Planning and Zoning

Citizen involvement is essential in the governmental process to promote the general health and welfare of the total community. New approaches must be developed by local government to effectively involve citizens in the planning and decision-making process. Positive accomplishments can be achieved when citizens become involved in planning programs.

Issues

• Public awareness and understanding of land use proposals
• Communication between the County and community groups, special interests, and individuals
• Public availability of land use information
• Mechanisms for public participation
• Methods for decision makers to respond to citizen concerns and comments
• The role of various public groups in the planning process

Summary of Findings and Conclusions

• ORS 215 and 197 require the County to provide opportunities for citizen participation and to establish a citizens committee to assist the County in implementing and evaluating its citizen involvement program.
• Clackamas County has an officially adopted Citizen Involvement Program, and that program is evaluated annually by the Committee for Citizen Involvement.
• Continued public awareness of and citizen participation in the ongoing planning process is essential to responsible decisions which recognize public concerns and priorities.

Goals

• Promote public participation in formulation of the long-range goals, objectives, scope, and focus of the planning programs.
• Encourage broadly based public participation representing all concerned geographical areas and diverse interests.
• Provide an opportunity for every interested citizen to participate in the formative stages and throughout the planning process.
• Insure successful citizen participation through ongoing education in the planning process.
• Insure regular communication between citizens and County officials (governing body, Planning Commission, and Planning staff).
• Insure a continuing citizen participation effort in the planning process and periodic reevaluation.

2.A Policies

2.A.1 Require provisions for opportunities for citizen participation in preparing and revising local land use plans and ordinances. Insure opportunities for broad representations, not only of property owners and Countywide special interests, but also of those persons within the neighborhood or areas in question.

2.A.2 Maintain a Committee for Citizen Involvement with membership that includes representatives of Community Planning Organizations and a diversity of occupation, geographic representation, and gender.

2.A.3 Direct the Committee for Citizen Involvement to develop and implement an annual action plan for citizen involvement.

2.A.4 The County will forward to affected CPOs copies of notices it receives from Metropolitan Service District, Portland Metropolitan Area Local Government Boundary Commission, and other neighboring jurisdictions on opportunities for citizen participation regarding proposed Urban Growth Boundary Amendments and/or annexations and other land use matters.

2.A.5 Encourage community planning organizations throughout the County and promote recognized community organizations where none exist through direct mail and media information, sponsorship of organizational meetings, and other appropriate means.

2.A.6 Seek citizens' input not only through recognized community organizations, but also through service organizations, interest groups, granges, and other ways.

2.A.7 Recognize community organizations which meet the following requirements:

2.A.7.1 That one or more well-publicized general community meetings have been held for purposes of information, organization, adoption of bylaws, and election of officers;

2.A.7.2 That all community meetings shall be publicized in advance of the meeting date in accordance with existing state law, and participation shall be open to any property owner, resident, business owner, or representative of any nonprofit organization located within the community. Criteria regulating voting shall be included in the bylaws;

2.A.7.3 That the organization's structure is capable of providing necessary coordination and communication between its members and County departments, and elected and appointed officials;

2.A.7.4 That the boundaries of the community organization specifically define an area of mutual interests, appropriate geographic size and population for effective planning. These boundaries should take into account natural boundaries, commercial patterns, community organizations, and historic factors; and

2.A.7.5 That community organization bylaws, assuring satisfactory fulfillment of the above minimum requirements, be recognized by official Board of County Commissioners' action and placed on file with the County.

2.A.8 Insure continued support of a recognized community group as long as the group fulfills its responsibilities, maintains the above policies, holds at least two well-publicized meetings per year, and furnishes copies of minutes of meetings to the County, together with an up-to-date list of officers.

2.A.9 Require the following functions and responsibilities of community organizations:

2.A.9.1 Community organizations shall be advisory to the Board of County Commissioners, Planning Commission, and Planning Division on matters affecting their neighborhoods;

2.A.9.2 The organization may develop planning proposals with respect to land use, zoning, parks, water resources, open space and recreation, annexation, housing, community facilities, transportation and traffic, community services, and other factors affecting the livability of their neighborhoods;

2.A.9.3 Community organizations should review and advise the County on changes in the land use plan and zoning ordinance and may submit zoning recommendations to the County. Such recommendations shall be actively considered;

2.A.9.4 Community organizations should develop and submit annual requests for services supportive of their functions for County approval and inclusion during the regular budget process;

2.A.9.5 Community organizations may request funding of neighborhood projects for possible inclusion in the County budget and capital improvement program; and

2.A.9.6 Community organizations should continue the planning process by reevaluating the goals, objectives, and recommendations contained in the Comprehensive Plan or a Community Plan.

2.A.10 Assist community organizations by:

2.A.10.1 Insuring that the level of funding and human resources allocated to the citizen involvement program is sufficient to make citizen involvement an integral part of the planning process;

2.A.10.2 Providing a staff liaison for citizen participation;

2.A.10.3 Providing designated representatives of recognized community organizations with copying services, postage, supplies, voter and property owner mailing lists, staff assistance, etc., to aid in the planning process; and

2.A.10.4 Notifying community organizations of proposed land use actions and legislative changes as required by ordinances.

2.A.11 Promote informed public participation in decisions through sponsoring or conducting education programs and providing publications and printed materials.

2.A.12 Insure availability of planning documents and reports, as appropriate, through County offices and public libraries.

2.A.13 Insure that the County responds to citizen recommendations through appropriate mechanisms and procedures.

2.A.14 Continue to implement the County's adopted Citizen Involvement Program.
Clackamas County Comprehensive Plan

Last Amended 5/3/01

When the pioneers settled Clackamas County, the land resource appeared infinite. They cleared forest, carved towns from the wilderness, and used waterways as the arterials of commerce. Some lands were valued for certain uses. The alluvial valley of the Willamette River was among the first areas to be cleared for agriculture. The falls at Oregon City was one of the first industrial sites. From the earliest days, the value of strategic location for various uses of the land was recognized and exploited for man's benefit. The best sites were usually used first.

Now we realize that not only is land finite, but also that sites with desirable characteristics for certain types of development are scarce. A growing population is increasing demand for land of all types. It is increasingly important to evaluate characteristics of remaining sites to determine their optimum use.

The Oregon Legislature has provided for land use to be determined at the local level through a rational process of balancing state and local goals, human needs, and the site characteristics of land. Generally, the factors for designating land use categories in this plan include the following:

• Physical site conditions such as soils, slope, and drainage
• Present and projected needs of the people
• Character of existing development
• Financial impacts on the County and its residents
• Community livability
• Capacities of streets, sewers, water systems, and other facilities
• Estimated market demand
• Parcel sizes
• Availability of transit
• Proximity to jobs, shopping and cultural activities
• Providing an adequate balance between various uses

The above factors alone are insufficient for planning a community. A planning process reflecting community values is needed to weigh various factors. This systematic approach involves identifying issues, developing alternative ways of dealing with the issues and choosing the most desirable alternative.

Issues

The major issues affecting future development in the County are:

• Supply and location of land for urban uses
• Density of residential uses
• Intensity of commercial and industrial uses
• Proximity of mutually supporting land uses
• The cost impacts of various land uses
• Compatibility or conflict between land uses
• Competing demands for land having certain characteristics
• Compatibility of city and County plans
• Supply and location of land for rural uses
• Preservation of land for agricultural and forestry uses
• The character and appearance of neighborhoods
• Compatibility of land use with supportive systems such as transportation and sewage
• Protection of natural features and waterways from the impact of development
• Provision of open spaces within the urban environment.

Land Use Definitions

This Plan divides the County into six principal land use categories: Urban, Urban Reserve, Unincorporated Communities, Rural, Agriculture, and Forest. This Plan also establishes one or more land use plan designations within each of these categories. Table 4-1 identifies all of the land use plan designations established by this Plan and the zoning districts that implement each designation.

Urban

Urban areas include all land inside urban growth boundaries. Urban areas are either developed or planned to be developed with adequate supportive public services provided by cities or by special districts. Urban areas have concentrations of people, jobs, housing, and commercial activity.

