HomeMy WebLinkAboutComp Plan Chapter 4 - Urban Growth MgmtDeschutes County Comprehensive Plan
Chapter 4: Urban Growth Management
Table of Contents
Urbanization…….…………………………………………………………….. 4-2
Unincorporated Community Overview……………………………………. 4-11
Urban Unincorporated Communities…………..…………..……………… 4-14
Sunriver………………………..………………………………………… 4-14
Rural Communities..……………………..………………………………... 4-28
Terrebonne………………………………………………………………. 4-28
Tumalo…………………………………………………………………… 4-52
Resort Communities…………………………………………………..……... 4-65
Black Butte Ranch……………………………………………………….. 4-65
Inn of the Seventh Mountain…………………………………………… 4-71
Rural Service Centers…...…………………………………………………... 4-75
Alfalfa, Brothers, Hampton, Millican, Whistlestop, Wildhunt
Chapter 4: Urban Growth Management – Urbanization
Urbanization
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Goals
1. To provide for an orderly and efficient transition from rural to urban lands.
2. To assure that planning and implementation of plans in the urban areas
are consistent with the best interest of both urban and urbanizing area
residents.
3. To retain and enhance the character and quality of the urban areas as
growth occurs. To recognize and respect the unusual natural beauty and
character of the area.
4. To provide a sound basis for urbanization by establishing proper
relationships between residential, commercial, industrial and open land
uses; fostering intergovernmental cooperation; and providing an efficient
transportation system.
5. To retain and enhance desirable existing areas and to revitalize,
rehabilitate and redevelop less desirable existing areas; to encourage
and promote innovations in development techniques in order to obtain
maximum livability and excellence in planning and design for
development.
6. To recognize the City of Redmond Comprehensive Plan as the policy
document that provides the basis for implementing land use plans and
ordinances in Redmond’s Urban Growth Boundary. The general purpose
is to provide for one principal means of implementing the Redmond
Comprehensive Plan.
Policies
Urban Growth Boundary Policies
Urbanization
Urbanization policies refer to an unincorporated urban growth areas within an
urban growth boundary but outside the boundaries of a city, and are intended
to assist in the decision making about the conversion of rural to urban uses,
and to help in the development of consistent urban area plan. More detailed
policies for the urban areas of Bend, Redmond and Sisters are specified in the
urban area plans and they shall be the primary documents for coordination
and land use decisions in their respective areas.
1. Urban growth boundaries identify and separate urbanizable land from
rural land. Conversion of urbanizable land to urban uses shall be based
on consideration of:
a. Orderly and economic provision for public facilities and services;
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b. Availability of sufficient land for the various uses to insure choices in
the marketplace; and
c. Encouragement of development within urban areas before
conversion of urbanizable areas.
2. Urban growth boundaries shall be established or expanded based upon
the following:
a. Demonstrated need to accommodate long-range urban population
growth requirements consistent with LCDC goals;
b. Need for housing, employment opportunities and livability;
c. Orderly and economic provision for public facilities and services;
d. Maximum efficiency of land uses within and on the fringe of the
existing urban area;
e. Environmental, energy, economic and social consequences;
f. Retention of agricultural land as defined, with Class I being the
highest priority for retention and Class VI the lowest priority; and,
g. Compatibility of the proposed urban uses with nearby agricultural
activities.
Coordination
3. Within an urban growth boundary City and County land use regulations
and standards shall be mutually supportive, jointly proposed and
adopted, administered and enforced, and plans to integrate the type,
timing and location of development of public facilities and services in a
manner to accommodate demand as urbanizable lands become more
urbanized, and to guide the community's growth.
4. Urban development shall be permitted in areas where services are
available or can be provided in a manner which will minimize costs
related to necessary urban services such as schools, parks, highways,
police, garbage disposal, fire protection, libraries and other facilities and
services.
5. Deschutes County adopts by reference the goals, policies, programs,
elements, and statements of intent of the Redmond Comprehensive
Plan, the officially adopted comprehensive plan for the City of Redmond
and its surrounding Urban Growth Boundary.
Residential development
6. Residential developments should be located so that they are convenient
to places of employment and shopping facilities, and they should be
developed in ways which are consistent with the character of the
topography and soils on the site. Residential areas should offer a wide
variety of housing densities in locations best suited to each.
7. Residential densities indicated on general plans should be respected and
reflected in City and County codes, ordinances and development
policies.
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8. In residential areas, development should be encouraged which have side
yards or rear yards along arterial streets as a means of reducing
congestion through turning movements in and out of driveways.
9. Higher density residential areas should be concentrated near commercial
services and public open space.
Commercial
10. Commercial facilities should be allocated in a reasonable amount and in
a planned relationship to the people they will serve. Any future expansion
of commercial uses should be developed as centers rather than strips
and very carefully considered so that they do not cause unnecessary
traffic congestion and do not detract from the appearance of the
community.
11. Neighborhood commercial shopping areas, parks, school and public
uses may be located within residential districts and should have
development standards which recognize the residential area.
Development standards should be established for those commercial
uses which will provide off-street parking, landscaping, access control,
sign regulations and design review.
12. Strip commercial developments along highways should not be extended.
Commercial uses along major streets and highways shall be subject to
special development standards relating to landscaping, setbacks, signs
and median strips. No further commercial development outside urban
growth boundaries, rural service centers, planned developments, or
destination resorts shall be permitted.
13. All commercial shopping centers shall be subject to special development
standards relating to setbacks, landscaping, physical buffers, screening,
access, signs, building heights and design review. Care shall be taken to
control the size of any new commercial developments that may be
required as growth occurs. Sites shall not be oversized to a point where
additional uses which would generate traffic from outside the intended
service area are necessary to make the development an economic
success.
Industrial
14. Community efforts should be directed toward preserving prime industrial
lands for industrial purposes. Industrial areas shall be protected from
incompatible commercial and residential uses.
15. Industrial areas of the community shall be located where necessary
services can be provided and with good access to transportation
facilities.
16. Community efforts should be directed toward improving the general
appearance of commercial and industrial areas so that they make a
positive contribution to the environment of the community.
Chapter 4: Urban Growth Management – Urbanization
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17. Industrial areas shall provide for new industry in a park-like setting.
18. All industrial centers shall be subject to special development standards
relating to setbacks, landscaping physical buffers, screening, access,
signs, building heights and design review.
Community appearance
19. Because of slow natural growth and their effective use as a visual and
noise buffer, and their relationship to air quality, trees or stands of trees
shall be protected whenever feasible in industrial, commercial, residential
and other urban developments.
20. Community appearance shall continue to be a major concern.
Landscaping, sign regulations and building design review shall contribute
to an improved environment. Major natural features such as rock
outcrops, stream banks, canyons, or stands of trees should be preserved
as a community asset as the area develops.
21. Attempts by each community to identify those characteristics which give
the community its individual identity and to preserve and expand those
characteristics as growth occurs shall be encouraged by the County.
22. Sign regulations shall be adopted which limit the size, location and
number of signs in commercial and industrial areas and have
amortization provisions to remove existing signs which do not conform
with the regulations within a reasonable period of time.
Urban transportation
23. Expressways and arterial streets should have landscaped median strips
wherever possible together with left-turn refuge lanes. Public
transportation routes should be encouraged throughout the area and, if
necessary, special provisions made in street design to accommodate
ways.
24. Streets and highways should be located and constructed in a manner
which will accommodate both current and future traffic needs.
Implementation of arterial and collector road systems should be joint
County and City effort with strict time schedules and priorities.
25. Interurban transportation facilities should be located in or near the central
business district or main highway. Special consideration will be needed
to evaluate public transportation needs and possibilities within the urban
area.
26. Except for major arterial and collector streets, street patterns in
residential areas should be designed to provide convenient access to
each living unit but not encourage through-traffic. Major and collector
streets should be secured and developed under a strict time frame so
that a reasonable circulation pattern will result.
27. Provisions should be considered which will permit mass transit vehicles
on arterial and collector streets within residential areas in the future.
Chapter 4: Urban Growth Management – Urbanization
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Facilities and services
28. Efforts should be made over a sustained period of time to place utility
lines underground in existing and new residential areas.
29. Parks should be located within walking distance of every dwelling unit in
the community. Parks should be centrally located and easily accessible
to the areas they are intended to serve (see Recreation).
30. Certain private recreational uses such as golf courses or riding stables
can be successfully integrated into residential areas provided the
location, design and operation are compatible with surrounding
residential developments.
31. Fire protection in the planning area should be considered as a common
problem by the City, County, water district and the fire protection district,
and equipment should reflect the character of land uses in the
community.
32. Efforts should be made to encourage Federal and State agencies to
locate in urban areas.
33. Efforts should be made to group public offices in a more or less common
location as a convenience to the public.
Other
34. In many cases, home occupations are a legitimate use within residential
areas and should be permitted provided that the use displays no outward
manifestations of business other an a small business sign attached to
the wall of the house.
35. Recreation vehicle storage should be permitted in planned residential
areas and these facilities shall be landscaped and otherwise screened
from adjacent residential uses.
36. Consistent with policies in the Historic and Cultural chapter rehabilitation
and/or redevelopment of older residential areas shall be encouraged.
37. All development in Deschutes County shall comply with all applicable
state and federal rules, regulations and standards.
Urban Reserve Area Policies
Redmond Urban Reserve Area
The following policies apply to the division and development of land in the area
designated Redmond Urban Reserve on the County Comprehensive Plan
map.
38. The Redmond Urban Reserve Area (RURA) shall be designated with an
urban reserve boundary located on the County’s Comprehensive Plan
Map.
Chapter 4: Urban Growth Management – Urbanization
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39. The County shall implement the Urban Reserve Area designation
through the application of a RURA Combining Zone. The text of this
combining zone shall be added and maintained in Title 18, County
Zoning, of the Deschutes County Code.
40. Until included in the Redmond Urban Growth Boundary, lands zoned
Multiple Use Agricultural, Surface Mining, Rural Residential, or EFU in
the RURA shall continue to be planned and zoned for rural uses, but in a
manner that ensures a range of opportunities for the orderly, economic
and efficient provision of urban services when these lands are included
in the urban growth boundary.
41. The County, by designating a RURA, shall adopt and implement land
use regulations that ensure development and division of land in the
Multiple Use Agricultural, Surface Mining or Rural Residential zoning
districts, will not hinder the efficient transition to urban land uses and the
orderly and efficient provision of urban services.
42. These land use regulations shall include:
a. Prohibition on the creation of new parcels less than ten acres;
b. Regulations that prohibit zone changes or plan amendments allowing
more intensive uses, including higher residential density, than
permitted by the acknowledged zoning in effect as of the date of
establishment of the urban reserve area. Such regulations shall
remain in effect until such time as the land is included in the
Redmond Urban Growth Boundary.
43. Partitions of land zoned Exclusive Farm Use shall be allowed according
to state law and the County Zoning Ordinance.
44. The City of Redmond and Deschutes County shall adopt a RURA
Agreement consistent with their respective comprehensive plans and the
requirements of OAR 660-021-0050.
45. New arterial and collector right-of-way established in the RURA shall
meet the right-of-way standards of Deschutes County or the City of
Redmond, whichever is greater.
46. The siting of new development shall be regulated along existing and
future arterial and collector right-of-way, designated on the County’s
Transportation System Plan, for the purpose of ensuring the opportunity
for future urban development and public facilities.
47. The siting of a single family dwelling on a legal parcel is permissible if the
single family dwelling would otherwise have been allowed under law,
existing prior to the designation of the parcel as part of the Redmond
Urban Reserve Area.
48. City of Redmond shall collaborate with Deschutes County to assure that
the County owned 1800 acres in the RURA is master planned before it is
incorporated into Redmond’s urban growth boundary.
Chapter 4: Urban Growth Management – Urbanization
Urbanization
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Background
A major emphasis of Oregon's land use planning program is directing new
development in urban areas. The rural areas are primarily for natural resource
utilization. Lying between incorporated cities and the rural areas are
urbanizing areas. Usually under the jurisdiction of the County, this
unincorporated urban area is within an urban growth boundary but outside city
limits. Targeted for urbanization over a twenty year period, these lands are
anticipated for annexation and urban facilities and services to the meet the
needs of a future population.
Deschutes County has four incorporated cities. Bend, Redmond and Sisters
were incorporated before this plan was written in 1979. The City of La Pine
incorporated on November 7, 2006. All four cities have been given the
authority by the County to prepare plans for their respective urban areas.
Bend, Redmond and Sisters have plans that are coordinated with the County
and have certain elements adopted into the County Comprehensive Plan. In
addition to a plan, the cities and the County maintain urban growth area
zoning ordinances and cooperative agreements for mutually administering the
unincorporated urban areas. As of 2008, La Pine is using the County
Comprehensive Plan and land use regulations established prior to
incorporation through a joint management agreement. In the near future La
Pine will draft its own comprehensive plan and land use regulations and
initiate a legislative process to adopt land use ordinances.
At the time this plan was adopted, in 1979, the then three incorporated cities
were growing rapidly. Deschutes County estimated urban area populations of
33,000 for Bend, 7,500 for Redmond, and 900 for Sisters. All of the cities
were expected to continue their growth to the year 2000. The 2000 Census
results for Bend, Redmond, and Sisters were 52,029, 13,481, and 959,
respectively. In 2000, 58 percent of the County’s population lived in urban
areas. By the year 2025, the County’s population is forecasted to reach
240,811 people. This forecast includes 109,389 people in Bend, 45,724
people in Redmond, and 3,747 people in Sisters. If population growth occurs
as forecasted, 66 percent of the County’s population will reside in urban areas
by 2025.
Such growth will undoubtedly require strategically managing the provision of
public services and maintaining adequate amounts of residential, commercial
and industrial lands. Growth pressures will also require programmatic
approaches to maintain open spaces, natural resources, and functional
ecosystems that help define the qualities of Central Oregon.
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Chapter 4: Urban Growth Management – Urbanization
Cities in Deschutes County are located in one of the most beautiful and livable
environments in the state. All of the communities have within their authority the
power to guide community growth for the public's benefit. Collaborative efforts
between the cities, special districts and the County could create urban
environments that continue to not only function efficiently but are attractive and
desirable places to live.
The purposes of the urbanization goals and
policies are to provide the link between the
urban and rural areas, and to provide some
basic parameters within which the urban areas
of Deschutes County can develop, although the
specific comprehensive plan for each community
shall be the prevailing document for guiding growth in its respective area.
These policies will permit the County to review each comprehensive plan
against common criteria and assure consistency County-wide.
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In 2000
Sisters, 1%
Nonurban,
41%
Redmond,
13%
Bend, 45%
By 2025
Nonurban,
34%
Sisters, 2%
Redmond,
19%
Bend, 45%
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Chapter 4: Urban Growth Management –Unincorporated Communities Overview
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Unincorporated Communities
Overview
Besides the four incorporated cities in Deschutes County, there are a number
of unincorporated communities. These consist of areas developed with urban
uses in rural areas. Generally, the unincorporated communities were
developed prior to the Oregon planning system and called rural service
centers in the 1979 version of this plan. Subsequently, to contain their growth,
the State initiated unincorporated community classifications and regulations to
define allowable uses.
The 1979 comprehensive plan designated the following rural service centers
(RSC): Alfalfa, Brothers, Hampton, Millican, La Pine, Whistle Stop, Wickiup
Junction, Terrebonne, Wild Hunt and Tumalo. Deschutes Junction and
Deschutes River Woods were also mentioned. These areas were designated
in that plan as exception areas from Goals 3, Agricultural Lands and 4, Forest
Lands. Zoning under the Comprehensive Plan allowed for a mix of residential
and commercial uses to support nearby residential developments. The scope
of those uses, until the early 1990s, was never much of an issue since there
was little development pressure.
In 1994, LCDC adopted a new administrative rule, OAR 660 Division 22 to
clarify what uses could be allowed in “unincorporated communities” without
violating Statewide Planning Goals 11 and 14 relating to public facilities and
urban uses. The rule identifies four different kinds of rural communities: Urban
Unincorporated Community (UUC), Rural Community, Resort Community and
Rural Service Center (RSC). In addition to the RSCs listed above the following
developments were identified as communities that Deschutes County has
been required to review for compliance with the rule: Black Butte Ranch and
Inn of the Seventh Mountain/Widgi Creek resorts, Deschutes Junction RSC,
Spring River RSC, lands zoned for Rural Industrial development and the
Deschutes River Woods Country Store development. The latter four areas
were rezoned in 2002 for Rural Commercial or Rural Industrial uses because
they do not meet the criteria of any of the four types of unincorporated
communities referenced above.
The 2001 Deschutes County Comprehensive Plan designates Black Butte
Ranch and the Inn of the Seventh Mountain/Widgi Creek as Resort
Communities.
