage efficient multimodal transportation systems that are based on regional priorities and coordinated with County and city comprehensive plans.
Ensure that those public facilities and services necessary to support development shall be adequate to serve the development at the time the development is available for occupancy and use without decreasing current service levels below locally established minimum standards.
(2) Definition. The “transportation system” is composed of air, water, and land transportation facilities and services, including highways and streets, paths, trails and sidewalks, transit, airports, and ports.
(3) Circulation System. The transportation and circulation system should function to serve the land use patterns established by the Comprehensive Plan. For example, rural areas should be served by a transportation system designed for rural uses while urban areas should be served by a circulation system designed to serve urban uses. The transportation system should also focus on connections, either between urban centers, such as from Port Angeles to Sequim, or between different “modes” of travel, such as automobiles to public transit. Some parts of the circulation system in this area serve County-wide and State-wide interests, such as Highway 101, Olympic Discovery Trail, Old Olympic Highway, and boat launch/moorage facilities. It is imperative that the County-wide and State-wide interests are considered when making land use or facility decisions affecting these systems.
(4) Land Use Coordination. In the past, land use planning and transportation planning were not always coordinated. A major problem with the 1982 comprehensive plan was that it utilized a saturation density scheme which allocated enough density to handle more than 100 years of growth. This over-allocation of density creates problems for planning the transportation system due to the fact that large populations can be accommodated in many rural locations and it is difficult to determine where system improvements will be needed next. Although densities allocated in this plan correct this problem in some areas, the problem can still be seen in examining the system deficiencies at build-out densities. As some areas approach build-out in the near future, the transportation system would fail without large expenditures for system improvement. These types of problems will need careful monitoring in the future and a concurrency management system must be instituted to maintain the level of service at acceptable levels. Gone are the days when developments were approved on roads without consideration to impacts on roads or better use of public transportation and highways were built in rural areas which encouraged their conversion. The Clallam County Comprehensive Plan indicates that the transportation system should be consistent with the land use plan.
(5) Level of Service. Level of service standards measuring the degree of traffic congestion are used to serve as a gauge to judge the performance of the transportation system. Level of service is ranked from “A” (free flowing, uncongested) to “F” (Highly congested). When land use assumptions are made based on expected population growth and traffic demand, transportation engineers determine whether the transportation system is capable of handling the increased demand by using these level of service (LOS) standards. LOS standards are based on the average daily traffic (ADT) and characteristics of the area that the road serves (rural, suburban and urban). While LOS standards indicate the degree of congestion or how free-flowing the traffic is, they do not indicate whether the road meets adopted County road (safety) standards.
The level of service established in the County-wide Comprehensive Plan for County roads, either in urban or rural areas is LOS “C.” LOS “C” describes a condition of traffic where the flow of traffic is stable but speeds are controlled by the volume of traffic and the driver begins to feel uncomfortable due to the number of vehicles on the road. Level of service for State highways is LOS “D” for urban areas and tourist corridors, and LOS “C” for rural highways. LOS “D” describes a traffic condition where flow is stable but speed and freedom to maneuver are severely restricted and the driver experiences a poor level of comfort. Figure 6 indicates that most County roads are currently operating at or above these standards.
The forecast of future traffic on County roads in this plan is based on two (2) methods: projected population growth and build-out potential based on land use designations. The forecast of traffic and the impact on adopted LOS standards is used to determine if the transportation system is capable of handling the demand. If the system is not capable of handling the demand, the comprehensive plan must identify how the system will be improved and financed, or the land use plan must be revised to ensure that the minimum “level of service” standards are met.
Figure 4 indicates that the current system is designed to handle the projected twenty (20) year population growth of this region. Table 1 in this section, however, indicates that the system is not designed to handle the estimated build-out. The following roads show failure to meet LOS standards based on the build-out analysis: Old Olympic Highway, Black Diamond Road, Mt. Pleasant Road and Monroe Road. The date when they fail to meet LOS standards depends upon growth rates. As can be seen in the table, portions of Old Olympic Highway, Mt. Pleasant Road and Monroe Road are already operating at LOS “C.” This indicates that these road segments may fail to meet standards within a shorter period of time.
Table 1 – LOS Analysis for County Roads (Build-out and Population Growth)
Road Name
Current LOS1
LOS - Build-out2
LOS -2000 Pop.3
LOS - 2010 Pop.
ADT - Most Recent Count4
ADT - 2000 Pop.
ADT - 2010 Pop.
ADT - Build-out
From Mile Post
To Mile Post
Black Diamond
B
D
B
B
1,170
1,501
1,771
12,675
3.66
3.76
Mt. Pleasant Road
C
F
C
C
3,379
4,688
8,200
29,056
5.76
5.83
Old Olympic Hwy.