Urban Growth Boundaries: Urban growth boundaries are designated on the land use plan maps. They separate Urban areas from Urban Reserve areas, Unincorporated Communities, and Rural, Agriculture, and Forest areas. An urban growth boundary encompasses existing urban development and lands to accommodate urban growth forecasted for a 20-year horizon.

Immediate Urban Areas: Immediate urban areas are lands that are within urban growth boundaries, are planned and zoned for urban uses, and meet at least one of the following conditions:

• Served by public facilities, including sanitary sewage treatment, water, storm drainage, and transportation facilities;
• Included within boundaries of cities or within special districts capable of providing public facilities and planned to be served in the near future; or
• Substantially developed or surrounded by development at urban densities.

Future Urban Areas: Future urban areas are lands within urban growth boundaries but outside immediate urban areas. Future urban areas are planned to be provided with public facilities, but currently lack providers of those facilities. Future urban areas are substantially underdeveloped and will be retained in their current use to ensure future availability for urban needs. Future urban areas are planned for urban uses but zoned for large-lot, limited development.

Future Urban Study Areas: Future urban study areas are lands that have been brought into an urban growth boundary but for which urban plan designations have not been applied. Planning will be conducted to determine urban plan designations and apply future urban zoning.

Urban Reserve

Urban Reserve areas lie outside an urban growth boundary and have been designated as highest priority for inclusion in an urban growth boundary when additional urban land is needed. Urban Reserve areas may be established pursuant to OAR Chapter 660, Division 21, or pursuant to OAR 660, Division 27. Metro designates Urban Reserve areas in the Portland metropolitan area. The cities of Sandy, Molalla, Estacada, and Canby, in coordination with the County, may designate other Urban Reserve areas.

Rural Reserve

Rural Reserve areas are intended to provide long-term protection for large blocks of agricultural land and forest land, and for important natural landscape features that limit urban development or define natural boundaries of urbanization. Rural Reserve areas shall not be included in an urban growth boundary or Urban Reserve area. Rural Reserves may be established pursuant to OAR Chapter 660, Division 27.

Unincorporated Communities

Unincorporated Communities, as defined in Chapter 660, Division 22 of the Oregon Administrative Rules, are settlements located outside urban growth boundaries in which concentrated residential development is combined with limited commercial, industrial, or public uses. Unincorporated Communities may have limited public facilities and services.

Rural

Rural lands are exception lands, as defined in Oregon Administrative Rules 660-004-0005(1), that are outside urban growth boundaries and Unincorporated Communities and are suitable for sparse settlement such as small farms, wood lots or acreage home sites. They lack public facilities or have limited facilities and are not suitable, necessary, or intended for urban, agricultural, or forest use.

Agriculture

Agriculture areas are those of predominantly Class I through IV soils as identified by the United States Natural Resources Conservation Service or as identified in more detailed data; and other lands that are suitable for farm use due to soil fertility, suitability for grazing, climatic conditions, existing or future potential for irrigation, land use patterns, or accepted farming practices or are necessary to permit farming practices to be undertaken on adjacent or nearby lands.

Forest

Forest areas are composed of existing and potential forestlands that are suitable for commercial forest uses. Also included are other forested lands needed for watershed protection, wildlife and fish habitat, and recreation, lands where extreme conditions of climate, soil, and topography require maintenance of vegetative cover, and forested lands in urban and agricultural areas which provide urban buffers, wind breaks, wildlife habitat, scenic corridors, and recreational use.

Land Use Maps Section

Map 4-1 displays the unincorporated land within the Portland Metropolitan Urban Growth Boundary. Map 4-2 provides an index for the land use plan maps. Maps 4-3, 4-4, and 4-5 are land use plan maps for areas where the county has adopted land use plan designations by agreement with adjoining cities. As these cities adopt amendments to their maps, the county will consider adoption. County land use plan designations are shown on Maps 4-6 and 4-7. Land use plan maps adopted as part of a Community Plan or Design Plan in Chapter 10 automatically amend Maps 4-6 and 4-7. Map 4-9 displays urban and rural reserves designated pursuant to OAR 660, Division 27, and urban and rural reserves are also illustrated in greater detail on Map 4-7.

Urbanization

The goals and policies in the following section address the designation of lands for urban uses, conversion of lands from Urban Reserve to Future Urban plan designations, and County actions regarding Future Urban Study areas and Urban Reserve areas.

Urbanization Goals

• Clearly distinguish Urban and Urban Reserve areas from non-urban areas.
• Encourage development in areas where adequate public services and facilities can be provided in an orderly and economic way.
• Insure an adequate supply of land to meet immediate and future urban needs.
• Provide for an orderly and efficient transition to urban land use.
• Distinguish lands immediately available for urban uses from Future Urban areas within Urban Growth Boundaries.

4.A General Urbanization Policies

4.A.1 Coordinate with Metro in designating urban areas within Metro's jurisdiction. Recognize the statutory role of Metro in maintenance of and amendments to the Portland Metropolitan Urban Growth Boundary.

4.A.2 Coordinate with affected cities in designating urban areas outside of Metro. Land designated as a Rural Reserve, as shown on Map 4-9, shall not be designated as an Urban Reserve or added to an urban growth boundary. The following areas may be designated as Urban:

4.A.2.1 Land needed to accommodate 20 years of future urban population growth.

4.A.2.2 Land needed for increased housing, employment opportunities and livability from both a regional and subregional view.

4.A.2.3 Land to which public facilities and services can be provided in an orderly and economic way.

4.A.2.4 Land which insures efficient utilization of land within existing urban areas.

4.A.2.5 Land which is best suited for urban uses based on consideration of the environmental, energy, economic and social consequences.

4.A.2.6 Agricultural land only after considering retention of agricultural land as defined, with Class I having the highest priority for retention and Class VI the lowest priority.

4.A.2.7 Land needed after considering compatibility of proposed urban uses with nearby agriculture activities.

4.A.2.8 Land where the strategic location of employment and living opportunities can minimize commuting distance, traffic congestion, pollution and energy needs.

4.A.3 Land use planning for urban areas shall integrate all applicable policies found throughout the Plan including the following:

4.A.3.1 Locate land uses of higher density or intensity to increase the effectiveness of transportation and other public facility investments.

4.A.3.2 Encourage infilling of Immediate Urban Areas with a minimum of disruption of existing neighborhoods (see infill policies in the Housing Chapter).

4.A.3.3 Enhance energy conservation and transportation system efficiency by locating opportunities for housing near work and shopping areas.

4.A.3.4 Integrate developments combining retailing, office, and medium and high density housing at places with frequent transit service and pedestrian facilities.

4.A.4 Establish Urban Growth Management Areas and Urban Growth Management Agreements to clarify planning responsibilities between the County and cities for areas of mutual interest.

4.A.5 Establish agreements with cities and service districts to clarify service and infrastructure responsibilities for areas of mutual interest.

4.B Immediate Urban Policies

The following policies apply to Immediate Urban areas:

4.B.1 An area may be designated Immediate Urban consistent with the definition.

4.B.2 Use the following guidelines when evaluating proposed changes in zoning designations that convert an area from Future Urban to Immediate Urban status:

4.B.2.1 Capital improvement programs, sewer and water master plans, and regional public facility plans shall be reviewed to ensure that orderly, economic provision of public facilities and services can be provided.

4.B.2.2 Sufficient vacant Immediate Urban land should be permitted to ensure choices in the market place.

4.B.3 Apply urban zoning districts that implement the Plan through a legislative or quasi-judicial zone change process consistent with applicable state, Metro and local requirements.

4.B.4 Control land uses in Immediate Urban areas through the Zoning and Development Ordinance.

4.B.5 Place conditions on development to ensure adequate services and facilities prior to or concurrent with development.

4.C Future Urban Policies

The following policies apply to Future Urban lands:

4.C.1 Control premature development (before services are available) by:

4.C.1.1 Applying a future urban zone with a 10-acre minimum lot size within the Portland Metropolitan UGB except those lands identified in Policy 4.C.1.2.