On November 7, 2006 the residents of the La Pine Urban Unincorporated
Community voted to incorporate. As of this tune-up in 2007, the new City of La
Pine is working on a budget with the goal of initiating a comprehensive plan
process of their own. Until their plan and associated zoning is completed, La
Chapter 4: Urban Growth Management – Unincorporated Communities Overview
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Pine’s land use program will be administered by the County using its existing
comprehensive plan and zoning code.
The following table lists the plan designation for each area is unincorporated
community, and defines the type of community and the year when review for
compliance with OAR 660 Division 22 was completed. All the communities
listed below are designated Unincorporated Communities in this plan.
Deschutes County Unincorporated Communities 2008
Community Type Approval Date
Sunriver Urban Unincorporated Community 1997
Terrebonne Rural Community 1997
Tumalo Rural Community 1997
Black Butte Ranch Resort Community 2001
Inn of the 7th Mountain
Widgi Creek
Resort Community 2001
Alfalfa Rural Service Center 2002
Brothers Rural Service Center 2002
Hampton Rural Service Center 2002
Millican Rural Service Center 2002
Whistlestop Rural Service Center 2002
Wildhunt Rural Service Center 2002
Source: Deschutes County Planning Division
Chapter 4: Urban Growth Management – Sunriver Urban Unincorporated Community
Sunriver Urban
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Unincorporated Community
Sunriver Goals
No goals have been defined for the Sunriver Urban Unincorporated
Community
Sunriver Policies
Land use policies
General Land Use Policies
1. Land use regulations shall conform to the requirements of OAR 660
Division 22 or any successor.
2. County comprehensive plan policies and land use regulations shall
ensure that new uses authorized within the Sunriver Urban
Unincorporated Community do not adversely affect forest uses in the
surrounding Forest Use Zones.
3. To protect scenic views and riparian habitat within the community,
appropriate setbacks shall be required for all structures built on
properties with frontage along the Deschutes River.
4. Open space and common area shall remain undeveloped except for
community amenities such as bike and pedestrian paths, and parks and
picnic areas.
5. Public access to the Deschutes River shall be preserved.
6. The County supports the design review standards administered by the
Sunriver Owners Association.
Residential District Policies
7. Areas designated residential on the comprehensive plan map shall be
developed with single family or multiple family residential housing.
Commercial District Policies
8. Small-scale, low-impact commercial uses shall be developed in
conformance with the requirements of OAR Chapter 660, Division 22.
Larger, more intense commercial uses shall be permitted if they are
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Chapter 4: Urban Growth Management – Sunriver Urban Unincorporated Community
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intended to serve the community, the surrounding rural area and the
travel needs of people passing through the area.
9. Development standards in the commercial district should encourage new
development that is compatible with the existing pedestrian mall style of
development that serves as the commercial core of the Sunriver Urban
Unincorporated Community.
10. No additional land shall be designated Commercial until the next periodic
review.
11. Multiple-family residences and residential units in commercial buildings
shall be permitted in the commercial area for the purpose of providing
housing which is adjacent to places of employment. Single-family
residences shall not be permitted in commercial areas.
12. Approval standards for conditional uses in the commercial district shall
take into consideration the impact of the proposed use on the nearby
residential and commercial uses and the capacity of the transportation
system and public facilities and services to serve the proposed use.
Resort district policies
13. Areas designated resort on the comprehensive plan map shall be
designated resort, resort marina, resort golf course, resort equestrian or
resort nature center district on the zoning map to reflect a development
pattern which is consistent with resort uses and activities.
Business park district policies
14. A variety of commercial uses which support the needs of the community
and surrounding rural area, and not uses solely intended to attract resort
visitors, should be encouraged.
15. Allow small-scale, low-impact commercial uses in conformance with the
requirements of OAR Chapter 660, Division 22. Larger more intense
commercial uses shall be permitted if they are intended to serve the
community, the surrounding rural area and the travel needs of people
passing through the area.
16. Small-scale, low-impact industrial uses should be allowed in
conformance with the requirements of OAR Chapter 660, Division 22. No
more intensive industrial uses shall be allowed.
Community district policies
17. Areas designated community on the comprehensive plan map shall be
designated community general, community recreation, community limited
or community neighborhood district on the zoning map to reflect a
development pattern which is consistent community uses and activities.
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18. Lands designated community shall be developed with uses which
support all facets of community needs, be they those of year round
residents or part time residents and tourists.
19. Development shall take into consideration the unique physical features of
the community and be sensitive to the residential development within
which the community areas are interspersed.
Airport district policies
20. Future development shall not result in structures or uses which, due to
extreme height or attraction of birds, would pose a hazard to the
operation of aircraft.
21. Future development should not allow uses which would result in large
concentrations or gatherings of people in a single location.
Utility district policies
22. Lands designated utility shall allow for development of administrative
offices, substations, storage/repair yards, distribution lines and similar
amenities for services such as water, sewer, telephone, cable television
and wireless telecommunications.
Forest district policies
23. Uses and development on property designated forest that are within the
Sunriver Urban Unincorporated Community boundary shall be consistent
with uses and development of other lands outside of the community
boundary which are also designated forest on the Deschutes County
comprehensive plan map.
24. Forest district property shall be used primarily for effluent storage ponds,
spray irrigation of effluent, biosolids application and ancillary facilities
necessary to meet Oregon Department of Environmental Quality sewage
disposal regulations.
25. The development of resort, residential or non-forest commercial activities
on Forest district lands shall be prohibited unless an exception to Goal
14 is taken.
Public facility policies
General public facility planning policies
26. Residential minimum lot sizes and densities shall be determined by the
capacity of the water and sewer facilities to accommodate existing and
future development and growth.
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27. New uses or expansion of existing uses within the Sunriver Urban
Unincorporated Community which require land use approval shall be
approved only upon confirmation from the Sunriver Utility Company that
water and sewer service for such uses can be provided.
Water Facility Policies
28. Water service shall continue to be provided by the Sunriver Utilities
Company.
Sewer Facility Policies
29. Sewer service shall continue to be provided by the Sunriver Utilities
Company.
Transportation policies
Transportation system maintenance policies
30. Privately-maintained roads within the Sunriver Urban Unincorporated
Community boundary shall continue to be maintained by the Sunriver
Owners Association.
31. The bicycle/pedestrian path system shall continue to be maintained by
the Sunriver Owners Association.
32. The County will encourage the future expansion of bicycle/pedestrian
paths within the Sunriver Urban Unincorporated Community boundary in
an effort to provide an alternative to vehicular travel.
33. All public roads maintained by the County shall continue to be
maintained by the County. Improvements to County maintained public
roads shall occur as described the County Transportation System Plan.
Chapter 4: Urban Growth Management – Sunriver Urban Unincorporated Community
Sunriver Urban
Unincorporated
Community
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Sunriver Background
Under OAR 660, Division 22, Unincorporated Communities, Sunriver meets
the definition for both an “Urban Unincorporated Community” and a “Resort
Community.” With the help of a stakeholder advisory committee comprised of
key members of the community who represent a multitude of property owners
and development interests, the decision was made to proceed with the
planning process for Sunriver as an Urban Unincorporated Community. It was
the consensus of the committee that the provisions allotted for Urban
Unincorporated Communities under the rule offered the greatest practical
degree of flexibility for future growth and development in Sunriver. Subsection
OAR 660.22.010(8) defines “Urban Unincorporated Community” as;
“[a]n unincorporated community which has the following characteristics:
1. Includes at least 150 Permanent dwelling units including manufactured
homes;
2. Contains a mixture of land uses, including three or more public,
commercial or industrial land uses;
3. Includes areas served by a community sewer system; and,
4. Includes areas served by a community water system.
Findings - General
Historical background
Sunriver is located in the central portion of Deschutes County, approximately
15 miles south of the city limits of Bend. Sunriver lies in the Upper Deschutes
River Basin, with the Deschutes River generally forming the western boundary
of the community. Sunriver includes approximately 3,374 acres which are
bounded by the Deschutes National Forest on the east, west and north sides.
Small lot residential subdivision development is the predominant land use to
the south of the community boundary. However, Crosswater, a private
residential/resort community has also recently been developed in the area
immediately south of Sunriver.
Development of Sunriver began in 1967 and the first subdivision plat within
Sunriver was filed in 1968. Development in Sunriver began during a period of
time when the unincorporated areas of Deschutes County were not zoned. In
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1972, when the County first adopted a zoning ordinance (PL-5) and
Comprehensive Plan, the area identified as Sunriver was zoned A-1-T and
designated “planned development” on the Comprehensive Plan map. In 1973,
a zone change to planned development (PD) was applied for and granted. As
part of the zone change application, a “Master Plan” was developed. The
Master Plan consisted of a map showing the proposed development of
Sunriver. The original area of Sunriver encompassed approximately 5,500
acres. Development occurred in accordance with the PD Zone of PL-5 and the
density of development was determined to be 1.5 units per acre overall.
In 1977, approximately 2,200 acres of property originally contemplated for
development as part of Sunriver were sold to the U.S. Forest Service.
Following the sale, a revised Master Plan for Sunriver Phase II was prepared
for the undeveloped portion of Sunriver. In October 1978, the County
approved the revised Sunriver Phase II Master Plan with the same PD Zoning
designation.
In 1980, after a land use application submitted for development within Sunriver
generated controversy, the viability of the Sunriver Master Plan was called into
question. This was compounded by the fact that PL-15, the County Zoning
Ordinance adopted in 1979 to replace PL-5, did not include any provisions for
“planned communities.” As a result, the developer of Sunriver agreed to
develop a Planned Community (PC) zoning ordinance text and new Master
Plan for Sunriver subject to County review and approval. In November 1982,
the County adopted an ordinance amending PL-15 to add a section providing
for the Planned Community (PC) Zone and approving a new Sunriver Master
Plan. Since 1982, the PC Zoning Ordinance Text and Master Plan remained
relatively unchanged and were the guiding documents for the majority of
existing development in Sunriver.
The PC zone adopted in 1982 included seven (7) separate district
designations within the community. The districts included the following:
1. Single Family Residential District -RS
2. Multiple Family Residential District -RM
3. Commercial District - C
4. Resort District - R
5. Industrial District - I
6. Community Property -CP
7. Airport District -A
Approximately 80 percent of the area within the Sunriver community boundary
has already been developed. Past development has included a mixture of
single family and multi-family residences, commercial businesses, resort and
recreational amenities and public service buildings.
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Population and growth
The current population of Sunriver is difficult to ascertain. This is due to the
large number of vacation and second homes within the community that are
occupied for only part of the year. According to statistics compiled by the
Sunriver Owners Association, the number of full time, year round residents of
Sunriver is estimated to be 1,654 persons. During the peak tourist season, the
population of Sunriver, including guests who do not own property but are
renting residences within the community, is estimated to be 12,664 persons.
While the number of residential lots (both single family and multi-family) within
the community and the density of development can be determined with a great
degree of accuracy, the rate of future population growth in Sunriver is difficult
to estimate due to the large number of residences that serve as second and/or
vacation homes. Approximately 80 percent of the existing dwellings are vacant
for large periods of time throughout the year. However, during the peak tourist
seasons, the majority of the dwellings are occupied. Thus, Sunriver typically
experiences a fluctuating population comprised of both year round and part
time residents.
At the end of 1996, Sunriver had an 80 percent build-out of single-family
residential lots with 2,575 single-family homes and a 95 percent build-out of
townhomes and condominiums comprised of 896 residences. When adding
these together, there are a total of 3,428 single-family residences in Sunriver.
When using the 1990 Census figure which estimates an average of 2.54
persons per household, the population figure is approximately 8,707 persons.
Upon total build-out of the residential lots in Sunriver, the estimated population
could be expected to total 10,455 persons. This does not take into account the
resort/vacation component of Sunriver and the fact that many dwellings are
not occupied full time. Based on information compiled by the Sunriver Owners
Association, approximately 19 percent of the single family residences existing
as of 1996 are occupied on a year round basis. Thus, a more accurate
estimate of full time residents is 1,654 persons. If the percentage of full time
residents holds relatively constant as it has in the past, the population of full
time residents could be expected to be 1,906 persons upon build-out of all
residential lots. After build-out, it is expected that the population growth will
become substantially stagnant since there are no plans for expanding the
community boundaries at this time.
Chapter 4: Urban Growth Management – Sunriver Urban Unincorporated Community
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Periodic review
In the fall of 1994, the Oregon Land Conservation and Development
Commission adopted a new administrative rule, OAR 660.22, Unincorporated
Communities, which required counties to update land use plans and
regulations for such communities. As part of Periodic Review, the County
updated the Comprehensive Plan and implementing regulations for Sunriver to
comply with the rule.
“Urban Unincorporated Community”
Sunriver meets the definition because it has historically included land
developed with a mixture of residential, commercial and industrial uses.
Sunriver utilities operate both a community sewer and water system which are
in place and serve the existing development. Sunriver is served by its own fire
and police departments and also has essential services such as a school. The
Comprehensive Plan designates Sunriver as an Urban Unincorporated
Community and provides for future growth and development accordingly.
Sunriver Urban Unincorporated Community Boundary
Since 1977, Sunriver has included approximately 3,374 acres of land. Within
this area, there are 4,700 total tax lots, including common areas. The
community boundary is generally formed by the Deschutes River on the west,
Spring River Road/South Century Drive on the south and the Deschutes
National Forest on the north and east. This boundary has remained
unchanged since 1977.
During the 1997 update, the Sunriver Urban Unincorporated Community
boundary has been amended in the following way: 366-acres were added to
the Sunriver Urban Unincorporated Community along the east boundary to be
used for sewage effluent storage and disposal. This area, once part of the
Deschutes National Forest, was changed from a plan designation of Forest to
Urban Unincorporated Community - Forest. It was added per Oregon
Department of Environmental Quality requirements. The effluent and storage
capabilities of the existing sewage system are at or near capacity seasonally.
Thus, this expansion of the community boundary was necessary to provide
adequate sewage disposal services to the existing community at build-out.
This area is not intended to provide additional sewer capacity to serve areas
outside of the historic community boundaries.
Chapter 4: Urban Growth Management – Sunriver Urban Unincorporated Community
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Land use planning
Existing land uses
The predominant land use in Sunriver is residential, the majority of which is
single-family residential development. However, since Sunriver was originally
developed as a planned community, a number of other uses exist, making it
somewhat self-reliant. Uses which support the residential components include
a commercial core which contains a variety of retail businesses developed in a
pedestrian mall setting, as well as a business park. A large component of
development in Sunriver includes resort related amenities such as golf
courses, a lodge, convention facilities and overnight accommodations. A fire
station, police station and public works facility have also been developed to
support these uses.
Land bordering Sunriver on the north, east and west is zoned Forest Use (F-1)
and is within the Deschutes National Forest. The National Forest land remains
undeveloped and is primarily used for recreational purposes such as hiking,
hunting, fishing, snowmobiling, etc. The forest lands and the recreational
opportunities that they offer enhance the resort component of Sunriver. Land
to the south of Sunriver includes primarily private property which is zoned
Rural Residential (RR-10). The majority of the RR-10 properties include small
lot (one-half to one acre parcels) subdivisions which were created prior to any
zoning laws.
Comprehensive Plan Designations
The 1997 Deschutes County Comprehensive Plan for the Sunriver Urban
Unincorporated Community has eight comprehensive plan designations,
shown on the comprehensive plan map attached as Map “A” at the end of this
chapter and described as follows:
1. Residential District. The Residential District designation on the
Comprehensive Plan Map includes the Single Family Residential and
Multiple Family Residential Districts as shown on the Zoning Map for the
Sunriver Urban Unincorporated Community. This plan designation
includes all properties which were previously designated for residential
development under the previous Planned Community designation. No
change to residential boundaries have been made.
2. Commercial District. The majority of the land designated Commercial
includes the commercial core of Sunriver which is commonly referred to
as the Sunriver Village Mall. An additional Commercial District is located
at the north end of the community and is developed with a grocery store
and gas station. The Village Mall is developed as an outdoor pedestrian
mall and includes a variety of commercial uses. Many of the existing
Chapter 4: Urban Growth Management – Sunriver Urban Unincorporated Community
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commercial uses support the tourist component of the community and
residents living within the boundaries of Sunriver. This plan designation
includes all areas formerly designated for commercial use.
3. Resort District. In general, the Resort plan designation includes
properties which are developed with amenities such as the Sunriver
Lodge and Great Hall, golf courses, the equestrian and marina facilities
and the nature center. These amenities have been developed to foster
the recreation and tourist component of Sunriver. For the most part, this
designation includes the properties which are owned and managed by
Sunriver Resort.