C
E
C
C
4,291
5,504
6,495
19,691
0.26
0.34
Monroe Road
C
E
C
C
3,000
4,163
7,281
25,797
0.57
0.73
Airport Road
B
D
B
B
1,229
1,576
1,860
13,574
0.17
0.58
Baker Street
B
D
B
C
1,499
2,080
3,638
12,889
0.00
0.09
1. Current LOS is analyzed using the Highway Capacity Manual.
2. Build-out LOS is determined based on future build-out with two (2) considerations: vacant parcels and proposed land use densities within the Plan.
3. LOS 2000 and LOS 2010 is based on projected population growth rates, not land use densities or vacant parcels.
4. ADT – Average Daily Traffic. Most Recent Count is anywhere from 1985 to 1993. The ADT for population counts are based on projected population growth rates.
(6) Road Standards. Level of service standards do not indicate that a County road meets minimum design standards. Design standards for County roads are set forth in RCW 35.83.030 and RCW 43.32.020. Those standards are as follows:
Table 2 – Design Standards for County Roads
ADT
Below 150
150 - 400
401 - 750
751 - 1,000
1,001 - 2,000
2,001 - plus
Roadway Width
20 - 24 ft.
24 ft.
26 ft.
28 ft.
34 ft.
40 ft.
Lane Width
10 ft.
10 ft.
10 ft.
10 ft.
11 ft.
12 ft.
Based on these standards, Figure 2 indicates the County roads with width deficiencies. As can be seen, nearly all of the County roads in this region do not meet the adopted road width standards, even though they meet LOS standards.
Table 3 identifies the County roads segments which are eighteen (18) feet or less in width. These road segments do not meet minimum safety standards. The table also clearly outlines the discrepancy between using LOS standards and road width standards. For example, although Kemp Street is currently at LOS “A,” and is projected to be LOS “B,” it clearly is deficient in road width (only twelve (12) feet). LOS measures how free-flowing a roadway segment is, but fails to recognize whether the road meets minimum safety standards.
Table 3 – County Road Segments Less than Twenty (20) Feet in Width and over 124 ADT
Road Name
Pavement
Width – CurrentDeficient Road Width
Current LOS
LOS – Build-out
ADT – Most Recent Count
3rd Ave.
18
6
A
B
254
4th Ave.
18
10
B
C
932
5th Ave.
18
16
B
C
1107
Alice
18
2
A
B
131
Bagley Creek Rd.
18
6
A
B
275
Bay View Ave. S.
18
6
A
B
153
Bean Rd.
18
8
A
C
643
Benson Rd.
18
6
A
C
200
Brook Ave. S.
18
8
A
C
573
Brown
18
8
A
C
547
Carne St.
18
6
A
B
175
Draper
18
6
A
B
314
Dry Creek Rd.
18
6
A
C
288
Eden Valley Rd.
16
4
A
B
142
Elwha Rd.
16
8
A
B
250
Ennis Creek
18
6
A
C
275
Ennis Cutoff Rd.
18
8
A
C
500
Erving Jacobs Rd.
18
6
A
B
235
Gagnon
16
4
A
B
123
Glass Rd.
16
8
A
B
179
Golf Course Rd.
18
8
A
C
402
Hauk
12
12
A
C
257
Henry Boyd Rd.
16
8
A
B
300
Herrick Rd.
18
6
A
B
253
Hoare
16
8
A
B
202
Hunt Rd.
16
4
A
B
144
Kemp St.
12
12
A
B
193
Lake Farm Rd.
16
8
A
B
192
Larch Ave.
18
16
B
C
1,382
Lee’s Creek
16
8
A
C
322
Little River Rd.
18
6
A
A
197
Lower Elwha Rd.
18
8
A
C
543
Marzden Pl.
18
2
A
B
125
Masters
18
6
A
C
226
McNutt St.
16
0
A
B
150
Monroe
18
10
B
C
805
Mt. Angeles Rd.
18
10
B
C
928
Mt. Pleasant Rd.
18
10
B
C
993
Pine Pl.
16
4
A
B
125
Pioneer
18
16
B
C
1,189
Place Rd.
16
8
A
C
369
Rife Rd.
16
8
A
B
178
Scrivner E.
18
8
A
C
438
South Shore Rd.
16
10
A
B
450
Stratton Rd.
16
8
A
C
266
Township Line Rd.
14
10
A
B
197
(7) Private Roads. The transportation system in the Port Angeles region also includes private streets and easements, often unimproved, designed to serve lots within short plats and surveys. A mechanism to upgrade these roads to land division and fire protection minimum standards should be in place to assist property owners developing property which does not directly abut a public street.