4.C.1.2 Applying a future urban zone with a 20-acre minimum lot size or greater for areas planned for employment, industrial and commercial uses within the Portland Metropolitan UGB.

4.C.1.3 Applying within the urban growth boundaries of Canby, Estacada, Sandy, and Molalla, a five-acre minimum lot size or larger in rural, agricultural, and forest zones.

4.C.2 Review subdivision and partition applications to ensure that the location of proposed easements and road dedications, structures, wells, and on-site wastewater treatment systems are consistent with the orderly future development of the property at urban densities.

4.C.3 For land within the urban growth boundaries of Canby, Estacada, Sandy, and Molalla, require annexation to a city as a requirement for conversion to Immediate Urban unless otherwise agreed to by the City and County.

4.C.4 Implement dimensional and development standards to address compatibility, function, and aesthetics.

4.D Future Urban Study Area Policies

The following policies apply to Future Urban Study Areas:

4.D.1 Conduct a planning process consistent with the policies of Chapter 11 of this Plan, that coordinates with affected service providers, agencies, and jurisdictions, and meets pertinent state, regional and local requirements.

4.D.2 In the Portland Metropolitan Urban Area, develop Comprehensive Plan designations that are consistent with Regional Urban Growth Goals and Objectives and the Regional Urban Growth Management Functional Plan, including Title 11, and the following.

When areas are brought into the Urban Growth Boundary, the following actions shall be undertaken:

4.D.2.1 Control premature development (before services are available) within the Portland Metropolitan Urban Growth Boundary by applying a 20-acre minimum lot size to lands within the boundary that have the following plan designations: Unincorporated Community Residential, Rural Commercial, Rural Industrial, and Rural.

4.D.2.2 The County shall enter into discussion with nearby cities, agencies that provide public facilities and services, and area citizens, to determine how services and governance will be provided for the area.

4.D.2.3 Agreements shall be developed with affected cities and service providers to cooperate in development of a Concept Plan for the area, and to consider the Concept Plan in development of future Plans.

4.D.2.4 A Concept Plan shall be developed meeting state and regional requirements. Opportunity shall be provided to citizens and affected public agencies to participate in the development of the Concept Plan. In the Damascus area, the Damascus Concept Planning Study Report shall be used to provide background information and guidance for the Concept Planning process.

4.D.2.5 A request shall be made to revise state and regional transportation plans to reflect the Concept Plan.

4.D.2.6 Public facilities plans shall be developed or revised to accommodate the Concept Plan.

4.D.2.7 The Comprehensive Plan, Comprehensive Plan Maps, Zoning and Development Ordinance and zoning maps shall be revised according to the Concept Plan.

4.D.3 Develop and adopt urban comprehensive plan designations that meet applicable state planning requirements and balance County planning goals adopted in the Comprehensive Plan. This will convert Future Urban Study Areas to Future Urban or Immediate Urban areas.

4.D.4 During development of Comprehensive Plan provisions pursuant to Title 11 of the Urban Growth Management Functional Plan, consider the feasibility of providing and funding adequate infrastructure.

4.E Urban Reserve Area Policies

4.E.1 The following policies apply to Urban Reserve areas established pursuant to OAR 660, Division 21:

4.E.1.1 Clackamas County shall recommend to Metro land in Clackamas County which should be designated Urban Reserve, when Urban Reserve amendments to the Region 2040 Urban Growth Management Functional Plan are considered by Metro. The cities of Sandy, Molalla, Estacada and Canby, in coordination with Clackamas County, may designate and adopt other urban reserve areas in a manner consistent with OAR 660-021-0000.

4.E.1.2 Clackamas County will consider the following characteristics of each area when recommending Urban Reserve areas to Metro: potential for providing jobs within near proximity to housing; the feasibility and cost effectiveness of extending urban infrastructure; the suitability of an area to accommodate urban level densities; and, the relationship and implications to existing areas designated urban.

4.E.1.3 When considering the designation of Urban Reserve areas near Sandy, Molalla, Estacada and Canby, the County, in cooperation with the City, shall make findings and conclusions based on the requirements of OAR 660-021-0030.

4.E.1.4 Urban Reserve areas designated by Metro will be depicted on Metro's Region 2040 Growth Concept map. Designated Urban Reserve areas near Sandy, Molalla, Estacada and Canby shall be defined within the Urban Growth Management agreements with each city.

4.E.1.5 Lands within a designated Urban Reserve area shall continue to be planned and zoned for rural uses 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. Planning and zoning shall be done in a manner consistent with OAR 660-021-0000 and the Metro Code, in areas where Metro has jurisdiction.

4.E.2 The following policies apply to Urban Reserve areas established pursuant to OAR 660, Division 27, as shown on Map 4-9:

4.E.2.1 The County will review the designation of Urban Reserve areas, in coordination with Metro, Multnomah and Washington Counties, within 20 years after the initial designation of these Urban Reserve Areas.

4.E.2.2 The County will participate in the development of concept plans for areas within Urban Reserve areas that are being considered for addition to the Portland Metropolitan Urban Growth Boundary.

4.E.2.3 The County shall not amend the Comprehensive Plan or Zoning and Development Ordinance or the Comprehensive Plan Map or zoning designations:

4.E.2.3.1 To allow within Urban Reserve areas, new uses that were not allowed on the date the Urban Reserve areas were designated, except those uses authorized by amendments to the Oregon Revised Statutes or Oregon Administrative Rules enacted after designation of Urban Reserve areas.

4.E.2.3.2 To allow within Urban Reserve areas, the creation of new lots or parcels smaller than allowed on the date Urban Reserve areas were designated, except as authorized by amendments to the Oregon Revised Statutes or Oregon Administrative Rules enacted after designation of Urban Reserve areas.

4.F Rural Reserve Area Policies

The following policies apply to Rural Reserve areas established pursuant to OAR 660, Division 27, as shown on Map 4-9:

4.F.1 Land established as a Rural Reserve area shall not be included in an urban growth boundary.

4.F.2 Land established as a Rural Reserve area shall not be included in an Urban Reserve area established pursuant to either OAR 660, Division 21, or OAR 660, Division 27.

4.F.3 The County shall not amend the Comprehensive Plan or Zoning and Development Ordinance, or the Comprehensive Plan Map or zoning designations:

4.F.3.1 To allow within the Rural Reserve areas, new uses that were not allowed on the date Rural Reserve areas were designated, except as authorized by amendments to the Oregon Revised Statutes or Oregon Administrative Rules enacted after the designation of Rural Reserve areas.

4.F.3.2 To allow within Rural Reserve areas, the creation of new lots or parcels smaller than allowed on the date Rural Reserve areas were designated, except as authorized by amendments to the Oregon Revised Statutes or Oregon Administrative Rules enacted after designation of Rural Reserve areas.

4.G Population Coordination Policies

The following policies apply to population planning and coordination.

4.G.1 The County and its cities located inside the Metro boundary shall coordinate with Metro in establishing 20-year population projections in order to evaluate and provide sufficient lands necessary for housing and employment needs within each jurisdiction's planning boundary.

4.G.2 Pursuant to ORS 195.033, the County and its cities located outside the Metro boundary shall coordinate with the Portland State University Population Research Center in establishing 20-year population projections in order to evaluate and provide sufficient lands necessary for housing and employment needs within each city's urban growth boundary.

Urban Growth Concept

This section of the Land Use Chapter addresses the implementation of the Region 2040 Growth Concept as it applies to Clackamas County. It provides for design type areas that are consistent with the general locations shown on the Region 2040 Growth Concept Map.

Clackamas County, with approximately 67% of its population inside the Portland Metropolitan Urban Growth Boundary, is a partner in the region's efforts to efficiently utilize the land inside the boundary. This will minimize the need to expand the boundary and protect the land available for agricultural, forest and rural uses. The intent of the Urban Growth Concept is to focus increased development in appropriate locations, such as existing commercial centers and along transportation corridors with existing or planned high quality transit service. It also encourages increased employment densities in industrial and employment areas.