4. Business Park District. The Sunriver Business Park lies at the southern
end of the community boundary and is physically separated from the
remainder of the community by Spring River Road. This plan designation
was originally created to accommodate light industrial development to
support the employment needs of the community and surrounding area.
Since the inception of zoning ordinance regulations for this area,
development has been primarily commercial in nature rather than
industrial. The zoning ordinance has been modified to reflect the existing
businesses and the trend for commercial development while still allowing
for industrial uses to develop.
5. Community District. The Community plan designation includes properties
which are primarily developed with public service uses which support all
facets of the community. Development includes the fire station, school,
community center, corporation/public works facility. Properties with this
designation are primarily owned and administered by the Sunriver
Owners Association.
6. Airport District. The Airport plan designation includes areas which are
currently developed with airport related amenities, such as runways,
hangars, fueling stations and maintenance facilities. This district also
includes areas surrounding the actual airport development which are
considered to be in the sphere of influence of the airport and in which
airport related impacts and risks are associated. Development in the
airport district shall be limited with respect to heights of structures, public
gathering places and other potential risks to persons or property related
to airport uses.
7. Utility District. This plan designation includes properties which are
currently developed with amenities such as sewage pump stations, water
treatment facilities, water distribution facilities and associated utility
improvements. The utility plan designation is intended to provide for the
development and expansion of necessary utility facilities on properties
which are already devoted to such uses.
8. Forest District. The previous boundary for Sunriver was expanded by
approximately 366-acres to include land along the eastern boundary that
has historically been zoned for forest uses and within the Deschutes
National Forest. A recent decision by the U.S. Forest Service to permit
an effluent storage pond and effluent irrigation site on approximately 50
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acres and a potential land transfer to the Sunriver Utilities Company
prompted inclusion of this area within the community boundary. By
including this area, future expansion of the sewage disposal system
would permit the application of biosolids with the effluent irrigation site
and storage pond. This will enable Sunriver to meet Oregon Department
of Environmental Quality regulations for treated wastewater storage and
disposal stemming from build-out of all 4,600 lots within the community.
An exception to Goal 4 was not taken because the only uses allowed in
the expansion area are permitted in the Forest zone.
Public Facility Planning
Utilities
Water and sewer service within the Sunriver Urban Unincorporated
Community is provided by the Sunriver Utilities Company (SRUC). SRUC is
under the jurisdiction of the Public Utility Commission of Oregon. The SRUC
was established as a private water and wastewater company and has
provided water and sewer services within the community boundary since
1969. SRUC is the largest private water/wastewater company in the State of
Oregon.
Water: SRUC currently operates three main wells which are capable of
pumping over 7.5 million gallons of water each day. In addition, reservoir
capacity for water storage is 2 million gallons per day. This volume of water
production and storage exceeds the needs of the community within the
boundaries of Sunriver.
As of 1997, SRUC serves a total 3603 water customers. This total includes the
following types of service connections: 2630 residential; 753 condominiums;
125 commercial; and, 95 for irrigation purposes. All service connections are
metered to measure the amount of water that is being used. The meter service
sizes range from typical 3/4” residential lines to 6” lines for irrigation,
commercial and industrial uses.
Sewer: Sunriver’s wastewater facility is under the jurisdiction of the Oregon
Department of Environmental Quality (DEQ). Sewage treatment facilities are
capable of handling/treating 2 million gallons of wastewater per day. This
includes the 1997 expansion of effluent storage ponds on a U.S. Forest
Service parcel along the eastern boundary of Sunriver. The design and flow
accommodations will facilitate build out of all 4,600 lots within the community.
Public Services
Police: Sunriver’s police department is responsible for law enforcement within
the boundary of the Sunriver Urban Unincorporated Community. In special
Chapter 4: Urban Growth Management – Sunriver Urban Unincorporated Community
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circumstances, at the request of the Deschutes County Sheriff, the department
will assist with law enforcement outside of the community boundary.
Fire: All areas within the boundary of the Sunriver Urban Unincorporated
Community, except for the Business Park, are served by the Sunriver Fire
Department. The Business Park is provided with fire protection by the La Pine
Rural Fire Protection District.
The Sunriver Fire Department provides fire protection and ambulance service
within the Sunriver community boundary, north of South Century Drive.
Additionally, the department provides these same services to areas outside of
the community boundary to the east, west and north. The department has a
mutual agreement with the La Pine Rural Fire Protection District to provide
secondary services within each other's service boundaries on an as needed
basis.
The La Pine Rural Fire Protection District provides fire protection and
ambulance service to the portion of the Sunriver community known as the
Business Park. The La Pine Rural Fire Protection District has a new station
located along South Century Drive approximately 1 ½ miles south of the
community boundary.
Schools: Three Rivers Elementary School, which is under the direction of the
Bend-La Pine School District, is currently the only school within the boundary
of the Sunriver Urban Unincorporated Community. Three Rivers Elementary
offers schooling from kindergarten through 5th grade and has an enrollment of
approximately 270 students. The school accepts pupils from both inside and
outside the boundary of the Sunriver Unincorporated Community.
Other
Sunriver Owners Association: The Sunriver Owners Association has the day-
to-day responsibility of overseeing the majority of the community operations.
The association is governed by a Board of Directors and a General Manager.
The services and departments operated by the Sunriver Owners Association,
as well as the primary function of each, include:
1. Public Works and Fleet Services – Maintenance of roads, recreational
paths and recreational amenities under the direction of the Sunriver
Owners Association.
2. Design and Compliance Department – Design review for new structures,
aesthetic quality of new development and compliance with development
standards.
3. Environmental Services – Administration of fire and fuels regulations as
well as any other environmental issues of the community.
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4. Fire and Police Services – The Sunriver Fire Department and Police
Department described above, operate under the direction of the Sunriver
Owners Association.
5. Administration – The administrative offices oversee the day-to-day
functions of each component of the association.
The Sunriver Owners Association publishes a monthly newspaper distributed
to members of the association and the public.
Transportation planning
Background/Existing Transportation Facilities in Sunriver: The Sunriver Urban
Unincorporated Community is accessed via public roadways. These include:
South Century Drive and Cottonwood Road. Both of these roadways lie within
public right-of-way and are maintained by Deschutes County. South Century
Drive and Cottonwood Road connect to Highway 97 which is the primary
corridor for vehicular travel throughout Central Oregon. South Century Drive
enters Sunriver near the southern community boundary and extends to the
residentially developed areas to the south and west. Cottonwood Road enters
Sunriver near the northern Sunriver boundary and ends within the community.
Internal roads within Sunriver, except within the Business Park, are private
which are open to the public, and are maintained by the Sunriver Owners
Association. These roads are paved and are generally 20 feet in width. Roads
within the Business Park are public which are maintained by the County. The
internal roadway network was developed as part of the original design and
master plan for Sunriver. The network consists of a series of internal traffic
circles or roundabouts, from which spur roads lead to various areas within the
community. All areas within the community boundary are currently accessed
by privately maintained roadways.
A bicycle/pedestrian path system has been developed and integrated
throughout the community. Aside from the recreational opportunities provided
by the path system, the paths serve as an alternative to vehicular travel as
they connect the residential, commercial, school and recreation areas of the
community. The paths are paved, maintained in good condition by the
Sunriver Owners Association and are used extensively.
Future Transportation Needs: The existing privately maintained roads and
bicycle/pedestrian paths adequately serve the travel needs of the residents
and visitors of Sunriver. The existing roads and pathways provide access to all
platted and developed areas within the community. There is no projected need
from South Century Drive to the Business Park. Future development within the
Business Park may warrant an additional entrance from South Century Drive
or improvements to the existing.
Chapter 4: Urban Growth Management – Sunriver Urban Unincorporated Community
South Century Drive and Cottonwood Road are both operating at levels below
their vehicular capacity and acceptable levels of service. In the area between
the entrance to the Sunriver Village Mall and the Business Park, the 1996
average daily traffic figures for South Century Drive were approximately 3,380
trips per day. This figure is below the general capacity of 7,000 trips per day.
Many of the vehicles traveling this roadway are passing through the
community, not necessarily to Sunriver, as this road provides a direct link from
Highway 97 to the surrounding rural subdivisions. Cottonwood Road, which
only extends between Highway 97 and the community boundary, is not subject
to the same volume of pass through traffic that occurs on South Century Drive.
Thus, the traffic figures for this roadway are much lower at approximately
2,600 trips per day.
Road widening improvements were completed in
1996 by the County for the segment of South
Century Drive between Highway 97 and the
entrance to the Sunriver Business Park.
Improvements to the entrance of the Business
Park itself were also completed. The
improvements were done to improve the safety and longevity of the roadway.
Future improvements to County roads outside of Sunriver, including the
intersection of South Century Drive and Highway 97 are addressed in the
County Transportation System Plan.
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Chapter 4: Urban Growth Management – Rural Communities
Rural Communities
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Terrebonne Goals
Community Transportation Goals
The livability of the Terrebonne community depends on the ability of the
transportation network to provide safe and convenient access from residential
areas to the commercial areas and to the school. It is important that the state
highway be integrated into the community and that it function efficiently to
transport travelers and freight through the community.
Local road network.
1. Maintain the existing roads.
2. Provide sidewalks only where they are warranted for safety.
3. Protect utility trenches located in the public right of way from damage by
tree roots.
Appropriate local road standards
4. Provide transportation facilities that are practical and cost effective to
construct, use and maintain and in character with the rural community.
Highway 97 corridor
5. Slow traffic on Highway 97.
6. Provide safe, convenient pedestrian crossings on the highway near the
school.
7. Reduce misuse of the center turn lane.
8. Redesign Highway 97 intersections to balance the needs of truck and
pedestrian traffic, particularly at the “B” Avenue and “C” Avenue and the
11th Street intersections.
Terrebonne Policies
Land use Policies
General land use policies
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Chapter 4: Urban Growth Management – Rural Communities
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1. Land use regulations shall conform to the requirements of OAR Chapter
660, Division 22 or its successor.
2. County plans and land use regulations shall ensure that new uses
authorized within the Terrebonne Rural Community do not adversely
affect agricultural uses in the surrounding Exclusive Farm Use (EFU)
zones. Zoning regulations shall require any new structure on land
contiguous to EFU-zoned land which is received special assessment for
farm use to set back 100 feet from the common property line.
3. All zoning districts in the Terrebonne community shall allow residential
uses.
4. The County shall encourage the preservation of historical structures in
the Terrebonne Rural Community, such as the Ladies Pioneer Club
(1911), the Grange Hall (1925) and the Oregon Trunk Railroad Depot
(1911).
Residential area policies
5. Areas designated residential on the comprehensive plan map shall be
designated a corresponding residential district on the zoning map.
6. The County shall plan and zone for a diversity of housing types and
densities suited to the capacity of the land to accommodate water and
sewer facilities.
7. The land designated Residential—5-Acre minimum is intended to
maintain the rural character of the community by retaining large lots
where community water and sewer are not available.
8. Lands designated Residential—5-Acre minimum shall not be
redesignated and rezoned to accommodate higher densities until public
water is provided.
9. Livestock shall be permitted in both residential districts subject to use
limitations.
Commercial area policies
10. Allow small-scale, low-impact commercial and industrial uses in
conformance with the requirements of OAR Chapter 660, Division 22,
and larger commercial uses, if such uses are intended to serve the
community and the surrounding rural area or the travel needs of people
passing through the area.
11. The commercial district shall limit the size of all industrial buildings and
the type of industrial uses to assure that the industrial uses are small-
scale, low-impact and do not dominate the character of the commercial
district.
12. Design standards in the commercial districts should encourage new
development that is compatible with the rural character of the
community.
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13. Where there is a choice to use a road other than Highway 97 for access,
access shall not be taken from Highway 97.
14. Approval standards for conditional uses in the Commercial—Rural
District shall take into account the impact of proposed uses on the
nearby residential and commercial uses and on the capacity of the
transportation and other public facilities and services to serve the
proposed use.
15. The land designated Commercial—Rural shall not be considered for
expansion into the surrounding land designated Residential or
Commercial, except at next periodic review.
16. Stand-alone residential uses or residences in conjunction with uses listed
in the commercial districts shall be allowed, but they are not intended to
predominate or set the development standards for other uses in the area.
17. Land divisions or replatting for residential purposes shall not be allowed
in the commercial districts.
18. Livestock shall not be permitted in the commercial districts.
Commercial expansion area policies
19. The Commercial or Commercial Rural plan designations shall not
expand on the west side of Highway 97.
20. The area designated Commercial shall only expand to the designated
Commercial Expansion Area on the Terrebonne comprehensive plan
map (See Map B1). No expansion of the Commercial Expansion Area
shall be considered until next periodic review.
21. Rezoning the Commercial Expansion Area from Residential District to
Commercial District shall be allowed only if no land currently zoned
Commercial District can reasonably accommodate the proposed use.
22. Rezoning the Commercial Expansion from Residential District to
Commercial District may be done without a Plan Amendment and shall
be allowed only if the Terrebonne Domestic Water District facilities
provide, or will provide, adequate water quantity and pressure for
commercial or domestic use to serve the area being rezoned; and the
road rights of way serving the area being rezoned have been, or will be,
improved to applicable County right of way standards for the Terrebonne
Rural Community. An applicant for a zone change must be able to
demonstrate that:
a. Road right of way improvements and public water facilities to the
property are in place or will be in place when the development
occurs; or
b. Road right of way improvements and public water facilities to the
property are under construction when a permit is issued; or
c. Road right of way improvements and public water facilities to the
property have been in a local government or special district budget.
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23. These standards shall apply in place of the County standards for
rezoning contained in Title 18, section 18.36.020 of the Deschutes
County Code..
Public facility policies
General public facility planning policies
24. Residential minimum lot sizes shall be determined by the capacity of the
land to accommodate available water and sewer facilities, in order to
protect and promote public health and safety and to provide efficient
public facilities and services.
25. The County shall encourage early planning and acquisition of sites
needed for public facilities (e.g., school, roads and water facilities).
Water facility policies
26. The Terrebonne Domestic Water District 1995 Water System Master
Plan shall serve as the public facility plan for water supply in Terrebonne.
27. The County shall support improvement of the community water system to
meet health and safety needs.
28. Deschutes County and the Terrebonne Domestic Water District shall
enter a coordination agreement, consistent with ORS Chapter 195, as
required by OAR 660-22-050(2)(c).
29. New uses or expansion of existing uses requiring land use approval in
the Terrebonne Domestic Water District service area shall be approved
only upon confirmation from the District that the District can provide
water for domestic or commercial uses to the property.
30. Deschutes County shall encourage all development in the District service
area to connect to the Terrebonne Domestic Water District water system.
Sewer facility policies
31. Only uses and densities that can be served by a DEQ approved on-site
sewage disposal system shall be allowed in the Terrebonne Rural
Community until such time as a community sewer system is available.
32. Zoning regulations shall set minimum lot sizes adequate to ensure the
on-site systems do not exceed the capacity of the land until such a time
as a community sewer system is available.
33. The County shall support replatting of lots in the Hillman Plat to create
lots large enough to accommodate a DEQ approved on-site sewage
disposal system.
34. The County shall attempt to obtain funding for a sewer feasibility study.
35. The County shall facilitate the development of a community sewer
system if needed to protect public health.
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36. If a sewer system is proposed, the County will review the Terrebonne
comprehensive plan policies related to public services.
Transportation policies
Road network policies
37. Provide a transportation network that can accommodate local traffic,
commuter traffic and regional interstate traffic without detracting from the
livability and rural character of the community.
38. Provide a transportation network that will improve transportation
efficiency, convenience and safety, as well as increase transportation
choices and decrease conflicts between modes of transportation.
39. Preserve alignments for transportation corridors depicted on Map D2 for
future transportation purposes. The precise alignments will be
determined after further study and engineering analysis or during the
development of vacant properties.
40. New roads shall take advantage of existing public rights of way, where
they exist.
41. Existing road rights of way shall be preserved.
42. Roads shall be classified as arterial, collector and local roads in
accordance with Table D1 and Map D2.
43. The County shall implement measures, based on weight limits, to
prohibit or limit heavy truck on 11th Street and Smith Rock Way in the
Terrebonne Rural Community.
44. Commercial uses that general more than 20 vehicle trips to and from the
premises, including automobiles, truck-trailers and other heavy
equipment, during the peak hour of the day, shall demonstrate that the
affected roads are adequate to serve the proposed use, considering the
function, capacity and level of service of those roads.
Sidewalks and bicycle facility policies
45. Provide functional, cost effective sidewalks that are in keeping with the
rural character of the community.
46. Provide sidewalks where they are warranted for pedestrian safety, as set
forth in Map D3.
