TRANSPORTATION
5.1 Area Transportation System Impacted by Illahee Creek
The Illahee communityÕs limited road system, which is primarily due to the steep slopes of Illahee Creek, consists of one north-south road. The Illahee-Brownsville Road, or the Illahee Road, carries traffic between Bremerton's Trenton Avenue in the south and the Brownsville community in the north. The other north-south road, State Highway 303, is one and one-half miles to the west and is part of the west boundary of the Illahee community. This existing highway avoided the Illahee community due to the high cost of road construction over the canyon-type terrain of the Illahee Creek and its tributaries in the Illahee Preserve area. The resulting significant open space between these two roads has helped to preserve the native state of the Illahee Creek area. However, the effect of limited transportation options means an increase of traffic through Illahee as drivers avoid the commuter congestion and multiple stop lights on the four-lane State Highway 303 and choose the Illahee Road (a typical two-lane county road) for north/south travel.
5.2 Future Transportation Impact on Illahee Community
Future traffic problems within Kitsap County may have a resultant impact on the Illahee community. Illahee has been considered in past studies as a possible location for a new major highway and bridge connecting the Kitsap Peninsula with Bainbridge Island. In the early 1980s, the new highway/bridge concept was considered as a possible alternative to building a new Bremerton ferry terminal. One Illahee location then being considered was Puget Power-owned property just south of Illahee Creek. More recently, this idea has surfaced again as an alternative to placing a four-lane road through the middle of Bainbridge Island and the reconstruction or replacement of the Agate Pass Bridge with a four-lane structure. This concept is no longer in play at this time, and road improvements have already begun in the Poulsbo area.
5.3 Existing Infrastructure
Below are the main roadways that either border or are within the Illahee community boundary (Figure 5.1).
State Facilities
State Highway 303 is the principal north/south, four-lane highway in the eastern half of Kitsap County. It is also the westernmost border of the Illahee community between Riddell Road and McWilliams Road.
Figure 5.1 Illahee Community Transportation Infrastructure
County Facilities
Illahee Road is classified as a minor arterial from the top of Illahee hill where it transitions from Trenton Avenue at the south of the Illahee community and runs north through the Illahee community to the community of Brownsville. The posted speed limit is 35 mph, except for the portion going through Illahee community proper where the speed limit is 25 mph.
This arterial road is part of the designated Kitsap County Bicycle Route #39, which is part of the Mosquito Fleet Bicycle Trail that runs between the Kingston and Southworth ferries. The route through the Illahee community is predominately a one-foot wide, unpaved shoulder; however, some sections of a two-foot wide, paved shoulder exist.
The one-mile section of Illahee Road from the Illahee Creek up the hill to Trenton Avenue poses safety concerns for slow, southbound (uphill) bicycle traffic. Two right turns onto Illahee Road, one at Illahee Creek and one near Trenton Avenue, have limited sight lines for motorists to react to slow bicyclists. This section of road is also known for a higher than posted speed of motor vehicles due to no visible residences on either side of the road.
NE 30th Street is the southern border of the Illahee community. It is a two-lane east/west collector roadway running from East Bremerton and terminating as it reaches the bluffs near Illahee State Park.
Sylvan Way is a two-lane minor arterial and local collector, which runs east/west from the area south of Illahee State Park into the East Bremerton area. It comprises another southern border of the Illahee community between Trenton Avenue and Perry Avenue.
Perry Avenue is a two-lane north/south Principal/Minor arterial, running from East Bremerton to Riddell Road. It comprises the western border between Sylvan Way and Riddell Road.
Riddell Road is a two-lane east/west Principal arterial, running from Perry Avenue to State Highway 303. Riddell Road is the southern border of the Illahee community from Perry Avenue to State Highway 303.
Trenton Avenue is a two-lane north/south Collector arterial, running from East Bremerton to Sylvan Way where it transitions into Illahee Road. It is the western border of the Illahee community from NE 30th Street to Sylvan Way.
Fir Drive is classified as a two-lane local road that runs from the Trenton Avenue/Illahee Road transition north until it dead-ends. It connects the dead-end two lane roads.
McWilliams is classified as a Minor arterial. It is a two-lane roadway, which runs from State Highway 303 east/west until it dead-ends at East Avenue. McWilliams is the northern border of the Illahee community from State Highway 303 to Sunset Avenue.
Sunset is classified as a two-lane local road that runs north/south. Sunset is the western border of the Illahee community from McWilliams to NE Colorado Street. Note that NE Colorado Street extended would connect with University Point Circle.