The provisions of the Urban Growth Concept apply in addition to other requirements identified in the Clackamas County Comprehensive Plan. The Urban Growth Concept is designed to provide guidance for Comprehensive Plan and Zoning Development Ordinance changes, as well as to identify specific development review requirements. All provisions except Green Corridors apply to lands inside the Portland Metropolitan Urban Growth Boundary. Green Corridors apply to rural, agricultural and forest areas. Future Urban Study Areas are areas in transition. When concept planning is completed for these areas, growth concept design types will be adopted as appropriate.

Definitions

Growth Concept Design Types

The locations of the following design types are identified on the Clackamas County Urban Growth Concept Map: (Map 4-8) or as described below:

Regional Center: An area that is the focus of compact development, redevelopment, high quality transit service and multi-modal street networks. The intent of the Regional Center is to provide an area for the most intense development and highest densities of employment and housing.

Corridors: Areas located along streets which have existing or planned high quality transit service and feature a high quality pedestrian environment, convenient access to transit and increased residential and employment densities. The intent of the Corridor designation is to encourage increased densities by facilitating zone and plan changes in specific locations. In addition, it provides guidance for development review to implement a high quality pedestrian environment.

The streets where the Corridor design type designation is applied are: McLoughlin Blvd. (from Milwaukie to Gladstone), 82nd Avenue (within the Clackamas Regional Center Design Plan Area), Johnson Creek Boulevard (within the Clackamas Regional Center Design Plan Area), and Sunnyside Road (from 82nd Avenue to 139th Avenue).

Station Community: Areas centered around a light-rail or high capacity transit station that feature housing, offices and other employment, and a variety of shops and services that are easily accessible to pedestrians, bicyclists and transit users as well as vehicles. The intent of the Station Community designation is to encourage transit oriented development with a mix of high density housing and employment uses, a high quality pedestrian environment and other features designed to encourage high transit ridership.

Employment Areas: Employment centers mixing various types of employment and including some residential development as well. These areas include limited retail commercial uses primarily to serve the needs of the people working or living in the immediate area.

Industrial Areas: Areas set aside primarily for industrial activities. Supporting uses, including some retail uses, may be allowed if limited to sizes and locations intended to serve the primary industrial uses.

Regionally Significant Industrial Areas: Areas near the region's most significant transportation facilities for the movement of freight and other areas most suitable for movement and storage of goods. These areas, like Industrial Areas, are set aside primarily for industrial activities. Supporting uses, including some retail uses, may be allowed if limited to sizes and locations intended to serve the primary industrial uses. Supporting uses are limited to an even greater degree than in Industrial Areas.

Neighborhoods: Primarily residential areas that are accessible to jobs and neighborhood businesses. This broad category includes areas set aside for homes, parks and open space, schools, public services, and neighborhood business uses. The intent is to facilitate the Region 2040 "Inner Neighborhood" design type.

Green Corridors: Areas outside the Urban Growth Boundary adjacent to major transportation routes to neighboring cities where the rural character of the landscape and agricultural economy shall be maintained. The intent is to preserve the view sheds and maintain the rural character between urban areas along the major transportation routes.

Future Urban Study Areas: Areas brought within the Urban Growth Boundary for which the required planning has not yet been completed. The intent is to identify the areas where Title 11 of the Urban Growth Management Functional Plan and Metro code specify that concept planning and other requirements must be completed before other Urban Growth Concept design types and urban plan designations can be applied. Future Urban Study Areas include areas identified on Map 4-8 and areas brought into the Portland Metropolitan UGB after the adoption of Map 4-8.

Urban Growth Concept Goals

• Provide for a compact urban form, integrating the built environment, transportation network, and open space, that:
• Minimizes the amount of Urban Growth Boundary expansion required to accommodate expected population and employment growth in the next 20 years.
• Efficiently uses public services including transportation, transit, parks, schools, sewer and water.
• Distinguishes areas for intensive development from areas appropriate for less intensive development.
• Preserves existing stable and distinct neighborhoods by focusing commercial and residential growth in mixed use centers and corridors.
• Develops mixed use centers and corridors at a pedestrian scale and with design features and public facilities that support pedestrian, bicycle and transit trips.
• Maintain the rural character of the landscape between the Urban Growth Boundary and neighboring cities.

4.H Regional Center Policies

The Regional Center design type designation is applied to the Clackamas Regional Center, as identified on Map 4-8. The goals and policies applicable to the Clackamas Regional Center are located in Chapter 10: Clackamas Regional Center Area Design Plan.

4.I Corridor Policies

The Corridor design type designation is applied to sites adjoining the Corridor streets shown on Map 4-8. Corridor design type areas may be either continuous or development nodes. The areas of application for the Corridor design type are specified in Chapter 10 for all of the Corridor streets.

4.I.1 Policies that apply to all Corridor design type areas include:

4.I.1.1 Provide for both employment and housing, including mixed use.

4.I.1.2 Provide for a high level of bus usage, with land uses and transportation facilities to support bus use.

4.I.1.3 Encourage and support pedestrian travel with supportive land uses, frequent street connections, and sidewalks and pedestrian-ways.

4.I.1.4 Provide for vehicular traffic and auto-oriented uses, while expanding the share of trips via transit and other modes.

4.I.1.5 Enhance connectivity between neighborhoods adjacent to the Corridor Design Type Area and the Corridor Street.

4.I.2 Specific policies for the SE 82nd Ave, SE Johnson Creek Boulevard and SE Sunnyside Road (from 82nd Ave to approximately SE 117th Ave.) Corridor design type areas are located in Chapter 10: Clackamas Regional Center Area Design Plan.

4.I.3 Specific policies for the Sunnyside Road (from approximately SE 117th Ave to SE 139th Avenue) Corridor design type area are located in Chapter 10: The Sunnyside Corridor Community Plan.

4.I.4 Specific policies for the McLoughlin Boulevard Corridor design type area are located in Chapter 10: McLoughlin Corridor Design Plan.

4.J Station Community Policies

The Station Community design type designation is applied to sites surrounding a light rail or other high capacity transit station as shown on Map 4-8. The areas of application for the Station Community design type are specified in Chapter 10. Policies that apply to all Station Community design type areas include:

4.J.1. Provide for transit oriented development with land uses that support a high level of transit usage, such as a mix of high density employment and housing uses.

4.J.2. Provide a high quality pedestrian and bicycle environment with frequent street connections, walkways and bikeways.

4.J.3. Enhance connectivity between neighborhoods adjacent to the Station Community.

Specific policies for the Fuller Road Station Community are located in Chapter 10: Clackamas Regional Center Area Design Plan.

4.K Employment Area Policies

The Employment Area design type designation is applied as shown on Map 4-8. Policies that apply to Employment design type areas include:

4.K.1 Employment design type areas shall be developed to provide for a mix of employment and residential uses, including:

4.K.1.1 Industry, office and service uses,

4.K.1.2 Residential development,

4.K.1.3 Low traffic generating, land consumptive commercial uses with low parking demand which have community or region-wide market,

4.K.1.4 Limited retail uses appropriate in type and size to serve the needs of businesses, employees, and residents of the immediate Employment design type area.

4.K.2 The following are prohibited in an Employment design type area: a retail use with more than 60,000 square feet of gross leasable area in a single building; and retail uses with a total of more than 60,000 square feet of retail sales area on a single lot or parcel, or on contiguous lots or parcels, including those separated only by transportation right-of-way. These prohibitions do not apply:

4.K.2.1 To sites designated General Commercial on or before January 1, 2003; or

4.K.2.2 When allowed by zoning if: the Zoning and Development Ordinance authorized those uses on January 1, 2003; transportation facilities adequate to serve the retail uses will be in place at the time the uses begin operation; and the Comprehensive Plan provides for transportation facilities adequate to serve other uses planned for the immediate Employment design type area over the planning period.

4.K.2.3 When allowed by zoning if the uses: generate no more than a 25-percent increase in site-generated vehicle trips above permitted non-industrial uses; and meet the Maximum Permitted Parking—Zone A requirements set forth in Table 3.08-3 of Title 4 of the Regional Transportation Functional Plan.