47. Where sidewalks are specified along County public roads, they shall be
constructed without curbs and gutters, set back from the road surface
behind a drainage swale at a distance from property lines to allow room
for utilities.
48. Sidewalks identified on Map D3 shall be constructed either at the time of
development, subject to site plan review, or later through formation of a
local improvement district (LID). Applicants for conditional use permits or
site plan approval electing to defer constructing sidewalks, shall be
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required to submit and have recorded in the County Clerk’s office a
waiver of remonstrance, signed by the land owner. The waiver shall
waive the landowner’s right to have his/her objection count against the
formation of an LID.
49. The utility trenches located in the public right of way should be protected
from damage by tree roots. Street trees should not be planted in the
public right of way where they will conflict with existing or planned utility
trenches.
50. On local roads where traffic volumes and speeds are low, bicycles shall
share the road with automobiles. Bicycles shall be accommodated on
paved shoulder bikeways on Lower Bridge Way and Smith Rock Way,
which are County arterial roads, and on County collector roads that carry
high traffic volumes.
Road development standards policies
51. The County shall provide transportation facilities that are practical and
cost effective to construct, use and maintain and in keeping with the rural
character of the community.
52. The County shall implement road development standards for the
Terrebonne community that minimize pavement width and are consistent
with the operational needs of the transportation facility.
53. Specific road, bicycle and pedestrian facility improvement projects for the
Terrebonne community are listed in Tables D2, D3 and D4 respectively.
The projects are ranked high, medium and low priority based on
perceived need. These priorities shall be flexible to take advantage of
development opportunities and funding.
Highway 97 corridor policies
54. The County shall work with ODOT to increase safety on Highway 97 in
Terrebonne by using a combination of enforcement and traffic calming
techniques to slow traffic to posted speeds, to safely handle local traffic
and to improve pedestrian crossings.
55. The County shall work with ODOT to provide safe, convenient sidewalks
and bikeways on both sides of Highway 97 in the Terrebonne
community, between Central Avenue and the south 11th Street
intersection, particularly in the vicinity of the school.
56. Sidewalks on Highway 97 may have curbs and gutters and shall be
buffered behind a planting strip to calm traffic and provide pedestrian
safety. Curbed sidewalks would require drainage system improvements.
57. The County shall work with ODOT to provide improved pedestrian
crossings places on Highway 97, between Central Avenue and the south
11th Street intersection, particularly at the “B” Avenue and “C” Avenue
intersections, to increase pedestrian safety in the vicinity of the school.
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58. The County shall work with ODOT to adopt means to enhance 11th
Street parallel to the highway, to safely handle local business traffic, in
particular, enhance the intersections and pedestrian crossings and
access, to make better use of 11th Street as the main local commercial
road.
59. The County shall support limiting Highway 97 to no more than three
lanes between the Central Avenue and south 11th Street intersections,
to protect the livability of the community, to address pedestrian safety
and the need to reduce traffic speeds on the highway in Terrebonne.
60. Large trucks shall be accommodated with wide turning radius corners
where necessary, as determined by truck routes established by the
Deschutes County Transportation System Plan, thereby minimizing
corner radii at all other intersections. Other design features such as
rolled curbs or medians shall be used as necessary to minimally
accommodate large trucks in the Terrebonne community.
61. The County shall support improvements to Highway 97 primarily in
conjunction with highway rehabilitation or reconstruction projects.
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Rural Communities
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Terrebonne Background
Terrebonne is located in northeastern Deschutes County, about 6 miles north
of Redmond and 22 miles north of Bend. Smith Rock State Park, located on
the Crooked River, is about 2.5 miles northeast of Terrebonne.
Located on the Oregon Trunk Railroad, Terrebonne was originally called
Hillman, named after James Hill and E. H. Harriman, famed railroad builders.
The Terrebonne Rural Community today includes the original Hillman
townsite, platted in 1909. As news of the Hillman Plan spread across the
United States, people purchased property sight unseen. A few individuals
never actually claimed their lots, while others came to find the promises of
fertile land were embellished.
One story that persists regarding the original townsite is about a developer
who reportedly sold the same lots to several different buyers and that some of
the lots were not buildable. When disgruntled buyers caught up with him, he
was run out of town. As news of this land fraud spread across the country, the
residents of Hillman decided to change the name of their townsite, in order to
improve its reputation. They held a meeting and selected the name
“Terrebonne,” which means “good earth.”
As the original townsite grew and developed, Hillman/Terrebonne boasted at
one time a hotel, a newspaper, a livery stable, two general stores, two barber
shops, a bank, a blacksmith shop, a meat market, a realty company, various
feed stores, a school, churches and a grange hall.
The 1990 US Census classified Terrebonne as a “designated place” with a
reported total population of 1,083 persons. The estimated population growth
was about 3 percent annually in 1991-1992. In 1995 the population of
Terrebonne Rural Service Center was estimated at 1,250 persons, with 2.57
residents per dwelling. Terrebonne’s median household income in 1990 was
$21,029, below the poverty level established by Farmers Home Administration
(FMHA) for rural communities in Oregon. Historical population data for
Terrebonne have not been collected. However, Terrebonne Domestic Water
District staff have noticed an influx of younger couples with children replacing
retirees who have moved out of the area. This type of change creates an
increase in population without evidence of growth such as new residential
construction. The Terrebonne elementary school is the fastest growing in the
Redmond school district.
The rate of future population growth in Terrebonne is difficult to estimate
because growth is limited until community sewer facilities allow desired growth
PPrrooffiillee
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to occur. Deschutes County projects a countywide growth rate of 4.5 percent
until the year 2000.
The 1979 Deschutes County Comprehensive Plan designated Terrebonne a
Rural Service Center (RSC), a Goal 3 and 4 exception area, comprising 667
acres and 577 tax lots. The 1979 Terrebonne RSC boundary included the
Hillman Plat, except that portion east of the Oregon Trunk Railroad tracks. It
included the area south of the Hillman Plat known as the Circle “C” Acres
subdivision which occupies land west of the highway, east of 19th Street and
north of Davidson Way. The 1979 Terrebonne RSC boundary also included
the land in the north one-quarter of section 16, T14S, R13E, north of the
Hillman Plat.
In the fall of 1994, the Land Conservation and Development Commission
adopted a new administrative rule, OAR 660-22, Unincorporated
Communities. In 1997, as part of periodic review, the County updated the
Deschutes County Comprehensive Plan and implementing regulations for the
Terrebonne community to comply with the rule. The description and the
policies in this section of the plan reflect the outcome of that planning process.
Terrebonne meets the definition of a Rural Community because it is primarily a
residential community, which also has a school, churches, a grange hall, a
post office and a handful of local businesses that serve the community, the
surrounding rural area or persons traveling through the area. The
comprehensive plan designates Terrebonne a Rural Community and provides
for its growth and development accordingly.
OAR 660-22-020(3)(a) states that land which has been acknowledged as an
exception area and historically considered part of the community may be
included in an unincorporated community boundary. As part of periodic review
the Terrebonne community boundary has been amended in the following two
ways to include a total of 631 acres and 551 tax lots (See Map A1):
1. The boundary has been expanded to include the portion of the old
Hillman Plat east of the railroad tracks. This land has been
acknowledged as an exception area and historically considered part of
the community.
2. At the request of Circle “C” residents, the community boundary has been
moved to the north, to Odem Avenue to exclude the entire Circle “C”
Acres subdivision. This land has been designated Rural Residential
Exception Area on the Deschutes County Comprehensive Plan map.
The comprehensive plan designation applied to the land south of Terrebonne
Rural Community known as part of the Circle “C” Acres Subdivision. It is
bounded on the north by Odem Way, south by Davidson Way, east by West
19th Street and west by Highway 97. This area has been changed from Rural
Service Center to Rural Residential Exception Area to provide an opportunity
to understand the area's water resources. Given the expected continued
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growth of the area and the existence of water quality and quantity problems,
the results of these studies are expected to prove useful in updating this plan
and safely accommodating new growth while protecting existing industries and
residents.
Land Use
The predominant land use in Terrebonne is single-family residences, including
a manufactured home park with 26 single-family units. Commercial land uses
include supermarkets, a gas station, trucking companies, farm equipment
sales and service, restaurants, a hardware store, a veterinarian and various
other small-scale retail businesses located along Highway 97. There is a
grange hall, a post office and an elementary school. There are also several
churches. A significant recent development in Terrebonne is a large new
supermarket.
Land bordering Terrebonne is zoned Exclusive Farm Use Terrebonne
Subzone (EFU-TR), Multiple Use Agriculture (MUA-10 acre minimum lot size),
and Rural Residential (RR-10 acre minimum lot size). The Deschutes County
Comprehensive Plan designates EFU land for agriculture uses and MUA-10
and RR-10 land for rural residential uses. The EFU land around Terrebonne is
employed in a range of small-to large-scale irrigated agricultural uses, while
the MUA-10 and RR-10 land is parcelized and developed with rural residences
and small-scale agricultural uses. According to a County land use inventory
conducted in 1994 and the availability of community water service, the
estimated maximum number of potential new lots in Terrebonne was 1,233. A
land use inventory compiled in 1997 using the County Assessor’s database is
shown in Table B1 below.
Terrebonne Land Use Inventory
Assessors Property Class Total Tax Lots Developed Tax Lots Vacant Tax Lots
Miscellaneous 19 0 19
Commercial 43 35 8
Tract 445 319 126
Farm 16 8 8
Exempt 28 12 16
Total Tax Lots 551 374 177
Zoning District Total Tax Lots Developed Tax Lots Vacant Tax Lots
TeC 50 41 9
TeCR 18 11 7
TeR 445 290 155
TeR5 38 32 6
Total Tax Lots 551 374 177
Source: Deschutes County Assessors Database, 1/24/97 & Deschutes County PW GIS Parcel Basemap, 11/15/96.
Chapter 4: Urban Growth Management – Rural Communities
Comprehensive Plan Designations
The Deschutes County Comprehensive Plan for the Terrebonne Rural
Community has the following five comprehensive plan designations (See Map
B1 and Table B2 and B3 on the next two pages):
Residential. The land designated Residential on the Terrebonne
comprehensive plan map includes the highest density area of Terrebonne,
corresponding with the boundary of the old Hillman Plat. It is intended to
accommodate higher density residential uses, served by community water.
Residential 5-Acre Minimum. The land designated Residential-5 Acre
Minimum includes the larger parcels of land in Terrebonne located to the north
and south of the Hillman Plat. The Residential-5 Acre Minimum designation is
intended to maintain the rural character of the community by retaining large
lots where community water is not available.
Commercial. The Commercial plan designation was created to accommodate
existing non-conforming commercial uses on the east side of Highway 97 and
to in-fill between commercial uses on both sides of 11th Street. The
Commercial designation is intended to encourage development of a
pedestrian-friendly commercial center on both sides of 11th Street and to
discourage highway strip-commercial development.
Commercial Expansion Area. The Commercial Expansion Area designates the
only area for future expansion of the Commercial plan designation and
Commercial zoning district. The Commercial Expansion Area is intended for
future expansion of the Terrebonne commercial center with a connected road
network and good pedestrian access, directed away from the highway to
discourage highway strip-commercial development.
Commercial-Rural. The Commercial-Rural plan designation was created to
accommodate existing non-conforming, small-scale, low-impact truck and
heavy equipment uses, not generally compatible
with a pedestrian friendly commercial center.
The businesses listed below in Table B3 were
not required to go through a conditional use
permit process or site plan review when the
Commercial-Rural zone was applied to the
properties. The business owners provided some
specific information about the operating characteristics of each business on a
questionnaire, recorded in County File No. TA-96-13 and in the County
address file for each primary property. Applying the Commercial-Rural zone to
these properties did not validate them as legal uses. The new zone gives the
existing uses an opportunity that did not exist before to apply for and receive
site plan and conditional use permit approval for a listed use. If these uses
change or expand, they will be subject to site plan review and conditional use
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permit requirements and to the provisions of Title 18, chapter 18.66 of the
Deschutes County Code.
Terrebonne Comprehensive Plan and Zoning Designations
Comprehensive Plan Designation Corresponding Zoning Districts
Residential Residential District -TeR
Residential – 5 acre minimum Residential – 5 acre minimum – TeR5
Commercial Commercial District - TeC
Commercial Expansion Area Residential District -TeR
Commercial Rural Commercial Rural District - TeCR
Source: Deschutes County Planning Division
December 1996 – Businesses in the Commercial Residential District
Company Name Tax Map Primary Property
C.B. Foss Trucking, Inc. 14-13-16AC 400
14-13-16DC 300
8805 11th Street
Central Oregon Trucking,
Co.
14-13-16AC 500
14-13-16AC 502
14-13-16AC202
8888 11th Street
Deschutes Valley
Equipment
14-13-16DB 113
14-13-16DB 114
710 F Avenue
Riemenschnieder RL
Enterprises
14-13-16DB 100
14-13-16DB 106
736 F Avenue
Source: Deschutes County Planning Division
Public Facilities Planning
Terrebonne Rural Community is served by the following special districts: (1)
Terrebonne Domestic Water District (see Map C1); (2) Deschutes County
Rural Fire Protection District #1 (see Map C2); (3) Redmond School District
#2J (see Map C3); (4) Central Oregon Irrigation District.
Water: The area identified in the 1979 Plan as the Terrebonne Rural Service
Center (RSC) had two community water systems:
1. The Terrebonne Domestic Water District serving the area identified as
the old Hillman Plat, the south ¾ of Section 16 T14S R13E; and
2. A separate water district serving the Circle “C” Acres subdivision located
in the south portion of Terrebonne RSC.
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As part of period review, the Terrebonne community boundary was amended,
at the request of residents of Circle “C” Acres Subdivision, to exclude the
subdivision. Today, the Terrebonne Domestic Water District is the only
community water system in the Terrebonne Rural Community.
The District, whose boundary coincides with the extent of the old Hillman Plat,
serves the most densely populated area of Terrebonne. The District’s Board of
Directors recognized the need to improve the antiquated water system both for
fire protection and for household use. In July of 1994, the Board of Directors
and Deschutes County authorized H.G.E. Engineers & Planners to prepare an
updated Water System Master Plan for the Terrebonne Domestic Water
District. The Water System Master Plan, with a 25-year planning horizon, was
published in January 1995. In May 1997, Deschutes County received a
federal-state, grant-loan package for constructing priority improvements to the
District’s water system.
OAR Chapter 660-22, Unincorporated Communities, requires the County to
enter a coordination agreement with the Terrebonne Domestic Water District
for coordinated review and administration of the land use in the District’s
service area.
The Oregon Department of Water Resources reported there is an abundant
supply of potable water in a deep aquifer under Terrebonne. The department
has not identified the Terrebonne Rural Community as a groundwater limited
or groundwater critical area. The Terrebonne Domestic Water District currently
depends on two groundwater wells. The District’s groundwater source does
not exceed current EPA maximum contaminant limits. No treatment is
performed; none has been required by the state Health Division. The area in
the Terrebonne Rural Community that is outside the District service area
boundary relies on individual wells for drinking water. The Water Resources
Department routinely approves new groundwater wells in the areas of the
Terrebonne community not served by community water.
Sewer: Terrebonne does not have a community sewer system or a sewer
facility plan. Land uses in the community rely on on-site sewage disposal
systems of all ages and descriptions, ranging from new sand-filter systems to
old drill holes. In some cases on-site systems are insufficient for current
needs. Much of the area defined by the Hillman Plat is on a rocky plateau. The
soils are shallow – most no deeper than 18 inches – such that a standard
septic system is not feasible on smaller lots. It is often necessary to install a
relatively expensive sand-filter system in order to obtain development permits
for new development or for alterations to existing development. There are a
few tax lots that cannot be developed or redeveloped because they are too
small to accommodate any approved one-site sewage disposal system.
The County has not conducted a sewer feasibility study for the Terrebonne
Rural Community. The community has not reached consensus about the need
for a sewer system. However, a group of concerned citizens recognize that a
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sewer system is needed; both to protect water quality and to allow
development at desired densities.
The County plan and zoning regulations restrict the type and intensity of
allowed uses to those that can be served by DEQ approved on-site sewage
disposal systems. In addition, County zoning regulations set minimum lot sizes
adequate to ensure that on-site systems do not exceed the capacity of the
land. These provisions are consistent for all zoning districts in Terrebonne.
Transportation
The transportation plan will play a role in addressing long-standing
transportation issues and in maintaining the rural character of Terrebonne.
This plan meets the requirements of the OAR Chapter 660, Division 12,
Transportation Planning, by designating a network of local roads, sidewalks
and bikeways. In addition, it establishes appropriate right-of-way development
standards for County roads in Terrebonne and makes recommendations for
increasing safety for local pedestrian and vehicle traffic on the highway.