(8) Alternative Solutions. Solutions to transportation deficiencies may include incentives to change patterns of transportation behavior, such as car pooling rather than single occupancy vehicles, and enhancements to alternative modes of transportation that would be efficient and less costly to maintain, such as transit or bicycle lanes.
31.04.115 Transportation policies.
(1) Highway 101.
(a) [Policy No. 1] Preserve and enhance the Highway 101 corridor for regional mobility to improve its functionality for business, area residents, tourists, nonmotorized transportation, freight and services.
(i) Clallam County should study and plan to construct a new east-west route to be located south of and paralleling Highway 101 on the east side of the Port Angeles urban growth area. This new roadway would be primarily located within the urban growth area and provides an alternate east-west entrance into the urban area for local residents as well as an emergency access route in case the sole access point at Morse Creek should become impassable due to an emergency.
(ii) Encourage the Washington State Department of Transportation to retain all of their properties adjoining Highway 101 and Highway 112 for future use as rest stops, scenic pullouts, roadside parks and future transit pullouts.
(iii) Work with the Washington State Department of Transportation and other agencies to ensure that Highway 101 meets the goal that the corridor function regionally for the mobility of goods, services and passengers. Included in this goal would be review of State access policy to ensure the direct access to the highway from individual properties is minimized.
(iv) Improve Highway 112 and 101 in conjunction with casino development plans of the Elwha S’Klallam Tribe to ensure that safety and level of service are maintained at current levels.
(v) Adopt regulations prohibiting access to Highway 101 when access to County/City roads is available or when shared access points are available.
(vi) Highway 101 should have adequate shoulders for bicyclists. Current deficiencies in the eastern portion of the urban growth area should be corrected to encourage bicycle commuting. Storage facilities for bicycles should be available in conjunction with transit shelters along the corridor.
(vii) Pedestrian facilities (sidewalks or paths) should be planned along the Highway 101 corridor through the urban growth area of Port Angeles.
(viii) Park-and-ride lots and transit shelters should be conveniently located along the Highway 101 corridor in the urban growth area of Port Angeles and at the intersections of County arterials and Highway 101.
(ix) Passing lanes should be planned along the highway corridor in rural areas.
(x) The proliferation of stoplights on Highway 101 should be discouraged. New development should be encouraged to locate at existing intersections where stoplights are already in place.
(xi) Left-turn access to Highway 101 should be controlled with raised landscaped medians for Highway 101 center median turn lanes to prevent the potential for head on collisions caused by drivers using center median turn lanes as a left turn acceleration lanes.
(xii) The Warren-truss Elwha River Bridge should be studied for the parameters of: (1) retaining multi-use circulation; (2) rehabilitating for historic purposes and nonmotorized circulation only; (3) removing and re-establishing an improved circulation pattern; or (4) removing and replacement in the same location. New funding opportunities should accompany each transportation study option.
(b) Policy 2. Enhance the roadway aesthetics and improve the facades and landscaping of businesses fronting on the Scenic Highway 101 corridor in the urban growth area in order to enhance business opportunities and general appearance to local residents and the traveling public.
(i) The Port Angeles Highway 101 urban corridor should develop as a tree lined, landscaped boulevard. Deciduous street trees, landscaped medians, roadside landscaping and improved pedestrian amenities should be included in all future urban Highway 101 upgrades and as development standards for new development along the corridor. Assist corridor business owners in obtaining the funding needed to upgrade building facades, landscaping and pedestrian amenities.
(ii) The east entrance to Port Angeles urban growth area at Deer Park should be enhanced with landscaped medians, street trees and streetscape landscaping in accordance with the Port Angeles Gateway Plan.
(iii) Clallam County should work with the Washington State Department of Transportation to obtain funding for ADA accessible restrooms at the Deer Park Scenic Gateway Center, a popular access point to the Olympic Discovery Trail.
(iv) Work with the Washington State Department of Transportation and Clallam Transit to ensure a safe drop-off point for transit riders accessing businesses near the Deer Park Cinema.
(v) Increase traveler information and services at the Deer Park Scenic Gateway Center. Inform vehicle and bicycle travelers about the Olympic Discovery Trail, its route and connections, and access to city services.
(vi) Adopt regulations prohibiting access to Highway 101 when access to County/City roads is available or when shared access points are available.
(c) [Policy No. 3] Improve circulation patterns around the City of Port Angeles. (See Figure 10)
(i) Highway 101 capacity should be improved in the urban growth area through development of shared parking regulations, required interconnection of parking lots on adjoining lots and an associated reduction of individual access points directly onto Highway 101.
(ii) New and expanded commercial or industrial development should make appropriate provisions for transit connections in the urban area.
(2) Rural and Urban Roads.