4.L Industrial Area Policies

The Industrial Area design type designation is applied as shown on Map 4-8. Policies that apply to Industrial Areas include:

4.L.1 Limit the size of buildings for retail commercial uses, as well as retail and professional services that cater to daily customers, to 5,000 square feet of sales or service area in a single outlet, or multiple outlets that occupy more than 20,000 square feet of sales or service area in a single building or in multiple buildings that are part of the same development project. This limitation does not apply to training facilities, the primary purpose of which is to provide training to meet industrial needs.

4.M Regionally Significant Industrial Area Policies

The Regionally Significant Industrial Areas Design Type designation is applied as shown on Map 4-8. Policies that apply to Regionally Significant Industrial Areas include:

4.M.1 Limit the size of buildings for retail commercial uses, as well as retail and professional services that cater to daily customers, to 3,000 square feet of sales or service area in a single outlet, or multiple outlets that occupy more than 20,000 square feet of sales or service area in a single building or in multiple buildings that are part of the same development project. This limitation does not apply to training facilities, the primary purpose of which is to provide training to meet industrial needs.

4.M.2 Prohibit the siting of schools, places of assembly larger than 20,000 square feet, or parks intended to serve people other than those working or residing in the Regionally Significant Industrial Area.

4.N Neighborhood Policies

The Neighborhood design type designation is applied as shown on Map 4-8. Policies that apply to the Neighborhoods include:

4.N.1 Development of areas planned for residential, commercial and industrial uses within Neighborhood design type areas shall be guided by the urban land use policies of Chapter 4.

4.N.2 Areas designated as Low Density Residential shall achieve the densities outlined in the Low Density Residential policies of Chapter 4.

4.O Future Urban Study Area Policies

The Future Urban Study Area design type designation is applied as shown on Map 4-8. The goals and policies applicable to Future Urban Study Areas are located in the Urbanization section of Chapter 4.

4.P Green Corridor Policies

The goals and policies for Green Corridors shall be defined through a separate study as outlined in the Intergovernmental Agreements on Green Corridor and Rural Reserve and Population Coordination, signed by Clackamas County, City of Sandy, City of Canby, ODOT and Metro.

Residential

This section of the Land Use Chapter primarily addresses the location and density of housing. Chapter 6, Housing, establishes policies for other aspects of housing such as structure type, affordability, and design.

Low Density Residential areas are those planned primarily for single-family residential and middle housing development, with a range of lot sizes from 2,500 square feet to 30,000 square feet, depending on location, environmental constraints, and other site characteristics.

Medium Density Residential areas are those planned for up to 12 units per gross acre (exclusive of density bonuses and conditional uses).

Medium High Density Residential areas are those planned for up to 18 units per gross acre (exclusive of density bonuses and conditional uses).

High Density Residential areas are those planned for up to 25 units per gross acre (exclusively of density bonuses and conditional uses).

Special High Density Residential areas are planned for high-rise multifamily housing up to 60 units per gross acre.

Residential Goals

• Provide opportunities to enhance neighborhoods with more diverse and affordable housing types and neighborhood-scale commercial uses.
• Provide for a variety of living environments.
• Provide for development within the carrying capacity of hillsides and environmentally sensitive areas.
• Provide opportunities for those who want alternatives to the single-family house and yard.
• Provide for lower-cost, energy-efficient housing.
• Provide for efficient use of land and public facilities, including greater use of public transit.

4.Q General Residential Policies

4.Q.1 Determine permitted uses and the density of development through zoning. Zoning of Residential areas shall be consistent with this Plan. Timing of zoning district application shall be in accord with the orderly development of the County.

4.Q.2 Implement dimensional and development standards to address compatibility, function, and aesthetics.

4.Q.3 Require utility service lines to be underground unless prohibited by the utility service provider.

4.Q.4 Require dedication of designated Open Space areas where appropriate for purposes of developing the urban park or trails program.

4.Q.5 Establish minimum densities to help meet regional and local housing needs.

4.Q.6 Allow the Neighborhood Commercial zoning district to implement the Low Density Residential, Medium Density Residential, Medium High Density Residential, and High Density Residential land use plan designations according to the criteria in the Commercial Section of this Chapter.

4.Q.7 Require all Medium, Medium High, High, and Special High Density Residential developments to be subject to a design review process.

4.Q.8 When necessary, require improvements to existing streets and/or development of new streets to County standards prior to or concurrent with Medium, Medium High, High, and Special High Density Residential development.

4.Q.9 In Medium, Medium High, High, and Special High Density Residential areas, require pedestrian access to nearby schools, transit stations, commercial areas, recreational areas, and employment areas to be convenient and improved to standards determined through a design review process.

4.Q.10 Develop all Medium, Medium High, High, and Special High Density Residential areas with public sewer, public water, curbs, drainage controls, pedestrian/bikeway facilities, and street lighting.

4.R Low Density Residential Policies

4.R.1 Allow the following housing types:

4.R.1.1 Accessory dwelling units

4.R.1.2 Detached single-family dwellings

4.R.1.3 Manufactured homes

4.R.1.4 Middle housing

4.R.1.5 Prefabricated structures

4.R.1.6 Recreational vehicles

4.R.1.7 Single room occupancies

4.R.2 The following areas may be designated Low Density Residential if any of the following criteria are met:

4.R.2.1 Areas where a need for this type of housing exists.

4.R.2.2 Areas which are currently developed at low density and where little need exists for redevelopment.

4.R.2.3 Areas where transportation is limited to collectors and local streets.

4.R.2.4 Areas where sensitivity to the natural environment or natural hazards indicates a reduced density.

4.R.3 Zoning of Immediate Urban Low Density Residential areas and conversion of Future Urban areas to Immediate Urban Low Density Residential shall include zones of 2,500; 5,000; 7,000; 8,500; 10,000; 15,000; 20,000, and 30,000 square feet (R-2.5 through R-30). The following factors guide the determination of the most appropriate zone:

4.R.3.1 Physical site conditions such as soils, slope, and drainage:

4.R.3.1.a Land with soils subject to slippage, compaction or high shrink-swell characteristics shall be zoned for larger lots.

4.R.3.1.b Land with slopes of:

• Less than 20 percent shall be considered for the R-2.5 through R-8.5 zoning districts.
• 20 percent and over shall be considered for the R-10 through R-30 zoning districts.

4.R.3.1.c Land with hydrological conditions such as flooding, high water table or poor drainage shall be zoned for larger lots.

4.R.3.2 Capacity of facilities such as streets, sewers, water, and storm drainage systems.

4.R.3.3 Availability of transit: Land within walking distance (approximately one-quarter mile) of a transit stop should be zoned for smaller lots implemented by the R-2.5, R-5, R-7, and R-8.5 zoning districts.

4.R.3.4 Proximity to jobs, shopping, and cultural activities: Areas in proximity to trip generators shall be considered for smaller lots implemented by the R-2.5, R-5, R-7, and R-8.5 zoning districts.

4.R.3.5 Location of 2,500- and 5,000-square-foot lots: Location of 2,500 and 5,000 square foot lots, implemented by the R-2.5 and R-5 zoning districts, may be allowed in Corridor design type areas and where permitted by Community and Design Plans located in Chapter 10.

4.R.3.6 Need for neighborhood livability and variety: Areas that have historically developed on large lots where little vacant land exists should remain zoned consistent with the existing development pattern. Otherwise, unless physical or service problems indicate to the contrary, areas of vacant land shall be zoned for lots of 8,500 square feet or smaller.

4.R.3.7 Density average: To achieve an average of 7,500 square feet or less per lot in low density Future Urban areas when conversion to Immediate Urban low density residential occurs, the R-10 zone shall be limited to areas with 20 percent slope and greater. Flexible-lot-size land divisions and other buffering techniques shall be encouraged in those areas immediately adjacent to developed subdivisions with lots of 20,000 square feet or more to protect neighborhood character, while taking full advantage of allowed densities.

4.R.4 Permit transfer of density within a development even if different zoning districts or land use plan designations are involved. Encourage the transfer of dwelling units from hazardous or environmentally sensitive areas to areas which are less hazardous or less expensive to develop.