The 1990 US Census shows that compared to the population of the state,
Terrebonne is a community of relatively young families. About 21 percent of
the people in Terrebonne are five to 15 years old, too young to drive. About 14
percent of the community is over 64. This age group will likely increase after
2010 due to national demographic trends. Both of these user groups would
benefit from sidewalks separated from vehicle traffic in key locations to
increase pedestrian safety and convenience.
Terrebonne is a bedroom community for surrounding cities in Central Oregon.
US Census data for 1990 showed that out of 454 workers (42% of the
population), 355 (78%) drove alone to work, 66 (15%) carpooled, 14 (3%)
worked at home and 19 (4%) reported other means of transportation to work.
No workers reported walking or bicycling to work. The commute time (for those
who did not work at home) was less than 10 minutes for 11% and less than 20
minutes for 69% of the population.
Highway 97 collision data
The State of Oregon recorded 29 collisions on Highway 97 in Terrebonne from
1991 to 1995. Seventeen crashes caused 28 injuries and one crash resulted
in two deaths. Nineteen of the collisions occurred at intersections, mostly from
Central Avenue south to 11th Street. There were ten mid-block collisions. Most
of the collisions occurred in daylight, but two involved pedestrians after dark.
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Constraints of the transportation system
1. Topographical Features. Topography and irrigation canals limit
opportunities to connect the existing discontinuous road network. A large
area of Terrebonne is located on a rocky plateau characterized by steep
rimrock outcrops on the north, east and west. Roads constructed through
the rimrock have up to 10 percent grades. Many right-of-way mapped on
the rimrock cannot be developed except possibly as stairways. Some
roads end against rimrock. In addition, two irrigation canals, the lateral H
and the lateral H-1, divide the public right-of-way in many places.
2. Transportation Features. Highway 97 and the Oregon Trunk Railroad
tracks restrict east-west road connections. In the central, developed area
of Terrebonne, there are four highway crossings and two railroad
crossings.
3. Vacation. Many segments of public right-of-way, originally dedicated as
part of the Hillman Plat, have been vacated, resulting in a fragmented
network of undeveloped right of way.
Inventory of existing transportation facilities
This section contains an inventory of the existing public roads, pedestrian and
bicycle facilities in Terrebonne. The data were gathered primarily from existing
sources supplemented by site visits and aerial photographs.
Terrebonne has good transportation access. Highway 97, the north-south
state highway east of the Cascade Range, bisects the community. Highway 97
in Terrebonne has three lanes, a travel lane in each direction and a
continuous center turn lane. The traffic count on Highway 97 at “A” Avenue in
Terrebonne in 1994 was 12,500 Average Daily Traffic (ADT). The posted
speed through the community is 45 mph. Interstate truck traffic comprises a
significant percentage of the traffic mix passing through Terrebonne.
Highway 97 is intersected in Terrebonne by Lower Bridge Way and Smith
Rock Way, which function as County arterial roads. County collector roads in
Terrebonne are West 19th Street and East 1st Street (numbered as part of the
Redmond grid) and Odem Avenue. These collectors define the west, east and
south boundaries of the Terrebonne community. “C” Avenue and 11th Street
function as collector roads in the community. Totaled, there are about 13.5
miles of roads in the community. Table D1: “Inventory of Existing Public
Roads,” is organized by road functional classification, then by road name in
numerical and alphabetical order. It lists the available ADT counts provided by
the state for Highway 97 and by the County. There is additional inventory
information contained in Map D1: “Inventory of Existing Public Roads.” (See
Table D1.)
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The public roads in Terrebonne (see Map D1) range in width from 20 feet to
32 feet. Some are in poor condition due to cracking, spalling, pot holes and
raveling. Lack of adequate crown and roadway drainage result in puddling.
Most of the unpaved roads need to be graded and graveled.
Pedestrian facilities
Until recently, pedestrian facilities were not provided in Terrebonne.
Terrebonne has one new sidewalk, a 700-foot, curb-tight sidewalk in the public
right-of-way on the south side of “B” Avenue west of Highway 97. The
sidewalk is curbed but lacks ramps at the three crosswalks that link it to the
north side of “B” Avenue near the school.
There is a crosswalk on “C” Avenue at 7th Street on the north side of the
school. Another crosswalk spans the highway from the north side of “B”
Avenue. All roads with crosswalks have school crossing signs. The highway
has an overhead sign with a flashing light at the “B” Avenue intersection.
All other pedestrian travel is on shared roadways with narrow or no shoulders.
The primary pedestrian destinations are the school, post office, grocery stores
and other businesses in the commercial area.
Bicycle facilities
Highway 97 south of Lower Bridge Way has a four-foot paved shoulder
bikeway. All other bike travel is on shared roadways. There are bike racks at
the Terrebonne Market and at the school.
Future transportation needs.
A bedroom community such as Terrebonne, located along a major highway,
requires a transportation network that can accommodate local traffic,
commuter traffic and regional interstate traffic without detracting from the
livability and rural character of the community. Accomplishing this goal
requires a combination of approaches and techniques, which are summarized
below in the following order:
1. A transportation network plan with roads, pedestrian and bicycle
facilities;
2. Road development standards for the Terrebonne community; and
3. Highway 97 corridor recommendations for increasing safety for local
pedestrian and vehicle traffic.
The Terrebonne transportation plan is based on conventional road functional
classifications—arterial, collector and local roads. It establishes development
standards appropriate to each type of road. The design of arterial and collector
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roads gives priority to through traffic rather than access to adjacent land uses.
On local roads the emphasis is on access to adjacent land uses.
The transportation network plan for Terrebonne identifies where new roads will
be needed and where pedestrian and bicycle facilities are warranted. The
network plan has three components: (1) Roads, (2) Sidewalks and (3)
Bikeways.
Roads. Map D2: “Planned Roads,” depicts the general alignments of
transportation corridors needed in the future to complete the local road
network. The precise road alignments will be determined after further study
and engineering analysis and during the development of vacant properties.
The transportation corridors depicted on Map D2 take advantage of existing
public right-of-way, where they exist. It will be important to preserve the
existing road right-of-way. Where there are gaps in the existing network of
public right-of-way, the County will need to secure 60-foot right-of-way along
the future transportation corridors.
Sidewalks. Map D3: “Planned Pedestrian Improvements,” shows where
sidewalks are needed for safety and where there are opportunities for trails.
Sidewalks provide a smooth hard surface, a safe place for pedestrians,
separated from the road. In Terrebonne, sidewalks are warranted on 11th
Street and “C” Avenue which function as collectors. Sidewalks are also
warranted on some local roads to provide access to the school. They are also
warranted in the Commercial District to provide safe places for people to walk
as the commercial area develops and redevelops. Sidewalks are warranted on
Highway 97 from Central Avenue south to 11th Street for pedestrian safety
and convenience.
Sidewalks are usually separated from the roadway by a curb and gutter, which
function as part of a storm drain system. However, Terrebonne does not have
a storm drain system. Curbs are not necessary for drainage control until
densities reach four units per acre. The highest density in Terrebonne is
approximately three units per acre. Sidewalks in Terrebonne should be
constructed without curbs and gutters, set back from the road surface behind a
drainage swale. This type of sidewalk is adequate, less costly and has a more
rural appearance. On the highway, sidewalks may have curbs and gutters and
would be buffered to help calm traffic. They may require drainage system
improvements.
A drainage swale is a broad, man-made depression running parallel to the
right-of-way, between the roadway and the sidewalk, where water can drain
into the ground. The swale also provides room for signs, mailboxes and snow
storage, leaving the sidewalk free from obstructions.
Street trees should not be planted in a drainage swale when they will conflict
with the Terrebonne Domestic Water District’s existing or planned utility
trenches. These trenches are dug, often cut through rock, and lined with sand.
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In Terrebonne, where soils are shallow over bedrock, tree roots seek out the
utility trenches, both damaging pipes and conduits and complicating repair
work.
Bikeways. The network plan specifies where shoulder bikeways are needed
for bicycles to safely use arterial roads. On local roads where traffic volumes
and speeds are low, bicycles share the roadway with motor vehicles. On
arterial and collector roads that carry high traffic volumes at higher speeds,
bicycles need paved shoulders to use the roads safely.
Projects to complete the transportation network plan are grouped into three
categories listed in Table D2: “Road Projects;” Table D3: “Shoulder Projects;”
and Table D4: “Sidewalk & Trail Projects.” These tables list and rank the
projects, high, medium and low priority. The priorities are based on perceived
need; they are intended to be flexible to development opportunities and grant
funding.
Road development standards
In previous years, the County required urban road development standards in
unincorporated communities in the rural County. The urban standards required
36 feet of pavement, with curb-tight sidewalks, curbs and gutters. It became
evident that this standard was not practical or necessary in Terrebonne. Few
of the existing roads in Terrebonne meet this standard. The cost per lineal foot
to build to this standard prohibited local residents from forming Local
Improvement Districts (LIDs) to improve local roads. In addition, people
resisted the urban road profile because it did not fit with the community’s
preference for a rural appearance.
There are sound traffic engineering principles that support reduced road
standards. The State Transportation Planning Rule (OAR 660-12-045(7))
directs local governments to establish standards for local roads that minimize
pavement width and total right-of-way consistent with the operational needs of
the facility. Excessive standards increase the costs of construction, use up
available land and encourage inappropriate traffic volumes and speeds. In
Terrebonne, full urban road standards are not needed because the traffic
volumes and speeds on community roads are low compared to city streets.
Many roads serve only a few residences. However, the road development
standards applied in the rural County are not adequate to serve the densities
and variety of uses found in Terrebonne. Businesses, a school, a post office
and other uses generate many local trips, more than generally found in the
rural County.
Road improvement standards applicable in Terrebonne Rural Community
were developed in coordination with the community planning process, the
Oregon Department of Transportation (ODOT) Region 4, the state Bicycle and
Pedestrian Program and with the Deschutes County Planning Division and
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Public Works Department. These road development standards, based on
conventional road classifications, are recognized by ODOT and the American
Association of State Highway Traffic Officials (AASHTO) for rural communities.
They apply to public right-of-way other than the state highway which is under
state jurisdiction.
Highway 97 corridor
The Terrebonne transportation plan accounts for the need to coordinate with
ODOT to assure that improvements to Highway 97 address community goals.
Highway 97 Corridor Strategy. The Deschutes County Board of
Commissioners adopted a resolution supporting the Oregon Department of
Transportation’s Highway 97 Corridor Strategy (Strategy) on October 11,
1995. The Strategy guides improvements to the highway in Terrebonne. It
states that most rural sections of the highway will need to be expanded to four
lanes. However, it also states that in small rural communities, such as
Terrebonne, La Pine, Chemult and Crescent, the focus will be on slowing
traffic to posted speeds using a combination of enforcement and traffic
calming techniques.
The Strategy contains objectives relevant to balancing the needs of local traffic
and through traffic on Highway 97. State objectives seek to maintain the
function of the state highway to efficiently transport regional and interstate
travelers and freight, but also recognize that a community needs to safely and
conveniently use the highway. To protect the function of a major highway, it is
often necessary to limit access and control turning movements. When carefully
implemented, these measures combined with traffic calming, can improve
safety for local traffic, particularly pedestrians, because they slow traffic, guide
turning movements and improve pedestrian crossing areas. However, these
techniques can make accessing local businesses from the highway more
difficult.
The Strategy encourages local land use and transportation plans to orient
commercial development and access on to parallel local road, such as 11th
Street in Terrebonne, as an alternative to using the highway as the main
commercial road. This objective addresses the difficulty of maintaining the
function of a major highway and at the same time making it a safe, convenient
community main street. The Strategy objectives, if met, may help reduce the
need to add travel lanes to the highway in Terrebonne and encourage
improvements to alternative commercial roads in the community.
Design for Highway 97 in Terrebonne. The existing three-lane highway with a
center turning lane, splits the community in half and is dangerous to cross.
The Deschutes County Comprehensive Plan for Terrebonne directs
commercial development to the east side of the highway and designates and
zones the land on both sides of 11th Street for commercial uses. There is
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widespread community support for improved pedestrian crossing places on
Highway 97, particularly at the “B” and “C” Avenue intersections and for
slowing traffic on the highway to posted speeds. A feasible design for Highway
97 in Terrebonne is illustrated on Map D3: “Planned Pedestrian
Improvements” and Figure D1: “Highway 97 Cross-Section.” The estimated
cost for a typical facility built in Oregon includes engineering, installation,
minor contingencies, striping and signing. The cost does not include
administration, special grading and fill operations, unusual construction (e.g.
bridges and tunnels) or land acquisition. Estimated costs are particularly useful
for comparing projects.
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Rural Communities
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Tumalo Goals
Transportation Goals
The livability of the Tumalo community depends on the ability of the
transportation network to provide safe and convenient access in the residential
and commercial areas and to the Tumalo elementary school. The community
reached consensus on the following transportation goals.
1. Improve the access from Cook Avenue to and across Highway 20
2. Reduce truck traffic through the community
3. Provide safe pedestrian walkways in the commercial core and to the
school
4. Provide road standards that are practical and cost effective to construct
and maintain
5. Provide shoulders on county roads
Tumalo Policies
Land use policies
General land use policies
1. Land use regulations shall conform to the requirements of OAR 660
Division 22 or any successor.
2. County plans and land use regulations shall ensure that new uses
authorized within the Tumalo Rural Community do not adversely affect
agricultural uses in the surrounding exclusive farm use zones. Zoning
regulations shall require any new structure on land contiguous to EFU-
zoned land which is receiving special assessment for farm use to be set
back 100 feet from the common property line.
3. To protect scenic views visible from the community, adequate setbacks
shall be required for homes built along the rim forming the Deschutes
River Canyon and Laidlaw Butte.
4. Uses such as parks and open space shall be encouraged, and where
feasible, the County should acquire those lands as open space.
5. Public access to the river shall be preserved.
6. Publicly owned lands along the river should remain as open space.
7. The County shall encourage the preservation of historical structures such
as the Laidlaw Bank and Trust (1910), and the Tumalo Community
Church (1907).
GGooaallss && PPoolliicciieess
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Residential District policies
8. Areas designated residential on the comprehensive plan map shall be
designated a corresponding residential district on the zoning map.
9. Lands designated Residential shall be in proximity to the commercial
area, while the lands designated Residential 5 acre will be on the
perimeter of the community. The higher density lands designated
Residential shall remain in the bowl formed by the Deschutes River
canyon.
10. Livestock shall be permitted in the residential districts subject to use
limitations.
11. The County shall plan and zone for a diversity of housing types and
densities suited to the capacity of the land to accommodate water and
sewage requirements.
Commercial District policies
12. Allow small-scale commercial uses in conformance with the
requirements of OAR Chapter 660, Division 22, and larger more intense
commercial uses if they are intended to serve the community, the
surrounding rural area and the travel needs of people passing through
the area.
13. Allow small-scale industrial uses in conformance with the requirements
of OAR Chapter 660, Division 22.
14. Where there is a choice to use a road other than Highway 20 for access,
access shall not be taken from Highway 20.
15. Design standards in the commercial district should encourage new
development that is compatible with the rural character of the community
and to reduce negative impacts on adjacent residential districts.
16. Livestock shall not be permitted in the commercial districts.
17. No additional lands shall be designated Commercial shall until the next
periodic review.
18. Residential uses or residences in conjunction with uses listed in the
commercial districts shall be allowed, but they are not intended to
predominate or set development standards for others uses in the
commercial district.
19. Approval standards for conditional uses in the commercial district shall
take into account the impact of the proposed use on the nearby
residential and commercial uses and on the capacity of the
transportation and other public facilities and services to serve the
proposed use.
20. Replatting for residential purposes shall not be allowed in the commercial
district.
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Industrial District policies
21. Only the following new or expanded industrial uses shall be allowed in
unincorporated communities:
a. Uses authorized under Goals 3 and 4; [Farm and forest uses]
b. Expansion of a use existing on the date of this rule;
c. Small-scale, low impact uses;
d. Uses that require proximity to rural resource, as defined in OAR 660-
004-0022(3)(a);
e. New uses that will not exceed the capacity of water and sewer
service available to the site on the effective date of this rule, or, if
such services are not available to the site, the capacity of the site
itself to provide water and absorb sewage;
f. New uses more intensive than those allowed under subsection (a)
through (e) of this section, provided an analysis set forth in the
comprehensive plan demonstrates, and land use regulations ensure:
i. That such uses are necessary to provide employment that does
not exceed the total projected work force within the community
and the surrounding rural area;
ii. That such uses would not rely upon a work force employed by
uses within urban growth boundaries; and
iii. That the determination of the work force of the community and
surrounding rural area considers the total industrial and
commercial employment in the community and is coordinated
with employment projections for nearby urban growth
boundaries.