East Avenue functions as a Minor arterial for a short section as it distributes most traffic to Ocean View Boulevard or NE 3rd Street. It is a two-lane roadway, which runs north/south.
Ocean View Boulevard is a Minor two-lane, steep grade arterial connecting East Avenue with Illahee Road.
NE 3rd Street is also classified as a Minor two-lane arterial connecting East Avenue with Illahee Road.
University Point Circle is classified as a two-lane local road that runs in a rectangular pattern through the University Point development and connects with Illahee Road. The northern-most portion of University Point Circle, along with NE Colorado Street, forms the northern border of the Illahee community. There is only one ingress and egress connecting University Point Circle to Illahee Road.
5.4 Kitsap Transit Services
Scheduled Transit Services
Kitsap Transit does not provide regularly scheduled bus service to Illahee proper, but does provide service to some of the perimeter areas of Illahee (Figure 5.2). Perimeter service is provided daily, except for holidays when service is either not provided or limited.
Illahee Dial-A-Ride
Illahee Dial-A-Ride buses operate within the Illahee area and make connections to Kitsap Transit routed buses at the East Bremerton Transfer Center. These advance reservation buses operate on a limited schedule on weekdays from 10 a.m. to 3 p.m. Reservations can be made the day before or up to seven days in advance. Trips may be grouped with other Dial-A-Ride or ACCESS trips.
ACCESS Buses
Kitsap Transit also serves the disabled or elderly through their ACCESS shuttle program. These shuttles are specifically designed for the needs of their clientele and provide home to destination service.
Figure 5.2 Illahee Community Kitsap Transit Routes
5.5 Traffic Analysis
Methodology
Capacity analyses are described in terms of Level of Service (LOS). LOS is a qualitative term that describes the operating conditions a driver will experience while traveling on a particular street or highway during a specific time interval. It ranges from LOS A (little or no delay) to LOS F (long delays, congestion). LOS for roadway links is determined by comparing roadway travel volumes to roadway capacity, known as the volume-to-capacity (V/C) ratio.
Table 5-1 shows the relationship between LOS and V/C ratios. The county has adopted LOS D (v/c = 0.89) as the minimal standard for roadways and intersections within the urban growth area, and LOS C (v/c = 0.79) for rural roadways. Under current conditions, all roadways in the Illahee community area are considered to be rural in nature (minimum LOS of C), with the exception of state routes, where the Washington State Department of Transportation (WSDOT) has adopted LOS D as the V/C threshold.
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Table 5-1 LOS and V/C Comparison |
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|
Level of Service |
Volume-to-Capacity Ratio |
|
A |
² 0.60 |
|
B |
0.60 to 0.69 |
|
C |
0.70 to 0.79 |
|
D |
0.80 to 0.89 |
|
E |
0.90 to 0.99 |
|
F |
³ 1.00 |
The maximum, theoretical vehicle-carrying capacity of a roadway is determined to be approximately 18,000 to 22,000 vehicles per lane per day. However, many factors can reduce the actual capacity of particular roadway segments. These factors include lower posted speeds, the presence of driveways or cross-streets, narrow lane widths, and pedestrian activity. The placement of traffic signals can also lower the capacity of a roadway segment.
Roadway capacity values were assigned to the roadway segments in this study based on the factors described above. Specifically, the capacity values used were taken from Appendix C ÒGeneralized Service Volumes for Snohomish County Arterials (maximum two-way weekday traffic by level of service)Ó of the Snohomish County Transportation Needs Report. In that report, several tables were prepared showing the estimated daily capacity under various roadway conditions. The factors used in the Snohomish County data are reflective of other counties in Western Washington and are appropriate to Kitsap County transportation planning efforts. In this study, tables from Group 1 of the Urban Area Standards were used to identify roadway capacities.
Existing Conditions
Volumes for Average Daily Traffic (ADT) on the existing network for 2000 are shown on Table 5.2. Volumes for 1999 were based on traffic count data collected by Kitsap County. A 2.2% per year growth rate was used to adjust volumes to 2000 conditions.
Based on the existing roadway conditions and daily traffic volumes, all roadway segments providing access to the area under normal conditions presently operate at or above the acceptable Level of Service (LOS) standards for Kitsap County roadways (Tables 5-1 & 5-2).