4.R.5 Establish special development criteria and density standards in the following areas (see Policy 3.L.6 in the Natural Hazards section of Chapter 3, Natural Resources and Energy):

4.R.5.1 On slopes over 20 percent, the following development criteria shall be met:

4.R.5.1.a Avoid major hazard areas

4.R.5.1.b Maintain the stability of the slope

4.R.5.1.c Grade without large or successive pads or terraces and without creating road grades in excess of County standards

4.R.5.1.d Maintain vegetation and natural terrain features to sustain slope stability

4.R.5.1.e Ensure that existing natural rates of run-off and erosion are not exceeded

4.R.5.1.f Protect visually significant slopes, ravines, ridgelines, or rock outcroppings in their natural state

4.R.5.2 In flood hazard areas or wetlands, the following development criteria, as well as the specifications in Chapter 3, shall be met:

4.R.5.2.a Avoid major flood hazard areas

4.R.5.2.b Maintain water quality and the natural function of the area to reduce or absorb flood runoff and to stabilize water flow

4.R.5.2.c Protect wildlife habitats, significant vegetation, and trees

4.R.5.2.d Protect any associated recreational values

4.R.5.3 Density standards in these areas shall be as follows:

4.R.5.3.a Land in the flood fringe and land with slopes over 20 percent shall be allowed to develop at no more than 50 percent of the density of the zone. If these lands are not developed, then up to 100 percent of the density may be transferred to more suitable land within the site, depending upon its characteristics. Density should be reduced as slope increases above 20 percent, with development discouraged on slopes over 35 percent.

4.R.5.3.b Land in the floodway and land on landslides shall not be allowed to develop, except on a lot of record and only after having met the provisions stated in Policies 4.R.4.1 and 4.R.4.2, and other relevant Plan requirements. However, 100 percent of the density allowed in the zoning district may be transferred to more suitable land within the site.

4.R.6 Ensure adequate provisions for schools, churches, and recreational facilities which are integral parts of all residential neighborhoods. The siting of these facilities shall be subject to conditions ensuring adequate design and safety, particularly with regard to vehicular and pedestrian access.

4.R.7 Encourage retention of natural landscape features such as topographic variations, trees, and water areas, and allow variation in housing type and design.

4.R.8 Require a site analysis for each development in areas designated as Open Space or where the County has identified the potential for significant impacts. This requirement may be waived in the event all development is transferred to more suitable land outside of areas designated as Open Space.

4.R.9 Require roads in land divisions to be County roads and connected directly with an improved County road, state road, or city street. Half streets and private roads may be allowed where appropriate.

4.R.10 Develop all land divisions in urban areas with public sewer, public water, drainage controls, and pedestrian/bikeway facilities. Street lighting and street trees may be required. Implementing ordinances shall set standards in which street lighting and street trees will be encouraged or required.

4.R.11 Determine the net density in planned unit developments recognizing that up to 15 percent of the gross area is for roadways.

4.R.12 Encourage subdivision design to eliminate direct vehicular access from individual lots onto major or minor arterials. Frontage roads should be used wherever possible.

4.R.13 Require stub streets in land divisions where necessary to provide access to adjacent property.

4.R.14 Develop residential land divisions as planned unit developments whenever one or more of the following criteria apply:

4.R.14.1 Any part of the site is designated Open Space on Map 4-6, North Urban Area Land Use Plan Map

4.R.14.2 More than 20 percent of the dwelling units are to be condominiums

4.R.14.3 Sites are large enough to warrant on-site provision of substantial open and/or recreation space

4.R.14.4 A large area is specifically identified by the County as needing greater design flexibility, increased open space, or a wider variety of housing types

4.R.15 Require a minimum of 20 percent of the total land area in all planned unit developments to be devoted to open space or outdoor recreational areas. Development for any other uses shall not be allowed. Parkland dedications may be part of the 20-percent open space requirement.

4.R.16 Require provisions for adequate maintenance prior to final plat approval to ensure the designated park area will be a community asset.

4.R.17 Allow flexible-lot-size land divisions provided that the average lot size is consistent with the base zone, as adjusted by density bonuses.

4.R.17.1 The smallest lot size allowable shall be 80 percent of the minimum average lot size allowed by the base density.

4.R.17.2 In planned unit development land divisions, the individual lot size is unrestricted.

4.R.17.3 For a middle housing land division, the individual lots size is unrestricted and average lot size does not need to be consistent with the base zone.

4.S Medium Density Residential Policies

4.S.1 The following areas may be designated Medium Density Residential when at least the first two criteria are met:

4.S.1.1 Areas where a need for this type of housing exists.

4.S.1.2 Areas with access to a major or minor arterial or collector. Siting should not result in significant traffic increase on local streets serving low density residential areas.

4.S.1.3 Areas located near or adjacent to commercial areas, employment concentrations, or transit stops.

4.S.1.4 Areas of deteriorating dwellings or structures in neighborhoods to stimulate private investment, infilling, and redevelopment, as long as one or more of the preceding criteria apply.

4.S.2 Limit the Planned Medium Density (PMD) zoning district to areas currently zoned PMD.

4.S.3 In Medium Density Residential zoning districts, provide for reduced density on hazardous land or steep slopes as stipulated in Policy 4.R.4.3.

4.S.4 Encourage variations in density on different parts of a large site and promote a variety in housing type, ownership, and design.

4.S.5 Require in all Medium Density Residential developments a minimum of 25 percent of the total gross areas to be landscaped, natural, and/or recreational areas. This landscaping requirement may be reduced during the design review process when pedestrian amenities or amenities that provide opportunities for passive or active recreation within the development are substituted for gross land area.

4.S.6 Existing mobile home parks which are designated Medium Density Residential shall not have the designation changed unless a plan for relocation of the existing tenants is submitted and approved. This plan shall demonstrate that existing tenants will be relocated prior to redevelopment of the property.

4.T Medium High Density Residential Policies

4.T.1 The following areas may be designated Medium High Density Residential when the first two and at least one of the remaining criteria are met:

4.T.1.1 Areas where a need for this type of housing exists.

4.T.1.2 Areas with access to a street designated as a major or minor arterial or collector. Siting should not result in significant traffic increase on local streets serving low density residential areas.

4.T.1.3 Areas adjacent to or within walking distance of a significant educational, cultural, recreational, or open space facility or area.

4.T.1.4 Areas located adjacent or in proximity to a designated commercial or industrial area on the Comprehensive Map.

4.T.1.5 Areas within 800 feet of a transit line or transit station or within one-quarter mile of such transit facility if easily accessible due to pedestrian amenities such as sidewalks, pedestrian ways, and streetlights.

4.T.2 In Medium High Density Residential zoning districts, provide for reduced density on hazardous land or steep slopes as stipulated in Policy 4.R.4.3.

4.T.3 Encourage variations in density on different parts of a large site and promote a variety in housing type, ownership, and design.

4.T.4 Require in all Medium High Density Residential developments a minimum of 25 percent of the total gross area to be landscaped, natural, and/or recreational areas.

4.U High Density Residential Policies

4.U.1 The following areas may be designated High Density Residential when at least the first three criteria are met:

4.U.1.1 Areas located either adjacent to or within proximity to major shopping centers, employment concentrations, and/or major transit centers.

4.U.1.2 Areas with access to a street designated as a major or minor arterial or collector. Siting should not result in significant traffic increase on local streets serving low density residential areas.

4.U.1.3 Areas free from known geologic hazards, flooding, or soils subject to slippage.

4.U.1.4 Areas adjacent to permanently protected open space or bodies of water as long as the above criteria apply.

4.U.2 In High Density Residential zoning districts, provide for reduced density on hazardous land or steep slopes as stipulated in Policy 4.R.4.3.

4.U.3 Encourage variations in density on different parts of a site and promote a variety of housing type, ownership, and design.

4.U.4 If the minimum residential density standard is achieved, allow office, retail, and commercial service uses with limits on floor area and standards to ensure compatibility with residential uses permitted in High Density Residential areas.

4.U.5 Allow existing commercial uses to remain or improve in High Density Residential areas as long as such uses are integrated with surrounding development.