(a) [Policy No. 4] With the completion of a new east-west route on the east side of the Port Angeles urban growth area, the circulation system of County roads in rural and resource land areas should be considered completed for this planning area. The County should not pursue new County roads except in those circumstances where roads are built within subdivisions with private funds and then turned over to the County for maintenance.
(b) [Policy No. 5] Road systems in rural and resource areas should be at rural and resource land standards which preserve the essential character of the land use.
(i) County gravel roads in forested resource lands should remain at gravel standards or be returned to another agency or vacated to adjacent property owners in order to lessen development conversion pressures which occur when paved roads provide access to resource areas. Examples of roads that should remain gravel include Little River Road (between Lake Dawn and Black Diamond Road), Upper Monroe Road, and Upper Mount Pleasant.
(ii) Improve Siebert Creek curve on Old Olympic Highway for all modes of transportation including bikes.
(c) [Policy No. 6] The following road improvements have been identified based on LOS standards, improved circulation, and road width and safety standards. The roads are listed in approximate order of importance:
Old Olympic Highway (finish widening, straighten alignment)
Larch Avenue (realignment of intersection with Highway 101)
Edgewood Drive/Airport Road (intersection)
Gales Street (widen)
McNutt Street intersection with Highway 101 (eliminate intersection)
Old Mill Road/Simmons Road (school bus pullout)
North Lee’s Creek Road (guardrails)
Black Diamond (widen)
O’Brien Road (realign, widen)
Lower Elwha Road (curves, shoulders, guardrails)
Lake Farm Road (widen north of school)
Monroe Road (widen between Arnette and Draper)
Mt. Pleasant Road (widen road north of Draper and near Gravel Pit)
Draper (widen)
Gasman Road (realign at old rail crossing)
Deer Park (install guardrail)
Dan Kelly Road at intersection of Colville Road (intersection improvements)
Mt. Pleasant Road at Dietz Road (intersection improvements)
Henry Boyd Road (intersections and shoulder widening)
Little River Road (curves)
Place Road (guardrail)
Township Line (widen).
(3) Road Standards.
(a) [Policy No. 7] Improvements to County roads should consider the rural character of the Port Angeles region. Needed safety improvements should be the minimum necessary to address the safety problem, particularly in rural areas where country roads enhance the character of the area, as well as being a deterrent to speeding. In rural areas, limit the number of access points to County roads in order to limit impediments to traffic and to maintain open space qualities. Please see County-wide Comprehensive Plan for adopted County road standards.
(b) [Policy No. 8] When County roads are rebuilt in this area, forecasts of future traffic should be based on the following principles:
(i) If the County road is on the regional transportation network (see Peninsula Regional Transportation Planning Organization – PRTPO), the road should be designed to accommodate transportation growth rates within the PRTPO plan.
(ii) If the County road is not on the regional transportation network, the road should be designed based on 50 percent of potential build-out as indicated in the land use plan.
(c) [Policy No. 9] Private road standards should allow for flexibility while meeting minimum safety requirements for emergency vehicles, except in those circumstances where it is in the best public interest to develop a public road. Right-of-way standards, improved widths, and surfacing of private roads should not be required at the same standard as public roads. The use of road improvement districts (RIDs) should be encouraged to equitably share the cost of upgrading private roads to land division and fire protection minimum standards.
(4) Paths, Trails and Sidewalks.
(a) [Policy No. 10] The safety and quality of travel experience for the nonmotorized traveler shall be improved with a greater role in the transportation system. Nonmotorized travel should be promoted within the Port Angeles area for multipurpose commuter, recreation and transportation trails for users of all abilities.
(b) Policy 11. The Olympic Discovery Trail should be a priority transportation and recreational facility providing easy access to affordable physical activity, a safe off-road non-motorized alternative for commuters, and a scenic route for touring bicyclists. The Olympic Discovery Trail at full development will connect Port Townsend to Forks with trail extensions accessing LaPush on the Pacific Ocean, a total distance of 145 miles.
(c) Policy 12. A system of lateral/feeder trails should connect US 101 to the Waterfront Trail adjacent to Lee’s, Ennis, Peabody and Tumwater Creeks.
(d) Policy 13. Utilizing City-owned former railroad grade, complete and sign the westerly extension of the Olympic Discovery Trail from the base of Ediz Hook to the City’s western boundary and the Elwha River including construction of a bridge over Dry Creek by the City.
(e) Policy 14. A path, trail, or sidewalk accommodating non-motorized travel shall be required along US 101, County arterials, major collectors within urban growth areas, and within walking distance of school facilities.
(5) Policy 15. The following are the designated bicycle routes. All roads on a designated bicycle route should have a minimum improved shoulder width of three to five feet, depending on the speed limit of the road. Several of these routes are within the City of Port Angeles. The City should be encouraged to designate these routes and provide safe bicycle shoulders.