Public facility planning policies
22. Residential minimum lot sizes shall be determined by the capacity of the
land to accommodate available water and sewer facilities, in order to
protect and promote public health and safety and to provide the efficient
public facilities and services.
23. The County shall encourage quality fire protection in the rural community
of Tumalo.
24. The County shall encourage early planning and acquisition of sites
needed for public facilities (e.g. school, roads, water supply facility).
25. The County shall encourage all development within the Laidlaw Water
District to connect to the system.
26. The County shall support replatting of lots in the area comprising the
Laidlaw Plat and outside the lands designated commercial to create lots
large enough to accommodate a DEQ approved on-site sewage disposal
system.
27. The County shall support the protection of the Tumalo Town Ditch
easement and its distribution system.
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28. The County shall support the development and management of the
domestic water system for the Tumalo community so that cumulative
development will not result in public health hazards of adverse
environmental impacts that violate state or federal water quality
regulations.
Transportation policies
Road Network Policies
29. The County shall adopt a Transportation System Plan for Deschutes
County that incorporates adopted policies and standards for the Tumalo
Rural Community.
30. The County shall explore the potential for alternate truck routes to reduce
the impacts of traffic through the Tumalo Rural Community.
Road and sidewalk development policies
31. The County shall implement road development standards for the Tumalo
Community that minimize pavement width and are consistent with the
rural character of the community.
32. Specific street segments in the Tumalo Rural Community have been
identified as priorities for improvement projects listed in Table D2. These
priorities shall be flexible in order to take advantage of land development
and grant funding opportunities.
33. Provide functional, cost effective sidewalks that are consistent with the
rural character of the community.
34. Provide sidewalks where they are needed for safety, as set forth in Map
D2.
35. Where sidewalks are specified on community roads, they shall be
constructed without curbs and gutters, set back from the road surface
behind a drainage swale at a distance from property lines to allow room
for utilities.
Highway 20 policies
36. The County shall support the Oregon Department of Transportation
efforts to implement both short and long-term improvements to solve the
Cook Avenue/Highway 20 intersection safety and access problems.
37. The County shall consider the realignment of O.B. Riley Road through
the Bend Aggregate site and coordinate with the Oregon Department of
Transportation at its intersection with Highway 20.
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Tumalo Background
Historical
Tumalo is located in the north central portion of Deschutes County, less than 3
miles northwest of the city limits of Bend. Situated at an altitude of
approximately 3,200 feet, the community of Tumalo lies in the middle portion
of the Upper Deschutes River Basin (river mile 157). The commercial core of
Tumalo lies on the alluvial bowl bounded by the Laidlaw Butte on the west and
the bluff of the Deschutes River canyon on the east. The Deschutes River
bisects the community.
Originally named Laidlaw, Tumalo was platted by the Laidlaw Townsite
Company in 1904. The development of Tumalo began in 1899 with
incorporation of the Three Sisters Irrigation Company. Under the Carey Act,
they made plans to divert water from Tumalo Creek and the Deschutes River
in order to irrigate 60,000 plus acres of desert land. Town founder, A.W.
Laidlaw of Portland, and his investors believed that Tumalo would become the
heart of Central Oregon. There was reason to be optimistic due to the fact the
railroad was coming north up the Deschutes River Canyon, which would
undoubtedly follow the river into their newly platted town, and the proposed
railroad to be built up the North Santiam River and across the mountains
would surely guarantee the town’s success. Neither of these projects came to
fruition.
Out of nearly 900 lots platted, a third were sold by 1907. In those early days,
Tumalo had a weekly newspaper, a barbershop, a two-story hotel, two lawyer
offices, a wallpaper company, a bakery, two feed stores and a bank. As the
town grew, it became its own voting precinct with 65 registered voters to
Bend’s 66 in 1906. By 1909, Laidlaw, being called Tumalo on occasion, still
had hopes of being the junction of the two railroads, the new “metropolis” of
Central Oregon. However, at the time the Columbia Southern Railroad still
ended in Shaniko, and the Corvallis and Eastern rails were still stalled at the
foothills on the western side of the Cascades, where they had been for
approximately 15 years. With the announcement that the railroad was coming
to Bend not Laidlaw, Bend moved ahead in population by 1910. As a result,
the population in Laidlaw decreased to 250 people and many businesses
moved to Bend. The small town was known as Laidlaw for only six years when
the Laidlaw post office was closed in 1913. The post office eventually
reopened in 1923 as the Tumalo post office and thus the name of the town
was forever changed.
PPrrooffiillee
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Community profile
Tumalo is a rural community near Bend with a mix of residential, commercial,
and nearby employment, including gravel quarries and a high tech research
company. It functions as a bedroom community for Bend. Historical population
data have not been compiled. The 1990 US Census for the Tumalo area totals
approximated 325 persons. County Assessors data show 172 dwellings within
the Tumalo community boundary. According to the Deschutes County Land
Use Inventory (October 1995) Tumalo had 155 lots. Using the 1990 Census
data of 2.54 persons per household, the population figure ranges from
approximately 393 to 436. According to the Redmond School District, the
Tumalo Elementary School has experienced an influx of younger children in
recent years. Although figures indicating the demographic mix for the Tumalo
area are not available, the population appears to be a mix of families and
retirees, with an average or above number of children (non-drivers).
Population and growth
The population for Tumalo has been extrapolated from four sources: the 1990
Census, the Deschutes County Unincorporated Land Use Inventory (October
1995), and the Residential/Vacant Lands map generated by the Deschutes
County GIS data. The fourth source is a refinement of the 1995 Land Use
Inventory projection for Tumalo contained in the Deschutes County Non-Urban
Population Capacity Projection (November 8, 1996).
In review of the 1990 US Census for Tumalo area, the population totaled
approximately 325 persons. Historical population data for Tumalo has not
been collected. However, the Tumalo Elementary School has experienced an
influx of younger couples with children replacing retirees who have moved out
of the area. The Tumalo elementary school has approximately 301 students at
the present time with a capacity of approximately 400 serving grades K
through 5th. According to the Deschutes County Land Use Inventory (October
1995) Tumalo had 155 developed lots. Using 1990 Census data of 2.54
persons per household, the population figure would be 393. Again, this does
not take into account percentages of retirement population and second homes
in the Tumalo area. According to the GIS Parcel basemap (Assessors data),
the developed lots in Tumalo equal 172. Using the 1990 Census figure of 2.54
persons per household, this population figure is approximately 436.
The rate of future population growth in Tumalo is difficult to estimate because
growth is limited due to the substandard platted lots of the Laidlaw Platt as
well as the difficulty in extrapolating data for the specific boundary of Tumalo.
Deschutes County projects a countywide growth rate of 4.5 percent until the
year 2000. Recent estimates for all unincorporated areas of Deschutes County
(excluding unincorporated urban growth boundary lands of Sisters, Redmond
and Bend) indicate a growth rate of 4.8% annual growth between 1990-1995.
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Periodic review
In the fall of 1994, the Land Conservation and Development Commission
adopted a new administrative rule, OAR 660.22, Unincorporated Communities.
As part of 1996-97 periodic review, the County updated the Comprehensive
Plan and implementing regulations for Tumalo to comply with the rule.
Rural Community
Tumalo meets the definition of a Rural Community because it is primarily a
residential community, which also has a school, church, and a handful of local
businesses that serve the community, the surrounding rural area or persons
traveling through the area. The comprehensive plan designates Tumalo as a
Rural Community and provides for its growth and development accordingly.
Tumalo Rural Community boundary.
The 1979 Deschutes County Comprehensive Plan designated Tumalo a Rural
Service Center, a Goal 3 and 4 exception area, consisting of 491 acres and
288 tax lots. The 1979 Tumalo Rural Service Center boundary included the
Laidlaw Plat, the southeast flank of Laidlaw Butte north of Bailey Road, the
area east of the Deschutes River on the north and south sides of Tumalo
Road, six lots of the Winston Ranch subdivision on the east bluff of the
Deschutes River canyon and seven parcels located north of Putnam Lane.
During the 1997 update, the Tumalo Rural Community boundary was
amended in the following ways to include 504.11 acres and 321 tax lots (See
Map A).
1. A parcel comprising ten acres was the subject of a zone change, plan
amendment and minor partition in 1980, File #ZC-PA/80-1. This parcel is
located approximately ¼ mile north of the existing boundary on the
between Cline Falls Highway and the west bank of the Deschutes River.
The plan designation for this area was changed from Rural Service
Center to Rural Residential Exception Area.
2. An area consisting of 33 lots of the Deschutes River Homesites
subdivision was changed from a plan designation of Rural Residential
Exception Area to Rural Community- Residential 5 acre. In addition, the
strip of land that is located between Cline Falls Highway and the
Deschutes River that links the previous Tumalo Rural Community
boundary to the lots adjacent to Beaver Lane was included within the
boundary and designated Residential 5 acre.
3. One tax lot north of Putnam Lane, on the west side of Hopper Road
which comprises the northern lot of the Rockwood Subdivision, was not
included with the other seven lots located within the boundary. The plan
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designation for this area was changed from Rural Residential Exception
Area to Residential 5 acre.
4. The community boundary was refined to coincide with parcel lines along
the east rim of the Deschutes River canyon and along the eastern
channel of the Deschutes River. The plan designations for these
adjustments were changed from "Residential-5 acre" to Rural Residential
Exception Area and Agriculture. The southern boundary of the
community was refined to coincide with the southern extension of the
TuR5 and TuR zoning and a floodplain designation
In 1999, the boundary of the community was revised to exclude tax lots 2301,
2300 and 2600 that were inadvertently excluded from the mining processing
operations conducted by Bend Aggregate and Paving for many years. These
parcels were mistakenly included in the community boundary in 1997. The
community boundary without these tax lots, now includes a total of 318 tax
lots. Each of the community maps in the comprehensive plan was revised in
1999 to reflect this boundary change.
Land use planning.
Existing land uses.
The predominant land use in Tumalo is single-family residences. Commercial
land uses include a market, restaurants, real estate offices, a small
commercial/retail complex, and various other small-scale retail businesses
located in the core of the community along Cook Avenue. There is a fire
station, an irrigation district office, a church and an elementary school.
Land bordering Tumalo is zoned Exclusive Farm Use (EFUTRB)
Tumalo/Redmond/Bend Subzone, Multiple Use Agriculture (MUA10 - 10 acre
minimum lot size), Floodplain (FP) and Surface Mine (SM). The Deschutes
County Comprehensive Plan designates EFU land for Agriculture uses and
MUA10 and RR10 land for Rural Residential uses. The EFU land surrounding
Tumalo is employed in large-lot, irrigated agricultural uses, whereas the
MUA10 land is parcelized and developed with rural residences and small-
scale agricultural uses.
A land use inventory using the County Assessor’s data (GIS parcel basemap)
is shown in Table B.
Land Use Inventory Tumalo Rural Community
Assessors Property
Class
Total Tax Lots Developed Tax Lots Vacant Tax Lots
Miscellaneous 15 2 13
Commercial 63 26 37
Industrial 1 1 0
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Tract 181 138 43
Exempt 28 5 23
Total Tax Lots 288 172 116
Source: Deschutes County Planning Division
Zoning Inventory Tumalo Rural Community
Zoning District Total Tax Lots Developed Tax Lots Vacant Tax Lots
RD 2 1 1
RSC 48 32 16
RSRM 190 113 77
RSR5 48 26 22
Total Tax Lots 288 172 116
Source: Deschutes County Assessors Database, March 19, 1997 & Deschutes County PW GIS Parcel Basemap, March 19,
1996
Comprehensive Plan designations
The Deschutes County Comprehensive Plan for the Tumalo Rural Community
has the following six comprehensive plan designations (See Map B).
1. Residential District. At the time of adoption, the boundary of the
Residential district coincided with the boundary of the old Laidlaw Plat
including the Deschutes River Homesites plats between Riverview
Avenue and the Deschutes River. It also includes the area surrounding
the Bend Aggregate site south of Highway 20. It is intended to
accommodate higher density residential uses
2. Residential 5-Acre District. The lands designated Residential-5 acre
minimum included the larger parcels of land to the east across the
Deschutes River and to the west on the slope of Laidlaw Butte. This plan
designation is intended to remain in large parcels to maintain the rural
character of the community.
3. Commercial District. In general, the Commercial plan designation
extends north from the intersection of Cook Avenue and Highway 20 to
3rd Street between Wood and Wharton Avenues. The Commercial lands
also comprise a portion of land west of Highway 20 between 5th and 8th
Streets. The commercial plan designation was intended to accommodate
a mixture of small-scale commercial and limited industrial uses that serve
the rural community of Tumalo. The core commercial area was intended
to focus on the area adjacent to Cook Avenue north of Highway 20. The
Commercial Land designation was expanded to accommodate a section
of land between Cook Avenue and Wharton Avenue that extends south
to Highway 20. This area includes the “Tumalo Mall”, an existing
commercial/retail complex. The use of this building has been authorized
as a nonconforming use (1986), and subsequent site plan alteration in
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1987/88. The purpose of the commercial lands expanding to include this
parcel is to bring the uses specified in the previous land use decisions
into compliance with the uses allowed in the commercial zone. This
complex contains one existing business which occupies 2/3 of the
building.
4. Research Development District (RD). This plan designation contains two
parcels in one ownership located on the southeast slope of Laidlaw Butte
to the west of Tumalo. This plan designation was originally created to
accommodate a research and development site, its associated uses
predating the county 1979-zoning ordinance and its compatibility with the
rural character of the area.
5. Floodplain District (FP). This plan designation contains the previous
Floodplain designation that follows the channel of the Deschutes River
that bisects the Tumalo Rural Community. The Floodplain Zone is
identified by the Federal Insurance Administration as areas of special
flood hazard in the report entitled “The Flood Insurance Study for
Deschutes County, Oregon and Incorporated Areas,” dated August 16,
1988.
6. Industrial District (TuI). The TuI plan designation was established to
recognize nonconforming industrial uses related to surface mining
activities located outside of the Surface Mining zone in the Tumalo Rural
Community.
Public facility planning
Tumalo Rural Community is served by the following special districts.
1. Laidlaw Water District
2. Deschutes County Rural Fire Protection District #2
3. Redmond School District #2J
4. Tumalo Irrigation District
5. Tumalo Town Ditch
Water
The area previously identified as the Tumalo Rural Service Center (RSC) has
two water sources.
The Laidlaw Water District serves the area identified as the old Laidlaw Plat,
and the area described as T16S R12E section 29 (W1/2 SW1/4), section 30
(E1/2 SW 1/4), (SW 1/4 SE 1/4), section 31(NE1/4, N1/2 SE1/4).
The Tumalo Town Ditch is the original source of water which has water rights
dating back to 1924 and 1938. The system consists of 3 miles of ditch that
begins near the bridge at Tumalo State Park, and runs along the river as a
ditch crossing Bailey Road at the Tumalo Feed Company Restaurant,
continuing under Highway 20 to the commercial district of the Tumalo
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community. The Tumalo Town ditch is used for irrigation purposes only,
serving approximately 35 customers.
During the 1997 plan update, the Oregon Department of Water Resources
commented that there is an abundant supply of potable water in multiple water
bearing zones based upon a report prepared by a geologist for the Oregon
Department of Geology and Mineral Industries, “Geology and Mineral
Resources Map of the Tumalo Dam Quadrangle”. Limitations are imposed by
the lack of capacity of domestic pumps, not the capacity of the aquifer. The
department has not identified Tumalo Rural Community as a groundwater
limited or groundwater critical area. The Laidlaw Domestic Water District
currently depends on two groundwater wells. The District’s groundwater
source does not exceed current EPA maximum contaminant limits. No
treatment is performed; none has been required by the state Health Division. A
proposed EPA groundwater disinfection rule would require continuous
disinfection of the water supply. The area in the Tumalo Rural Community that
is outside the District’s boundary relies on individual wells for drinking water.
The Water Resources Department routinely approves new groundwater wells
in this area of the Tumalo Rural Community.
Sewer
Tumalo does not have a community sewer system or a sewer facility plan.
Land uses in the Tumalo Rural Community rely on on-site sewage disposal
systems of all ages and descriptions, ranging from newer sand-filter systems
to old drainfields. In some cases on-site systems are insufficient for current
needs. According to the Environmental Health Division, past experience has
indicated most of the soils in the area would fall under the category of rapidly
draining soils. Based upon the most restrictive parameter of on-site
administrative rules require a minimum lot size of one-half acre per single-
family dwelling. This standard is based upon a projected sewage rate not to
exceed 450 gallons per day. This is the loading rate pursuant to OAR 340-71-
290(3)(c) and 340-71-275(3). A standard septic system is not feasible on
smaller lots because of the alluvial soil profile (rapidly draining soils). It is often
necessary to install a relatively expensive sand-filter system in order to obtain
development permits for new development or for alterations to existing
buildings. There are a few tax lots that cannot be developed or redeveloped
because they are too small to accommodate any approved on-site sewage
disposal system.