4.U.6 Require all High Density Residential developments to provide a minimum of 25 percent of the total gross area to be landscaped, natural, and/or recreational areas. This landscaping requirement may be reduced during the design review process when pedestrian amenities or amenities that provide opportunities for passive or active recreation within the development are substituted for gross land area.

4.U.7 Encourage understructure parking.

4.V Special High Density Residential Policies

4.V.1 The following areas may be designated Special High Density Residential when all of the criteria are met:

4.V.1.1 Areas located either adjacent or close to employment concentrations in excess of 2,000 employees.

4.V.1.2 Areas within walking distance (approximately one-quarter mile) of a major transit station, and with good access to a major or minor arterial.

4.V.1.3 Areas where impact on adjacent neighborhoods will be minimal.

4.V.1.4 Areas free from known geologic hazards, flooding, or soils subject to slippage.

4.V.2 Encourage variations of density on different parts of a site through high-rise construction.

4.V.3 If the minimum residential density standard is achieved, allow office, retail, and commercial service uses with limits on floor area and standards to ensure compatibility with residential uses permitted in Special High Density Residential areas.

4.V.4 Allow existing commercial uses to remain or improve in Special High Density Residential areas as long as such uses are integrated with surrounding development.

4.V.5 Require all Special High Density Residential developments to provide a minimum of 40 percent of the total gross area to be landscaped, natural, and/or recreation areas. This landscaping requirement may be reduced during the design review process when pedestrian amenities or amenities that provide opportunities for active or passive recreation are substituted for gross land area.

4.V.6 Understructure or underground parking may be required.

Commercial

This section of Chapter 4 addresses the location of commercial land and the physical development of commercial zoning districts. Chapter 8, Economics, establishes policies for other aspects of commerce, such as commercial growth, economic diversity, and employment.

The Neighborhood Commercial zoning district is intended to allow for uses that provide goods and services to residential neighborhoods in locations easily accessible to these neighborhoods with minimal negative impacts. Neighborhood Commercial uses are compatible with residential areas and may be located in residential areas.

Community Commercial areas are designated for local shopping and services, including large grocery stores and other frequently patronized community services. Sale of a limited range of goods and services is allowed. Trade areas may encompass several neighborhoods. Uses are generally compatible with adjacent neighborhoods. Professional offices are allowed in this land use category.

Office Commercial areas are designated for a mix of offices; clean, light manufacturing; multifamily residential uses; and other compatible uses. Commercial service and retail uses are allowed on a limited basis.

Office Apartment areas are intended to provide for: a mix of office uses and compatible uses, such as residential uses; a high standard of architectural design and landscaping; and pedestrian improvements and pedestrian-oriented site and building design to support non-auto trips. Office Apartment areas are designated as mixed-use areas with an emphasis on office and multifamily residential uses. Compatible land uses may be allowed on a limited basis. This land use category includes uses generally compatible with development within designated Corridors.

General Commercial areas are designated for sale of a wide range of goods and services. Trade areas for establishments within this district may be extensive. This category includes uses which may be incompatible with residential areas. Outdoor storage and display are permitted. Manufacturing (excluding primary processing of raw materials, but not excluding manufacturing of edible or drinkable products retailed on the same site), professional offices, and multifamily residential uses are allowed in this land use category.

Retail Commercial areas are also designated for sale of a wide range of goods and services. Trade areas for establishments within this district may be very extensive. This category provides for intensive retail development, with limits on some land extensive uses, and also limits on outdoor storage. Professional offices and multifamily residential uses are allowed in this land use category.

Commercial Goals

• Provide opportunities for a wide range of commercial activity ranging from convenience establishments close to neighborhoods to major regional shopping centers.
• Ensure that access, siting, and design of commercial developments are suitable for the type of commercial activity.
• Provide for the efficient utilization of commercial areas while protecting adjacent properties and surrounding neighborhoods.
• Ensure that the minimum operational requirements of development are provided on-site.
• Encourage attractive, compact shopping areas offering a wide range of goods and services.
• Ensure that traffic attracted to commercial development will not adversely affect neighborhoods.
• Limit expansion of commercial strips and encourage better design of existing strips to make them more functional and attractive.
• Allow mixed use.

4.W Neighborhood Commercial and All Urban Commercial Plan Designation Policies

4.W.1 Determine permitted uses through zoning. Zoning of Commercial areas shall be consistent with this Plan. Timing of zoning district application shall be in accord with the orderly development of the County.

4.W.2 Require all developments to be subject to a design review process.

4.W.3 Implement dimensional and development standards to address compatibility, function, and aesthetics.

4.W.4 Allow the development of affordable housing pursuant to ORS 197A.445.

4.W.5 Require utility service lines to be underground unless prohibited by the utility service provider.

4.X Neighborhood Commercial Policies

4.X.1 Implement a Neighborhood Commercial zoning district, which may be applied to sites with a land use plan designation of Low Density Residential, Medium Density Residential, Medium High Density Residential, or High Density Residential. The Neighborhood Commercial zoning district may be applied to sites within residential areas which either have an historical commitment to neighborhood commercial uses, or satisfy all the following criteria:

4.X.1.1 The conditional use criteria of the Zoning and Development Ordinance.

4.X.1.2 The new site, or expanded site, is necessary to provide convenience commercial uses which are not currently available within the service area. "Service area", for purposes of this policy, shall be either:

4.X.1.2.a The readily accessible area within 2,000 feet of the proposed site; or

4.X.1.2.b A defined area with a minimum of 500 existing or potential dwelling units which are closer to the proposed site, and have as good or better access to the proposed site, than to existing commercial sites considering distance and topographical barriers. Potential dwelling units shall be determined on the basis of existing zoning.

4.X.1.3 Each Neighborhood Commercial site should be a maximum of one acre in size. To allow clustering of convenience uses, additional area may be added up to a maximum total area of two acres.

4.X.1.4 Sites shall have direct access to a street of at least a collector classification and preferably an arterial.

4.X.1.5 Sites should not include more than one quadrant of an intersection. If more than one quadrant is approved, it shall be shown that undue traffic congestion will not result.

4.X.2 Cluster buildings in Neighborhood Commercial areas to prevent strip development and require buildings to be compatible in design and scale with the surrounding neighborhood.

4.X.3 Require that improvements to streets be made when necessary prior to or concurrent with development. Bicycle/pedestrian facilities shall be provided.

4.Y Community Commercial Policies

4.Y.1 The following areas may be designated Community Commercial when the first criterion is met or all of the other criteria are met:

4.Y.1.1 Areas having an historical commitment to commercial uses.

4.Y.1.2 Areas which are separated from similar commercial uses by a least one-half mile. Each Community Commercial area should not exceed 10 acres.

4.Y.1.3 Areas having direct access to a street of at least a minor arterial classification. Siting should not result in significant traffic increase on local streets serving residential areas.

4.Y.1.4 Areas which do not increase an existing commercial strip.

4.Y.2 Require improvements to streets and/or transit access when necessary prior to or concurrent with development.

4.Y.3 Require sidewalks and bicycle facilities.

4.Y.4 Limit and define access to facilitate efficient and safe traffic movements. Joint access and provisions for vehicular and pedestrian movement between developments shall be required when necessary.

4.Y.5 Require curbs, drainage controls, and street lighting.

4.Z Office Commercial Policies

4.Z.1 The following areas may be designated Office Commercial:

4.Z.1.1 Properties or areas currently developed with office commercial uses or committed to such uses, or which are adjacent to properties developed or committed to such uses, and are required in order to protect such uses from incompatible development.

4.Z.1.2 Properties offering high visibility from a major highway or arterial which will not draw traffic through single-family neighborhoods.

4.Z.1.3 Properties or areas which provide a buffer between residential and commercial or industrial properties.

4.Z.2 Allow, as primary uses, institutional and cultural facilities, high-density housing, and bed and breakfast establishments.

4.Z.3 Allow service commercial uses with limits on the percent of floor area to be occupied.

4.Z.4 Require improvements to streets and/or pedestrian and transit access when necessary prior to or concurrent with development.

4.Z.5 Limit and define access to facilitate efficient and safe traffic movements. Joint access provisions for vehicular and pedestrian movement between developments shall be required when uses are complementary or compatible.