US 101 from Siebert Creek to Lake Crescent
Old Olympic Highway from Siebert Creek to Highway 101
Olympic Discovery Trail/Waterfront Trail from Old Olympic to Ediz Hook
Marine Drive
Front Street from College Plaza to the Waterfront Trail
First Street from College Plaza to the Waterfront Trail
Race Street from Front Street to the Hurricane Ridge Road
Hill Street
M Street from Hill Street to 18th Street
L Street from 18th Street to Lauridsen
Lauridsen from L Street to Airport Drive
Airport Drive from Edgewood Drive to Lauridsen Boulevard
Edgewood Drive from Airport Road to Laird Road
Laird Road from Edgewood Drive to Highway 101
Highway 112 from Freshwater Bay to Highway 101.
(6) Multimodal:
(a) Policy 16. First priority for transit service and facility improvements should be for designated urban growth areas and routes along the regional transportation system.
(b) Policy 17. Park-and-ride lots and transit shelters should be conveniently located along the Highway 101 corridor in the urban growth areas of Port Angeles and at the intersections of County arterials or collectors and Highway 101. Design park-and-ride lots with transit shelters and bicycle storage facilities on-site.
(c) Policy 18. Encourage reduced reliance on single occupant vehicles (SOV) and reduce vehicle trips generated while encouraging the use of other transportation modes as cost effective or time saving travel alternatives.
(i) In the Port Angeles urban area, foster employer and retail business partnerships with the assistance of local service organizations to implement programs encouraging employees to use alternate transportation modes by exchanging coupons as proof of HOV or non-motorized trips to work for retail service or merchandise.
(ii) Encourage transportation shuttle services and parking strategies for regional attractions such as Hurricane Ridge, the Elwha Valley, and Lake Crescent with private charter services and public/private partnerships.
(iii) Encourage ridership and support transit expansion to reduce single occupant vehicles (SOVs).
(iv) Develop neighborhood scale park-and-ride lots at Highway 101 junction of collectors in the Port Angeles urban area. Design lots with bicycle storage facilities on-site. Proposed locations: Gales Addition (Stock Market Foods), Mt. Pleasant Road, Strait View Drive, and Deer Park Road.
(v) Pursue the Port Angeles Multimodal Transportation Center for most efficient usage as a regional and local facility.
(7) Airports.
(a) Policy 19. Ensure that land uses adjacent to the Port Angeles International Airport are compatible with the continued use of the airport for the air transportation needs of the region.
(b) Policy 20. Provide adequate roadway connections between the Port Angeles International Airport and the existing major arterial streets, roads and highways serving the airport. Ensure that there are adequate public transportation connections to the Port Angeles International Airport.
(8) Marine Terminals.
(a) Policy 21. Ensure adequate access to the Port Angeles Marine Terminals providing ferry access to Canada.
(b) Policy 22. Monitor efforts to establish a high speed passenger/package freight vessel transportation system (i.e., mosquito fleet) in the Puget Sound region, and support the inclusion of Port Angeles in such a system if it is established.
(9) Level of Service.
(a) Policy 23. The minimum acceptable level of service (LOS) standard for County roads in both rural and urban areas shall be LOS “C,” using standard rating methodology.
(b) Policy 24. New development, such as land divisions and non-resource uses (e.g., forestry, agriculture, fisheries) should not be allowed unless served by a County road meeting a surface width standard of 18 feet and having a maximum grade of 12 percent.
(10) Financing.
(a) Policy 25. Place a high priority on investment and expenditure of limited public funds in the transportation system in urban growth areas and limit investment and expenditure in rural areas to arterial development connecting communities and neighborhoods.
(b) Policy 26. The existing transportation system should be maintained before expenditure of limited public funds on expanded facilities.
(c) Policy 27. Traditional funding sources should continue to be the primary funding source pay for improvements to County roads in the region.
(d) Policy 28. The County shall require new development to rectify and/or compensate for impacts to transportation facilities not meeting minimum safety standards or for developments expected to increase demand, such as significantly higher average daily traffic (ADT).
31.04.120 Affordable housing – Inventory and analysis.
(1) GMA Goal. Encourage the availability of affordable housing to all economic segments of the population of this State, promote a variety of residential densities and housing types, and encourage preservation of existing housing stock.
(2) Definition. “Affordable housing” is typically broken into three categories based on family income. Because of the increase in housing values in the past five years, all three categories of affordable housing are desired within the planning area.
(a) “Very low income” means those families earning below 50 percent of County-wide median income can afford the rent or sale price.
(b) “Low income” means those families earning 50 to 80 percent of County-wide median income can afford the rent or sale price.
(c) “Moderate income” means those families earning 80 to 95 percent of County-wide median income can afford the rent or sale price.