The County plan and zoning regulations restrict the type and intensity of
allowed uses to those which can be served by a DEQ approved on-site
sewage disposal systems. The County does not allow uses or densities that
are unable to obtain a permit for a DEQ approved on-site system. In addition,
County-zoning regulations set minimum lot sizes to ensure the on-site systems
do not exceed the soils’ capacity of treating wastewater effluent. Accordingly,
the Environmental Health Division has stated its adherence to the minimum
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loading rates addressed in the DEQ on-site rules and the minimum lot size
requirements in the zoning ordinance. Due to these provisions, a public facility
plan is not necessary.
Other
During the 1997 update, local residents’ expressed strong support for retaining
the existing fire station in the rural community of Tumalo. The Planning
Commission recommended a policy encouraging the continued presence of
the fire station in Tumalo. However, the Board of County Commissioners
understands that such a specific policy would be beyond its jurisdiction and
control. The Board has addressed the community’s concerns about fire
protection in Tumalo by adopting a more general policy statement. Inclusion of
this policy statement in the county’s comprehensive plan should not be
misconstrued as an endorsement for or against a fire station in the community
but a mere finding that at this point in time, a large number of Tumalo
residents believe that a fire station presence is necessary.
Transportation in Tumalo
The Transportation plan addresses the transportation concerns of the Tumalo
community. The plan meets the requirements of the state Transportation
Planning Rule - OAR Chapter 660, Division 12, by designating a network of
local roads, sidewalks and bikeways with associated road development
standards.
Community transportation goals
The livability of the Tumalo community depends on the ability of the
transportation network to provide safe and convenient access in the residential
and commercial areas and to the Tumalo elementary school. The community
reached consensus on the following transportation goals.
Collision data
There were 38 reported collisions on Highway 20 near Tumalo during the 10
year period from 1986 to 1995. There were 42 injuries and 1 fatality. Of the 38
crashes, 17 occurred at intersections, with seven at Cook Avenue and eight at
7th Street. The majority of crashes (27) were during daylight. Eight incidents
involved a wet surface and 10 involved trucks; no pedestrians or bicyclists
were involved. These numbers place this segment of Highway 20 below the
state average for accident rates.
Constraints on the transportation system
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Topographic Features: Tumalo is located on the valley floor of the Deschutes
River canyon, bounded by rimrock on the west and east. Laidlaw Butte forms
the other significant topographic feature to the west of Tumalo. The rimrock
and river limit the opportunities for a network of continuous streets.
Transportation Features: Highway 20 runs north northwest through Tumalo
and limits east west street connections. There are 3 accesses to the highway:
5th Street, 7th Street/Bailey Road, and Cook Avenue/O.B. Riley Road.
Drainage: Pavement runoff is handled by direct absorption into the soil since
there is no community storm drain or sewer system. This affects street design
especially the use of curbs, paved surfaces, and landscaping. Special
attention must be given to drainage needs and runoff into the Deschutes
River.
Inventory of existing transportation facilities
This section contains an inventory of the existing public roads and pedestrian
and bicycle facilities in Tumalo. These data were gathered primarily from the
County Department of Public Works database supplemented by site visits and
aerial photographs.
Roads
The essential component of the region’s transportation system is U.S.
Highway 20 which runs diagonally through the community. Highway 20 has
three lanes, a travel lane in each direction and a continuous two-way center
left-turn lane. The traffic count at the intersection of Highway 20 and Cook
Avenue in 1996 was 7600 average daily traffic (ADT). The posted speed on
Highway 20 through Tumalo is 55 mph. Intrastate truck traffic and local truck
traffic serving nearby mining operations comprise a significant percentage of
the traffic mix.
O.B. Riley Road, which is outside the community boundary, is a rural arterial
which intersects Highway 20 from the south directly across from Cook Avenue.
This road bisects the gravel mining operation that abuts Highway 20.
County collector roads include Bailey, Cline Falls, Cook, and Tumalo which all
intersect Highway 20 in the central portion of Tumalo. Cline Falls feeds into
Tumalo from the north, Tumalo Road from the east, and Bailey Road feed into
the community from the south. There are approximately 4.7 miles of roads in
Tumalo.
Table D1 (Inventory of Existing Roads), is organized by functional
classification, road name and alphabetical order. The available (ADT) counts
provided by the county and state are listed.
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The public roads in Tumalo (see Map D1) range in pavement width from 20
feet to 24 feet. Some streets (e.g., Riverview Ave.) are in poor condition (i.e.
cracking and pot holes). Most unpaved roads need grading and a fresh layer
of gravel.
Pedestrian facilities
There are no sidewalks or trails in Tumalo. The bridge on Tumalo Road has a
walkway on its north side. There are two designated crosswalks, one on Cline
Falls Road on the north side of the Tumalo Road intersection and the other on
Cook Avenue on the north side of the 4th Street intersection. Cline Falls Road
is signed for 20 mph if children are present because of the nearby elementary
school (the normal speed limit is 35 mph). All other pedestrian travel is on
roadways with narrow or no shoulders.
Except for the school grounds, Tumalo lacks public space such as a park,
square or commons to which pedestrians could use. There is undeveloped
public access to the river from Tumalo Road. The primary trip attractors are
the school, a church and the small commercial area (gas station, market, and
restaurant). There is also a restaurant on the west side of Highway 20.
Bicycle facilities
Highway 20 has a four-foot paved bikeway shoulder. All other bicycle travel is
on shared roadways. Cline Falls Road and Cook Avenue are popular
recreational routes. There are bicycle racks at the school.
Future transportation needs
A rural community such as Tumalo, located on a major highway, requires a
transportation network that can accommodate local, commuter, regional, and
interstate traffic without detracting from the community’s livability and rural
character. Accomplishing this goal requires integrated street, bicycle and
pedestrian networks, appropriate street standards, and safe access to the
Highway 20 corridor.
The Tumalo transportation plan is based on conventional road functional
classifications: arterial, collector and local roads. It establishes the roles and
development standards appropriate to each type or road. The design of
arterial and collector roads gives priority to through traffic over access to
adjacent land uses. On local roads the emphasis is on access to adjacent land
uses.
Transportation network plan
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The transportation network plan for Tumalo identifies where the roads need to
be improved and where pedestrian and bicycle facilities are warranted. The
network plan has three components: roads, sidewalks and bikeways.
Roads. Central Tumalo is a relatively compact area without need for additional
public streets; infill will access existing road networks. For the roads depicted
on Map D2, planned improvements take advantage of existing public right-of-
way, where it exists. Lands in the low density areas are served by existing
public right-of-way which are unpaved, non-maintained public roads (Beaver
Lane, Putnam Lane and Hopper Road) and private drives (Research Road,
Winston Loop Road). Map D2 also depicts the roads that need improvement to
serve the local road network and through traffic corridors.
Sidewalks. Map D2 shows where sidewalks are needed for safety and
identifies a potential opportunity for a trail extending south along the west side
of Deschutes River. In Tumalo, a sidewalk network is needed along Cook
Avenue, 4th, 5th, 7th and 8th streets to access the school and provide safe
places for people to walk in the commercial area as it develops. Sidewalks
are usually separated from the road by a curb and gutter, which function as
part of the storm drain system. Tumalo does not have a storm drain system.
As an alternative, sidewalks in Tumalo shall be constructed without curbs and
gutters and set back from the road surface behind a drainage swale. This type
of sidewalk design is adequate, less costly and is consistent with the rural
character of Tumalo. A drainage swale is a broad, man-made depression
running parallel to the right-of-way between the roadway and the sidewalk,
where water can drain into the ground. The swale also provides room for
signs, mailboxes, and snow storage, leaving the sidewalk free of obstructions.
Bikeways: Two types of bikeways are appropriate in rural areas: A shared
roadway for local roads with low traffic volumes and speeds, and a paved
shoulder bikeway for collectors and arterials suitable to accommodate higher
volumes and speeds or significant truck traffic. In Tumalo, paved shoulder
bikeways are needed on Cline Falls Highway/Cook Avenue, Tumalo Road and
Bailey Road which are County collector roads. A bicycle connection from O.B.
Riley south to Tumalo State Park is also needed (see Map D2).
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Highway 20
The intersection of the Highway 20 and Cook Avenue has been identified by
the community as a traffic safety hazard. The Oregon Department of
Transportation (ODOT) will have the lead authority to develop a solution to the
realignment of this intersection. Preliminary designs have been presented to
the Tumalo community. The County will work with ODOT to provide a solution
to this intersection and to the connecting network of County roads which
includes the realignment of O.B. Riley Road through the existing mining
operation on the south side of Highway 20.
Projects to complete the transportation network plan are listed in Table D2.
The tables list the type of improvement and the associated cost. The priorities
are based upon perceived need while being flexible to grant funding or
development opportunities.
Road development standards
In recent years, urban street development standards were required in
unincorporated communities within the county. The urban standards required
36 feet of pavement, with curb tight sidewalks, curbs and gutters. It became
evident that this standard was not practical or necessary in Tumalo. None of
the existing roads in Tumalo meet this standard. The cost to build to this
standard prohibited local residents from forming Local Improvement Districts
(LIDs). In addition, people resisted the urban street profile because it did not fit
with the community’s preference for a rural appearance.
There are sound traffic engineering principles that support reduced street
standards. The State Transportation Planning Rule (OAR 660.12.045(7))
directs local governments to establish standards for local streets that minimize
pavement width and total right-of-way consistent with the operational needs of
the facility.
Excessive standards increase the costs of construction, use up valuable land,
encourage inappropriate traffic volumes and speeds and create a problem
channeling storm water runoff. In Tumalo, full urban road standards are not
needed because the traffic volumes and speeds, on roads in the community
are low compared to city streets. Many roads serve only a few residences.
However, existing County rural road standards are not adequate to serve the
densities and variety of uses found in Tumalo. Local businesses and the
elementary school generate more local trips than normally found in the rural
county.
Instead, Tumalo’s road standards are intended to decrease the cost of road
improvements and to remove barriers to the formation of LIDs. The Tumalo
Rural Community road development standards were developed in coordination
with the community planning process, the Oregon Department of
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Transportation (ODOT) Region 4, the state Bicycle and Pedestrian Program
and with the County Planning Division and Public Works Department. These
road standards are consistent with ODOT and the American Association of
State Highway Traffic Officials (AASHTO) standards for rural communities.
They apply to public right-of-way other than the state highway which is under
state jurisdiction.
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Resort Communities
Black Butte Ranch Goals
No goals have been defined for the Black Butte Ranch Resort Community
Black Butte Ranch Policies
General resort community policies
1. Land use regulations shall conform to the requirements of OAR 660
Division 22 or any successor.
2. County comprehensive plan policies and land use regulations shall
ensure that new uses authorized within the Black Butte Ranch Resort
Community do not adversely affect forest uses in the surrounding Forest
Use Zones.
3. Designated open space and common area shall remain undeveloped
except for community recreation uses. Areas developed as golf courses
shall remain available for that purpose or for open space/recreation uses.
4. The provisions of the Landscape Management Overlay Zone shall apply
in Resort Communities where the zone exists along Century Drive,
Highway 26 and the Deschutes River.
5. Residential minimum lot sizes and densities shall be determined by the
capacity of the water and sewer facilities to accommodate existing and
future development and growth.
6. The resort facility and resort recreation uses permitted in the zoning for
Black Butte Ranch and the Inn of the Seventh Mountain/Widgi Creek
shall serve the resort community.
Black Butte Ranch policies
7. The County supports the design review standards administered by the
Architectural Review Committee.
8. Residential, resort and utility uses shall continue to be developed in
accordance with the Master Design for Black Butte Ranch and the
respective Section Declarations.
9. Industrial activities, including surface mining, shall only occur in the area
zoned Black Butte Ranch Surface Mining, Limited Use Combining
District (Black Butte Ranch SM/LU) located in the northwest corner of
Black Butte Ranch.
10. Employee housing shall be located in the area zoned Black Butte Ranch-
Utility/Limited Use Combining District (Black Butte Ranch-U/LU).
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11. Any amendment to the allowable use(s) in either the Resort Community
District or the Limited Use Combining District shall require an exception
in accordance with applicable statewide planning goal(s), OAR 660-04-
018/022 and DCC 18.112 or any successor.
12. The westerly 38-acres zoned Black Butte Ranch Surface Mining, Limited
Use Combining District (Black Butte Ranch SM/LU) shall be used for the
mining and storage of aggregate resources. Uses that do not prevent the
future mining of these resources, such as disposal of reclaimed effluent
and woody debris disposal from thinning and other forest practices ma
be allowed concurrently. Other resort maintenance, operational and
utility uses, such as a solid waste transfer station, maintenance facility or
equipment storage may be allowed only after mining and reclamation
have occurred.
13. The 18.5 acres zoned Black Butte Ranch-Utility/Limited Use Combining
District (Black Butte Ranch-U/LU) may be used for the disposal of
reclaimed sludge.
14. The area west of McCallister Road and east of the area zoned Black
Butte Ranch may be used for large equipment storage, general storage,
maintenance uses, RV storage, telephone communications,
administration offices, housekeeping facilities and employee housing.
15. Employee housing shall be set back at least 250 feet from the eastern
boundary of the area zoned Black Butte Ranch Surface Mining, Limited
Use Combining District (Black Butte Ranch SM/LU).
Surface mining within the Black Butte Ranch community
boundary shall adhere to the following Goal 5 ESEE
“Program to Meet Goal” requirements:
16. Only the western most 38 acres of the site shall continue to be mined.
17. Setbacks shall be required for potential conflicting residential and other
development. A minimum 50-foot setback shall be maintained from the
perimeter of tax lot 202 for all surface mining activity.
18. Noise impact shall be mitigated by buffering and screening.
19. Hours of operation shall be limited to between 7:00 a.m. and 6:00 p.m.
weekdays. No operations shall be allowed on weekends and holidays.
20. Processing shall be limited to 45 days in any one year, to be negotiated
with Deschutes County in the site plan process in consultation with the
Oregon Department of Fish and Wildlife (ODFW).
21. The conditions set forth in the August 10, 1989, letter of ODFW shall be
adhered to.
22. Extraction at the site shall be limited to five acres at a time with on-going
incremental reclamation (subject to DOGAMI review and approval).
23. Mining operations, siting of equipment, and trucking of product shall be
conducted in such a manner that applicable DEQ standards are met and
minimizes noise and dust.
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24. DOGAMI requirements for a permit once mining affects more than five
acres outside the 8.6-acre exemption are shall be met.
25. A conditional use permit shall be obtained from Deschutes County, under
the provisions of section 18.128.280. Surface mining of resources
exclusively for on-site personal, farm or forest use or maintenance of
irrigation canals, before mining activity affects more than five acres
outside the 8.6-acre exempt area.
Public Facilities
26. Police protection services for both communities shall be provided under
contract with the Deschutes County Sheriff.
27. The Black Butte Ranch Water Distribution Company and the Black Butte
Ranch Corporation shall confirm the water and sewer service,
respectively, can be provided for new uses or expansion of existing uses
that require land use approval.
28. The Black Butte Ranch Water Distribution Company shall provide water
service for the Black Butte Ranch Resort Community.
29. The Black Butte Ranch Corporation shall provide sewer service for Black
Butte Ranch.
30. The Black Butte Ranch Fire Protection District shall provide fire
protection services for Black Butte Ranch.
31. The roads and the bicycle/pedestrian path system within the Black Butte
Ranch Resort Community boundary shall be maintained by the Black
Butte Ranch Owners Association.
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Black Butte Ranch Background
A Resort Community is characterized as an unincorporated community that is
established primarily for, and continues to be used primarily for recreation and
resort purposes (OAR 660-022-0010)(6)). It includes residential and
commercial uses and provides for both temporary and permanent residential
occupancy, including overnight lodging and accommodations.
Black Butte Ranch is located in the northwestern portion of Deschutes County,
8 miles west of the city limits of Sisters. Black Butte Ranch is in the Indian
Ford Creek watershed, a tributary to Whychus Creek, itself a tributary to the
Deschutes River, and is surrounded by lands within Deschutes National
Forest. Since the late 1800's Black Butte Ranch has been a cattle ranch.
Cattle operations continue today.