Table 5-2 2000 LOS and V/C Comparison |
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Roadway |
2000 Volume |
Capacity
|
Volume-to-Capacity Ratio |
LOS |
|
3,000 |
11,700 |
.26 |
A |
|
|
Sylvan Way |
7,100 |
13,000 |
.55 |
A |
|
Perry Avenue |
5,800 |
13,000 |
.45 |
A |
|
Riddell Road |
11,500 |
16,300 |
.71 |
C |
|
Trenton Avenue |
5,400 |
14,600 |
.37 |
A |
|
McWilliams |
8,500 |
14,600 |
.58 |
A |
|
East Avenue |
1,800 |
11,700 |
.15 |
A |
|
Ocean View Blvd |
2,200 |
11,700 |
.19 |
A |
|
3rd Street |
1,500 |
11,700 |
.13 |
A |
Future Conditions
All roadway segments studied are expected to operate at or above the acceptable Level of Service (LOS) standards for Kitsap County roadways in 2012 (Table 5-3).
Table 5-3 2012 Road Network LOS and V/C Comparison |
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Roadway |
2012 Volume |
Capacity |
V/C Ratio |
LOS |
Concurrency Threshold (0.89 x D) |
Deficit (-) Excess (+) Capacity |
|
Illahee Road |
4,600 |
11,700 |
.39 |
A |
10,418 |
5,813 |
|
Sylvan Way |
10,700 |
13,000 |
.82 |
D |
11,570 |
870 |
|
Perry Avenue |
12,200 |
13,000 |
.94 |
E |
11,570 |
-630 |
|
Riddell Road |
14,072 |
16,300 |
.86 |
D |
14,507 |
435 |
|
Trenton Avenue |
5,100 |
14,600 |
.35 |
A |
12,994 |
7,894 |
|
McWilliams |
12,000 |
14,600 |
.82 |
D |
12,994 |
994 |
|
East Avenue |
4,000 |
11,700 |
.34 |
A |
10,413 |
6,413 |
|
Ocean View Blvd |
4,000 |
11,700 |
.34 |
A |
10,413 |
6,413 |
|
3rd Street |
No Data |
11,700 |
.15 |
NA |
10,413 |
NA |
5.6 Current Scheduled Improvements
Kitsap County Transportation Improvement Program (TIP)
The Kitsap County Six-Year Transportation Improvement Program (2006-2010) does not include any planned improvements in the Illahee area for this period.
The Mosquito Fleet Trail Plan
Illahee was, in its early history, totally dependent upon water-borne transportation via the ÒMosquito Fleet.Ó Illahee was one of over 40 Mosquito Fleet ports along Kitsap CountyÕs 228 miles of Puget Sound shoreline. The Mosquito Fleet Trail Plan is a long-term project under the Washington State Scenic Byway System that runs through Illahee and is most noticed by the number of bicycle tour groups that ride the trail through Illahee (Figure 5.3). No Mosquito Fleet Trail Plan improvements are planned in the Illahee area for the known future.
5.7 Pedestrian Walkways
ÒNew and improved walking pathsÓ were common requests from the questionnaires received by the Illahee Community Citizens Advisory Group. To increase pedestrian safety along roadways, shoulders need to be widened to accommodate walking paths. These, or sidewalks, should be mandated for any new developments within the Illahee community boundary.
Figure 5.3 Illahee Community Mosquito Fleet Trail Plan Bike Route
5.8 Goals and Policies
Goal 5.1 Minimize negative environmental impacts by the transportation system.
Policy 5.1-1 Maintain environmental standards and mitigation requirements that are the same or higher than those placed upon the private sector.
Policy 5.1-2 Provide signage to warn traffic of wildlife crossings along Illahee Road in the vicinity of the locations where wildlife corridors exist.
Goal 5.2 Provide citizens an opportunity to participate in the development of a transportation planning policy.
Policy 5.2 Encourage citizen participation, organizations or individuals, in Kitsap County transportation planning efforts within the Illahee Community.
Goal 5.4 Establish minimum level of service standards for transportation facilities in accordance with the requirements of the Growth Management Act.
Policy 5.4-1 Ensure transportation improvements are available to support planned growth at adopted levels of service concurrent with development.
Goal 5.5 Reduce accidents and potential accidents by providing a safe transportation system through good design practices.
Policy 5.5-1 Analyze accident data to determine where safety-related improvements are necessary. Prioritize and implement safety-related improvements during the transportation planning process.
Goal 5.6 Encourage development of an efficient multimodal transportation system and develop a funding strategy and financing plan to meet its needs.
Policy 5.6-1 Develop a ÒmultimodalÓ transportation plan for the Illahee community that considers all modes of transportation, and specifically: private vehicles, public transit (buses), bicycles, and walking/jogging. This plan should cover in detail the implementation plan for future pedestrian walkways as noted in Section 5.7.
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