(3) Cost of Housing. The 1990 U.S. Census indicated that a family earning the family median income in Clallam County could purchase a home of average value in the Port Angeles region. While the census figures indicate that housing is affordable in the Port Angeles region to a family earning the median income, one must weigh the fact that the average home value figures are on the low side due to the large number of older homes in the region. New homes in the Port Angeles region sell for prices that are out of reach for many families in Clallam County. The census also demonstrated that manufactured housing is an affordable housing option for many residents of the Port Angeles region.
(4) Affordable Housing Types. The types of affordable housing available within the Port Angeles area include:
Multifamily in Port Angeles;
Mobile home parks, such as Welcome Inn, Elmer’s Trailer Park, etc.;
Housing developments which have manufactured housing;
Urban density housing with small lot sizes, such as Gales Addition; and
Accessory housing, such as converted basements and guest houses.
(5) Regulations. Additional regulations and costs for public services and facilities can drive up the cost of housing. Limiting densities in rural areas may make the area more exclusive, which could raise property values and thus, property taxes.
Flexible zoning techniques could lower the cost of some property. Rather than establishing minimum lot sizes in rural areas, land divisions could be based on maximum residential density. Utilizing flexible zoning, a landowner might be able to place lots closer to required services, such as roads and electricity, thus lowering the cost for development of the lots.
31.04.125 Affordable housing – Policies.
(1) Affordable housing opportunities will be available throughout the Port Angeles region in urban and rural areas. Strategies for supplying affordable housing opportunities will vary in rural and urban areas in order to maintain the character of these areas.
(2) Clallam County should encourage the development of affordable housing opportunities in urban areas. Affordable housing in urban areas will be provided through the following techniques:
(a) Multifamily developments will be encouraged to locate in the urban growth areas where transit access, availability of facilities/utilities and other factors important to multifamily development can be provided.
(b) Manufactured home parks and developments will be encouraged within the urban growth area. Existing manufactured home parks will be encouraged to remain in operation. Home prices within these parks are generally less than stick-built homes on individual sites due to smaller lot sizes or lot rental practices.
(c) The smaller lot sizes and higher densities allowed within the urban growth area should allow building lots and housing units to be available at prices affordable to many County residents.
(d) Accessory housing will be allowed in all urban and rural zones.
(e) Accessory housing and multiunit apartments will be allowed above commercial buildings and multifamily dwellings will be permitted to locate behind commercial highway frontages or along back streets in commercially zoned areas. The zoning designation of urban neighborhood commercial will be established in the unincorporated portions of the Port Angeles urban growth area as mixed use districts allowing a blend of commercial uses and multifamily development.
(3) Affordable housing opportunities should be encouraged in rural areas but will follow rural density and open space guidelines to maintain rural character and limit the development of large urban pockets within the rural area. Affordable housing opportunities in rural areas will be met through the following techniques:
(a) Accessory housing or “granny flats” will be an allowed use.
(b) Under rural character conservation homesites smaller than one acre will be approved in rural areas as long as the overall density of the site is not increased over present levels and open space areas (10 acres or larger) are provided as an integral part of the development. Half acre lots should sell at prices affordable to many moderate income residents in the County.
(4) The County should place a high priority on the provision of infrastructure to serve high density housing in the unincorporated portion of urban growth areas by working out agreements with urban service providers for sewer and water service to such developments and should consider partially subsidizing infrastructure costs to low-income affordable housing projects.
(5) Planned unit developments will be encouraged within the urban growth area with incentives provided to supply a percentage of affordable housing in each development. Prime consideration for planned unit development in rural areas should be maintenance of surrounding rural densities to maintain rural character, although some affordable units may be produced through this technique.
(6) The County-wide Housing Task Force should set goals for the provision of low cost and special needs housing in the Port Angeles region. These goals should recognize the needs identified in the Clallam County Needs Assessment Report published in June of 1991 as well as more current data or plans.
(7) Repealed by Ord. 725, 2002.
(8) Infill development in urban growth areas should be encouraged to take place at the maximum densities allowed.
(9) Clallam County should examine the feasibility of encouraging the construction of very low and low income housing by exempting these units from impact fees, should such fees be adopted.
(10) Clallam County should encourage the housing authority to obtain more HUD Section 8 rental assistance vouchers for the Port Angeles area.
(11) Clallam County should develop a housing rehabilitation program under the Community Development Block Grant Program to aid low income residents of the Port Angeles Planning Region.
(12) Flexible zoning techniques, such as cluster housing, transfer of density on a parcel, and plan unit developments that maintain current densities and the essential character of the area in which they are located should be allowed in order to lower the cost of land for affordable housing opportunities.