Black Butte Ranch includes 1,830 acres developed in the early 1970s as a
planned residential development with both permanent and vacation homes on
1,252 lots and three separate condominium areas. Recreation amenities
include two 18-hole golf courses, four swimming pools, 23 tennis courts, horse
stables, a sports field, basketball courts and trails for bicycling, jogging and
cross country skiing. Conference rooms, a restaurant, lounge and property
sales in the Main Lodge, a general store and pro shops at both golf courses
provide additional amenities for residents, guests and visitors.
Black Butte Ranch allows public access to its restaurant, golf courses and
horse stables, but is primarily oriented to its year-round residents and
seasonal guests. Black Butte Ranch is considered by many people to be a
"destination resort", however development at Black Butte Ranch precedes the
adoption of statewide Goal 8 and the County's mapping of lands for the siting
of destination resorts. Approximately 96 percent of the area within Black Butte
Ranch community boundary has already been developed.
Development of Black Butte Ranch began in 1970 and the first subdivision plat
within Black Butte Ranch was filed in 1970. In 1972, when the County first
adopted a zoning ordinance (PL-5) and comprehensive plan, the area
identified as Black Butte Ranch, although smaller than today, was zoned
"Planned Development" and designated as a "Destination Resort" on the
comprehensive plan map. In 1979 the County adopted revised zoning and
comprehensive plan maps. In 1992 Black Butte Ranch was designated as a
rural residential exception area on the comprehensive plan map Black Butte
Ranch, in its current configuration, is zoned Rural Residential, RR-10, and is
designated "Destination Resort" on the comprehensive plan map.
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The population of Black Butte Ranch is difficult to ascertain due to the large
number of vacation and second homes within the community that are occupied
for only part of the year. In 2001, the Black Butte Ranch Association estimated
the number of full time, year round residents at 337 persons. During the peak
tourist season, the population, including guests who do not own property but
are renting residences within the community, is estimated to rise to 5,000
persons.
In the fall of 1994, the Oregon Land Conservation and Development
Commission adopted a new administrative rule, OAR 660, Division 22, entitled
Unincorporated Communities. The rule requires counties to update land use
plans and regulations for such communities. Deschutes County has updated
land use plans and regulations for such communities. Deschutes County has
updated the Comprehensive Plan and implementing zone regulations for Black
Butte Ranch and the Inn/Widgi Creek to comply with the rule as part of
periodic review.
Black Butte Ranch meets the definition of "resort community" because it has
historically developed with a mixture of residential and recreation or resort
amenities. Commercial-type uses also exist, such as the restaurant and
stables. Other retail operations, such as the golf pro shops and retail sales at
the tennis shop are associated with specific recreation activities and are not
designed as sand alone retail operations intended by themselves to attract the
traveling public to Black Butte Ranch.
Black Butte Ranch operates both a community sewer and water system that
are in place and serve the existing development. Black Butte Ranch is served
by its own fire and police departments. The Comprehensive Plan designates
Black Butte Ranch as a Resort Community and provides for future growth and
development accordingly. The Black Butte Ranch community boundary
includes a total of 1,912 acres consisting of: 1) 1,830 acres including the main
resort development, the resort's recreational amenities, and the residential
areas, and 2) 82 acres located contiguous to the northwest corner of the other
land within the resort community used for industrial uses in support of Ranch
operations. The community boundary abuts Highway 20 on the northeast.
National Forest Service lands and private landholders bound it on the south
and west.
The predominant land use in Black Butte Ranch is residential, the majority of
which is single-family residential development. However, since Black Butte
Ranch was originally developed as a planned community, a number of other
uses exist which make Black Butte Ranch a community that is somewhat self-
reliant. Uses that support the residential components include a commercial
core, which contains a variety of retail businesses developed in a pedestrian
mall setting, as well as a business park. A significant component of
development in Black Butte Ranch includes recreation amenities such as golf
courses, and resort facilities, such as a lodge, meeting facilities and a
restaurant. A fire station and public works facilities for sewage treatment and
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water delivery have also been developed in support of all uses. The Black
Butte Fire Department serves all areas within the boundary of Black Butte
Ranch. Utility services will continue to be provided in the current manner.
Chapter 4: Urban Growth Management – Resort Communities
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Resort Communities
Inn of the 7th Mountain/Widgi Creek Goals
No goals have been defined for the Inn of the 7th Mountain/Widgi Creek Resort
Community
Inn of the 7th Mountain/Widgi Creek Policies
General resort community policies
1. Land use regulations shall conform to the requirements of OAR 660
Division 22 or any successor.
2. County comprehensive plan policies and land use regulations shall
ensure that new uses authorized within the Black Butte Ranch Resort
Community do not adversely affect forest uses in the surrounding Forest
Use Zones.
3. Designated open space and common area shall remain undeveloped
except for community recreation uses. Areas developed as golf courses
shall remain available for that purpose or for open space/recreation uses.
4. The provisions of the Landscape Management Overlay Zone shall apply
in Resort Communities where the zone exists along Century Drive,
Highway 26 and the Deschutes River.
5. Residential minimum lot sizes and densities shall be determined by the
capacity of the water and sewer facilities to accommodate existing and
future development and growth.
6. The resort facility and resort recreation uses permitted in the zoning for
Black Butte Ranch and the Inn of the Seventh Mountain/Widgi Creek
shall serve the resort community.
Inn of the 7th Mountain/Widgi Creek Policies
7. Any amendment to the allowable uses(s) in either the Resort Community
District or the Widgi Creek Residential District shall require an exception
in accordance with applicable statewide planning goal(s), OAR 660-04-
018/022 or any successor, and DCC 18.112 or any successor.
Public Facilities
8. Police protection services for both communities shall be provided under
contract with the Deschutes County Sheriff.
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9. Water service shall be supplied by on-site wells for the Inn/Widgi Resort
Community.
10. New uses or expansion of existing uses that require land use approval
shall be approved only upon confirmation from the City of Bend that
sewer service can be provided.
11. Fire protection services for the Inn/Widgi shall be provided through a
contract with the City of Bend until such time as Inn/Widgi develops
another plan to provide adequate fire protection.
12. The Resort Community, not Deschutes County, shall maintain roads in
the community.
13. The bicycle/pedestrian path system shall be maintained by the Inn/Widgi
Owners Association.
14. Emergency access between Widgi Creek and the Inn of the Seventh
Mountain shall be provided in accordance with the approved
development plan for the Elkai Woods town homes. The respective
resort property owners shall maintain emergency access between the
Inn and Widgi Creek.
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Resort Communities
Inn of the 7th Mountain/Widgi Creek Background
A Resort Community is characterized as an unincorporated community that
was established primarily for, and continues to be used primarily for recreation
and resort purposes (OAR 660-022-0010)(6)). It includes residential and
commercial uses and provides for both temporary and permanent residential
occupancy, including overnight lodging and accommodations.
In the fall of 1994, the Oregon Land Conservation and Development
Commission adopted a new administrative rule, OAR 660, Division 22, entitled
Unincorporated Communities. The rule requires counties to update land use
plans and regulations for such communities. Deschutes County has updated
land use plans and regulations for such communities. Deschutes County has
updated the Comprehensive Plan and implementing zone regulations for
Inn/Widgi Creek to comply with the rule as part of periodic review.
The Inn of the Seventh Mountain and Widgi Creek Golf community are located
approximately 5 miles southwest of the Bend Urban Growth Boundary on
Century Drive and bounded by the Deschutes River on the south. The site for
Inn of the Seventh Mountain (Inn) has been developed since the late 1960s
and has historically been considered to be a stand-alone resort community
with overnight lodging and recreation facilities for tourists. It currently has 230
condominium units, spread among 22 buildings. The initial boundary was
established in 1972 and encompasses 22.65 acres. The Inn includes horse
stables, tennis courts, golf course, skating rink, swimming pools and other
recreation amenities, and a restaurant, meeting rooms and multi-story lodging
units for resort guests. Many of the dwelling units at Inn are occupied
seasonally but some residences are occupied year round. Commercial uses
open to overnight guests and the public include the restaurant, skating rink
and golf course, guided raft trips on the Deschutes River and a retail/rental
sport shop.
Widgi Creek was approved in 1983 as a 237-acre expansion to the Inn and
includes a golf course with surrounding residential lots consisting of 107 lots
for single-family dwellings and 103 lots for condominium units. The use of the
site as a destination resort was initiated previous to implementation of the
statewide planning goals in Deschutes County. Upon implementation of the
statewide planning goals, the property was designated as "forest" in
compliance with Goal 4, and the use continued to be permitted as a
"destination resort". However, in 1993 HB 3661 prohibited destination resorts
as a use in the forest zone except as allowed under Goal 8. This property was
not approved as a destination resort pursuant to Goal 8 until the year 2001
PPrrooffiillee
Chapter 4: Urban Growth Management – Resort Communities
when a "built and committed" exception was taken for the entire Inn/Widgi
community.
Almost all of the residential uses at the Inn of the Seventh Mountain cater to
tourist accommodations. During the peak tourist season, the population,
including guests who do not own property but are renting residences within the
community is estimated to be approximately 500 people. In 2001, the number
of full time and part time residents at Widgi Creek is approximately 120,
consisting of 80 single-family residents and 39 condo residents. Since there
are only 4 condo units available for rental, there is no significant increase in
the population during the peak tourist season. As currently planned, when the
development is fully built out, the population will increase to a total of 200 full
time and part time residents distributed in 107 single family homes and 46
condominium units
The Inn of the Seventh Mountain/Widgi Creek met the definition of "resort
community" because it has historically developed with a mixture of residential
and recreation or resort amenities. Other retail operations, such as the golf pro
shops and retail sales at the tennis shop are associated with specific
recreation activities and are not designed as stand alone retail operations
intended by themselves to attract the traveling public to the Inn/Widgi.
The Inn/Widgi sewer service (except approved on-site septic systems) and fire
protection is provided by the City of Bend. Water is provided by on-site wells,
security service is provided by the Inn/Widgi Resort Community and
Deschutes County Sheriff provides police services. The Inn of the Seventh
Mountain/Widgi Creek community boundary includes 260 acres (23 for the Inn
and 237 for Widgi Creek). The property is used for the recreational amenities,
rental and residential units. The western boundary is Century Drive. The south
boundary is generally the Deschutes River canyon. The entire resort
community is bordered by the Deschutes National Forest.
The predominant land use at the Inn is resort use with overnight lodging and
recreation facilities for tourists, in addition to a restaurant, meeting rooms and
a retail/rental sport shop. The predominant land use for Widgi Creek is
residential, with single-family residential
development and condominium units, in addition to
a golf course.
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Chapter 4: Urban Growth Management – Rural Service Centers
Rural Service Centers
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Goals
No goals have been defined for Rural Service Centers
Policies
1. Land use regulations shall conform to the requirements of OAR 660,
Division 22 or any successor.
2. Rural Service Center zoning shall be applied to Alfalfa and Brothers and
shall consist of three districts: Commercial/Mixed Use; Residential; and
Open Space.
3. Rural Service Center zoning shall be applied to Hampton, Whistlestop
and Wildhunt and shall consist of a single Commercial/Mixed Use
District.
4. The area in the Brothers Rural Service Center Boundary that is north of
Highway 20 and east of Camp Creek Road shall be zoned as Rural
Service Center - Open Space District (RSC-OS).
5. In April 2002, Alfalfa area residents expressed a desire to keep the
community “the way it is” and to limit commercial activity to 2-acres south
of Willard Road that is the site of the Alfalfa Community Store and the
community water system. These two acres are designated as a mixed
used commercial district in the Comprehensive Plan and shall be zoned
mixed use commercial. The remaining 20 acres of the Rural Service
Center will continue to be zoned Rural Service Center – Residential
District, with a 5-acre minimum lot size. Since the Board of County
Commissioners finds it may be necessary to accommodate the need for
future commercial expansion 2 acres north of Willard Road are being
designated on the Comprehensive Plan for future commercial uses. A
zone change to mixed use commercial can be considered only for a
specific use and upon findings that the existing commercial area is fully
developed.
6. County Comprehensive Plan policies and land use regulations shall
ensure that new uses authorized within the Alfalfa, Brothers, Hampton,
Millican, Whistlestop and Wildhunt Rural Service Centers do not
adversely affect agricultural and forest uses in the surrounding areas.
7. Zoning in the area shall promote the maintenance of the area’s rural
character. New commercial uses shall be limited to small-scale, low
impact uses that are intended to serve the community and surrounding
rural area or the travel needs of people passing through the area. The
Commercial/Mixed use zoning regulations shall allow a mixed use of
residential or small-scale commercial uses.
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8. Residential and commercial uses shall be served by DEQ approved on-
site sewage disposal systems.
9. Residential and commercial uses shall be served by on site wells or
public water systems.
10. Community water systems, motels, hotels and industrial uses shall not
be allowed.
11. Recreational vehicle or trailer parks and other uses catering to travelers
shall be permitted.
12. The County shall consider ways to improve services in the area
consistent with the level of population to be served.
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Rural Service Centers
Chapter 4: Urban Growth Management – Rural Service Centers
Background
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A Rural Service Center is characterized as an unincorporated
community consisting primarily of commercial or industrial uses
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providing goods and services to the surrounding rural area or to persons
traveling through the area, but which also includes some permanent
residential dwellings.
Introduction.
The predominant land use in the Rural Service Center surrounding the Alfalfa,
Brothers, Hampton and Millican is farming and ranching. The predominant
land use in the areas surrounding Whistlestop and Wildhunt is forest, ranching
and rural residential. The unincorporated rural service centers serve the needs
of the surrounding rural areas as well as the needs of the traveling public.
Three of the communities are located on Highway 20 east of Bend. Millican is
26 miles, Brothers 42 miles and Hampton 64 miles east of Bend. Alfalfa is
located approximately 11 miles east of Bend on Willard Road. Whistlestop is
located approximately 30 miles southwest of Bend on burgess Road. Wildhunt
is located approximately 26 miles south of Bend at the junction of Highway 97
and Highway 31.
The communities of Alfalfa, Brothers and Hampton have approved public
water systems that serve the school and combination store/café/post office in
Brothers and the stores in Alfalfa and Hampton. The Central Oregon Irrigation
District provides water for agricultural uses surrounding Alfalfa. Large ranches
and BLM land surround Millican, Brothers and Hampton. Most of the land is
used for dry land grazing. Well water provides irrigation for land adjacent to
Hampton. Millican, Brothers and Hampton are surrounded by land that is
designated as antelope habitat. The area surrounding these communities is
sparsely populated. Each community has a few residences within its
boundary.
Periodic Review
In order to comply with OAR 660-022, Deschutes County updated the
Comprehensive Plan and implementing zoning regulations in 2002 for the
communities of Alfalfa, Brothers, Hampton, Millican, Whistlestop and Wildhunt.
The Comprehensive Plan and zoning map boundaries for all of the Rural
Service Centers were amended to comply with the requirements of the
administrative rule and to reconcile historic mapping inconsistencies between
the plan designation and zoning and inconsistencies between community
boundaries and historic development patterns.
Community Boundary
The Alfalfa Rural Service Center boundary includes 21.83 acres, with Willard
Road as the predominant northern boundary and the remainder surrounded by
agricultural lands zoned Exclusive Farm Use.
Chapter 4: Urban Growth Management – Rural Service Centers
The Brothers Rural Service Center boundary includes 48.95 acres. Highway
20 bisects the community from east to west, while Camp Creek Road enters
from the north and connects with the highway. The entire community is
surrounded by agricultural land zoned Exclusive Farm Use.
The Hampton Rural Service Center boundary includes 35.37 acres. Highway
20 forms the southern boundary with the remainder surrounded by agricultural
lands zoned Exclusive Farm Use.
The Millican Rural Service Center boundary includes 29.55 acres. Highway 20
forms the northern boundary with the remainder surrounded by agricultural
lands zoned Exclusive Farm Use.
The Whistlestop Rural Service Center boundary includes 7.93 acres. Burgess
Road runs east/west and dissects the community from north to south with
forest and rural residential uses to the north and east. The Wildhunt Rural
Service Center boundary includes 11.29 acres. Highway 97 forms the western
boundary. Highway 31 forms the southern boundary, with forest and rural
residential uses to the north and east.
Land Use Planning
The existing land uses in the eastern Rural Service Centers of Alfalfa,
Brothers, Hampton and Millican are commercial and residential surrounded by
agricultural. In addition to a few residences each of the communities includes
commercial development. Alfalfa has a store/gas station and a
church/community hall. Brothers includes a school, a combination
market/café/post office/gas station, a state highway maintenance field office,
and a highway rest area. Hampton has a café and recreational vehicle park.
Millican has a market/gas station.
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Working Draft Deschutes County Comprehensive Plan
Page 4-78 Draft 5-14-08
The existing land uses in the rural Service
Centers of Whistlestop and Wildhunt is
commercial and residential surrounded by forest.
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