(13) Multifamily developments within urban growth areas should be allowed in all residential zones where density exceeds seven units per acre. Areas zoned at lesser densities in urban areas are usually heavily impacted by wetlands and other physical constraints which would severely constrain multifamily development.
(14) The County should ensure that development standards do not discourage the provision of affordable housing.
(15) The County should ensure that sufficient lands are designated within urban growth areas for the provision of high density and affordable housing development.
31.04.130 Economic development – Inventory and analysis.
(1) GMA Goal. Encourage economic development throughout the State that is consistent with adopted comprehensive plans, promote economic opportunity for all citizens of this State, especially for unemployed and for disadvantaged persons, and encourage growth in areas experiencing insufficient economic growth, all within the capacities of the State’s natural resources, public services, and public facilities.
Encourage the involvement of citizens in the planning process and ensure coordination between communities and jurisdictions to reconcile conflicts.
(2) Watershed Goal. Ensure long-term, sustainable, environmental and economic health of the watershed.
Ensure cooperation and coordination in resource management.
Promote stewardship by residents, decision makers, visitors, and agencies in the Port Angeles watershed.
(3) Outlook. The economy of Clallam County and the Port Angeles regional planning area has changed dramatically in the last 20 years. Twenty years ago, the area relied heavily on the forestry industry. Changes in forest management have led to increased efforts to diversify the region’s economic base. The recent relocation of Admiral Marine works to Clallam County with the addition of 150 new jobs is a prime example of diversification which strengthens the local economy. The region will continue to look to the forest industry, tourism, recreation, services, the construction industry and retail for its economic future. Light manufacturing and medical services also can play a vital role in the future.
A healthy, sustainable environment and economy must focus on development in place, redevelopment, and improving existing facilities. Existing levels of industry and commerce must be supported, and obsolete industries must be replaced by viable ones. Industries must be environmentally responsible if they wish to do business in Clallam County. And financial resources must be available to invest in new technologies that achieve the dual objectives of environmental and economic health.
Commercial and industrial development has and will continue to play a vital role in the economic development of the region. Commercial development, particularly retail, has expanded considerably in the last 10-year period. Industrial or manufacturing type jobs, however, have not flourished. Manufacturing is an important part of an economic development strategy: the jobs are family wage income, far exceeding service type jobs, and the sale of manufactured goods outside the region represent new dollars recruited within the local community. Both commercial and industrial development requires suitable locations, appropriately zoned, and with the necessary infrastructure.
The following table illustrates current commercial and industrial zoning within the region.
Area
Commercial Land Use
Industrial Land Use
City of Port Angeles
350 acres
855 acres
Unincorporated UGA
412 acres
366 acres
Outside UGAs
42 acres
142 acres (RLC)
31.04.135 Economic development – Policies.
(1) Clallam County should develop infrastructure extension agreements with the City of Port Angeles or the PUD that would allow development of industrial and commercial lands which are not contiguous to the City within the unincorporated portion of the Port Angeles urban growth area. Any such infrastructure extension agreements shall be consistent with an annexation plan agreed upon by Clallam County and the City of Port Angeles.
(2) Clallam County should identify urban regional commercial sites within the Port Angeles urban growth area, properly zone these sites, maintain them in appropriate sizes and quantity, and coordinate the provision of infrastructure. Design standards addressing buffers, traffic, access, noise, screening, landscaping and signage should be developed for regional commercial sites.
(a) Based on current population forecasts, the County should identify, properly zone, and reserve for future development up to two large site, urban regional commercial properties on the east side of Port Angeles.
(b) Regional commercial centers should be clustered at intersections of major collectors and Highway 101, rather than continuing to allow narrow strip development along the entire length of urban highway. Clustering regional commercial sites should enhance business vitality, protect residential property values north and south of the corridor, allow efficient service provision, minimize traffic lights on Highway 101 and improve traffic safety.
(c) Investigate the feasibility of regional commercial preservation regulations which act to maintain these properties in the large parcel sizes needed to attract regional business growth.
(3) Determine the long-range demand for industrial space and identify suitable areas for regional industrial development.
(a) Designations of land for industrial uses should provide sites of sufficient size as to attract small to medium size industrial facilities and locate industry where infrastructure is planned, exists, or can be efficiently provided.
(b) Investigate the feasibility of industrial preservation regulations which act to maintain these properties in the large parcel sizes needed to attract regional industrial growth.
(c) Due to the present lack of industrial site demand and the lack of infrastructure, some of the large area which was designated for industrial uses in the Dry Creek area in the 1982 Comprehensive Plan has been re-evaluated for its potential land use. Property which is not needed for long-term industrial development has been identified in the current plan and residential development at urban densities will be permitted on these lands located inside the urban growth area. Residential development at rural densities on these former industrial sites will be permitted outside the urban growth area.
(4) Clallam County should ensure that a reasonable proportion of small parcels (less than 10 acres) exists for small business serving neighborhood needs within the UGA. Neighborhood Commercial land use designations can be utilized to separate urban regional commercial sites and allow for commercial land uses at scales appropriate for their neighborhood setting. The existence of a commercial strip between urban regional commercial sites should not warrant the expansion of their depth into residentially zoned areas as that will not change the strip commercial nature of development but will only result in a deeper commercial strip.
(5) Clallam County working in concert with other economic development interests should maintain current commercial/industrial site survey information including available and projected public facilities and services, surrounding land uses, transportation capabilities, site suitability based on environmental constraints, and other relevant economic information.
(6) Clallam County should coordinate the development of capital facilities and public improvements as a priority to lands designated for commercial and industrial development. Clallam County should work with the City of Port Angeles and the Port to develop a coordinated infrastructure development plan for development of industrial lands.
(7) Clallam County should ensure that Highway 101 is maintained for smooth flow of commercial traffic through encouraging controlled access to the highway, supporting bypasses of current traffic bottlenecks, minimizing additional stoplights on the highway, consolidating commercial driveways fronting on Highway 101 and supporting multimodal options to single occupancy use of the highway.
(8) Clallam County will make continuous, concerted efforts to attract and support businesses which employ or address the needs of disabled and handicapped persons.
(9) Clallam County will develop and implement a set of landscaping/building design guidelines for development along the Highway 101 and Highway 112 corridors. Landscaping and design guidelines will be used to improve the visual appearance of these important travel ways. Landscaping guidelines should generally implement the design features of the drawings prepared for the Comprehensive Plan. Grant funding should be sought through various sources to upgrade landscaping and facades for existing commercial and industrial operations.
(10) All levels of government should encourage economic development by working cooperatively with other economic development interests to provide water, sewer, and transportation infrastructure, appropriate land use designations (e.g., zoning) and to encourage new businesses to locate in those areas. Improvement costs should be paid through bonds, local improvement districts, and real estate excise taxes and repaid by the developer over time. The cost of connection to these systems needs to be carefully considered as excessive fees can discourage economic growth.
(11) Urban neighborhood commercial designations within urban growth areas should allow for a mix of residential and commercial land uses in order to encourage more interaction between local residents and businesses.
(12) Rural areas should allow research parks when the nature of the research requires a rural location such as is the case with the Battelle Facility near Sequim which required a waterfront location. Standards should be developed to ensure that these facilities do not cause adverse impacts, such as increased traffic, noise or pollution.
(13) Recreational developments that provide attractions to tourists and citizens in the area should be encouraged. Examples of appropriate developments would include golf courses, shoreline access, parks, trails. Existing tourist attractions, including Hurricane Ridge, the Olympic Discovery Trail, and Sol Duc Hot Springs should be maintained for year-round public access and enjoyment.
(14) Resource-based industries should continue to be supported, including conservation of forest and agricultural lands, and processing of raw materials.
(15) Clallam County should ensure that land use plans and regulations provide an environment conducive to business development, consistent with economic goals and objectives and protection of the public health, safety and welfare.
(16) The quality of the environment should be protected in order to attract tourists and new business which desire to locate in a quality environment enjoyed on the Olympic Peninsula.
(17)
(a) Bring together development, industry, agriculture, private citizens, and interest groups in a forum setting to identify issues, common goals, ideas, and funding sources for developing and sustaining environmental and economic health.
(b) Sponsor public cultural celebrations and entertainment that illustrate and/or support balancing environmental and economic issues.
(c) Sponsor a sustainable enterprise fair to market innovation within Clallam County, and to market Clallam County to innovative enterprises.
(18)
(19)
(20)
(21)
needs. Seek to establish research facilities, satellite campuses, and higher-education academic institutions.
(22)
(23)
(24)
(25)
(26)
(27)
(28)
(29)
(30)
31.04.140 The natural environment – Inventory and analysis.
(1) GMA Goals. Maintain and enhance natural resource-based industries, including productive timber, agricultural, and fisheries industries. Encourage the conservation of productive forest lands and productive agricultural lands, and discourage incompatible uses.
Encourage the retention of open space and development of recreational opportunities, conserve fish and wildlife habitat, increase access to natural resource lands and water, and develop parks.
Encourage the involvement of citizens in the planning process and ensure coordination between communities and jurisdictions to reconcile conflicts.
Protect the environment and enhance the State’s high quality of life, including air and water quality, and the availability of water.
(2) Watershed Goals. Protect and enhance watershed resources, and reverse degradation where it has occurred.
Protect beneficial uses of water from nonpoint sources of pollution, including the effects of pathogens, chemicals, sediment, and nutrients on both surface and ground water resources.
Ensure cooperation and coordination in resourc