4.Z.6 Provide for high-quality building and site design through the application of strict development standards.

4.Z.7 Protect and promote Office Commercial areas for developments which project a positive image.

4.Z.8 Require sidewalks, drainage controls, and street lighting.

4.AA Office Apartment Policies

4.AA.1 Areas may be designated Office Apartment when they meet Policy 4.AA.1.1 or 4.AA.1.2:

4.AA.1.1 The area to be considered by the land use application is located in a Corridor design type area as defined in the Urban Growth Concept section of this Chapter.

4.AA.1.2 The area to be considered by the land use application is located on a Corridor street and the majority of the area is within 150 feet of the Corridor street right-of-way, and meets the following criteria:

4.AA.1.2.a Access to the site will meet transportation safety standards and not cause an unacceptable level of service on the Corridor street; and

4.AA.1.2.b The site can be developed consistent with access management plans that have been prepared for the Corridor street, e.g., Map 10-SC-5, and consistent with access management requirements implemented by the Zoning and Development Ordinance and the County Roadway Standards.

4.AA.2 Allow multifamily, quadplex, triplex, duplex, or townhouse uses in mixed-use buildings as part of developments that include office uses. Allow stand-alone housing only if developed as affordable housing pursuant to ORS 197A.445.

4.AA.3 Allow congregate housing facilities and nursing homes as limited uses.

4.AA.4 Allow compatible land uses as limited uses with limits on the amount of floor space used by the limited use.

4.AA.5 For each Office Apartment site area, a master plan for the entire contiguous site area designated Office Apartment shall be submitted for approval with any land use application. The master plan shall include a plan for consolidation of vehicular accesses for the entire site area. Master plan approval for Office Apartment site areas shall be required prior to allowing development or land divisions.

4.AA.6 Development shall comply with the following design requirements:

4.AA.6.1 Developments shall be designed at a pedestrian scale, with pedestrian amenities provided and pedestrian-oriented design used to support non-auto trips to the facility.

4.AA.6.2 Developments shall be designed in a series of low-rise buildings.

4.AA.6.3 Buildings shall be oriented towards streets.

4.AA.6.4 Development shall be integrated with the neighborhood using secondary accesses or, at minimum, pedestrian-only access to adjacent residential areas.

4.AA.6.5 Strict development standards shall be applied to provide for high-quality building and site design.

4.AA.6.6 Sidewalks, drainage controls, and street lighting shall be required.

4.AA.6.7 Improvements to streets and/or pedestrian and transit access shall be required when necessary, prior to, or concurrent with development.

4.AA.6.8 Access shall be limited and defined to facilitate efficient and safe traffic movements. Joint access provisions for vehicular and pedestrian movement between developments shall be required when uses are complementary or compatible.

4.BB General Commercial Policies

4.BB.1 The following areas may be designated General Commercial when either the first criterion is met or all of the other criteria are met:

4.BB.1.1 Areas having an historical commitment to commercial uses.

4.BB.1.2 Areas necessary to serve the shopping needs of County residents.

4.BB.1.3 Areas having access to a street of at least a major arterial classification or to a high capacity transit corridor. Siting should not result in significant traffic increase on local streets serving residential areas.

4.BB.1.4 Areas which do not increase an existing commercial strip or create new strips.

4.BB.1.5 Areas where adverse effects, such as traffic and noise, will have a minimal effect on adjacent neighborhoods or can be minimized through on-site improvements.

4.BB.1.6 Areas near employment centers.

4.BB.2 Require improvements to streets and/or transit access when necessary prior to or concurrent with development.

4.BB.3 Require sidewalks and bicycle facilities.

4.BB.4 Limit and define access to facilitate efficient and safe traffic movements. Joint access and provisions for vehicular and pedestrian movement between developments shall be required when necessary.

4.BB.5 Require curbs, drainage controls, underground utilities, and street lighting.

4.BB.6 Allow manufacturing (excluding primary processing of raw materials) and high-density housing within General Commercial areas.

4.CC Retail Commercial Policies

4.CC.1 Provide for retail commercial areas incorporating high standards and an attractive image, to meet regional shopping needs for a wide range of goods and services accessible by transit and automobile in areas such as the Clackamas Town Center.

4.CC.2 Provide for development oriented toward mass transit and pedestrian amenities.

4.CC.3 The following areas may be designated Retail Commercial when either the first criterion is met or all of the other criteria are met:

4.CC.3.1 Areas having an historical commitment to commercial uses.

4.CC.3.2 Areas necessary to serve the shopping needs of County residents.

4.CC.3.3 Areas having access to a street of at least a major arterial classification or to a high capacity transit corridor. Siting should not result in significant traffic increase on local streets serving residential areas.

4.CC.3.4 Areas which do not increase an existing commercial strip or create new strips.

4.CC.3.5 Areas where adverse effects, such as traffic and noise, will have a minimal effect on adjacent neighborhoods or can be minimized through on-site improvements.

4.CC.3.6 Areas near employment centers.

4.CC.4 Require improvements to streets and/or transit access when necessary prior to or concurrent with development.

4.CC.5 Require sidewalks and bicycle facilities.

4.CC.6 Limit and define access to facilitate efficient and safe traffic movements. Joint access and provisions for vehicular and pedestrian movement between developments shall be required when necessary.

4.CC.7 Require curbs, drainage controls, and street lighting.

4.CC.8 Allow high-density housing within Retail Commercial areas.

Industrial

This section of the Land Use Chapter addresses the location of industrial land and the physical development of industrial districts. Other aspects of industry such as industrial growth, diversity and employment are addressed in Chapter 8, Economics.

Business Park, Light Industrial and General Industrial areas are designated to accommodate manufacturing, processing, storage, wholesale distribution, and research facilities, as well as other compatible uses. Primary uses in Business Park areas generate no outdoor processing, storage, or display. Primary uses in Light Industrial areas generate minimal outdoor storage and no outdoor processing or display. General Industrial areas are intended to allow outdoor processing, storage, and display, with design and operational criteria to mitigate impacts on adjacent uses. In all industrial areas, development standards, including site planning, building type, truck and traffic circulation, landscaping, buffering, and screening shall be satisfied to ensure compatibility with, and an attractive appearance from, adjacent land uses.

Industrial Goals

• Provide areas for general industry that meet the locational requirements of prospective industries and protect designated industrial areas from encroachment of incompatible uses.
• Protect Industrial areas from the transportation impacts of residential and commercial development.
• Protect areas adjacent to industrial areas from potential blighting effects of noise, dust, odor or high truck traffic volumes.
• Conserve the supply of industrial land.

4.DD Business Park Policies

4.DD.1 Areas may be designated Business Park when all of the following criteria are met:

4.DD.1.1 Areas with good access to an existing or planned four-lane major arterial, expressway, or better road.

4.DD.1.2 Areas adjacent to a street of at least a collector status.

4.DD.1.3 Areas with significant natural or man-made amenities, as long as other criteria apply.

4.DD.2 The Business Park zoning district implements this designation.

4.DD.3 Require landscaping and strictly limit outdoor processing, outdoor storage and outdoor display, to enhance the appearance on site and from off site.

4.DD.4 Require all Business Park uses to be subject to development standards intended to maintain high aesthetics in the area.

4.DD.5 Require curbs, sidewalks, drainage controls, underground utility service lines, and street lighting.

4.EE Light Industrial Policies

4.EE.1 The following areas may be designated Light Industrial when either the first or all of the other criteria are met:

4.EE.1.1 Areas having an historical commitment to industrial uses.

4.EE.1.2 Areas with excellent access to the regional transportation network.

4.EE.1.3 Areas with access to a street of at least a minor arterial classification.

4.EE.1.4 Areas with sites large enough for several industries to cooperatively design an industrial park.

4.EE.2 The Light Industrial zoning district implements this designation.

4.EE.3 Determine permitted uses through zoning. Zoning of Light Industrial areas shall be consistent with this Plan and the stated purpose of compatible zoning districts. Timing of zoning district application shall be in accord with the orderly development of the County.

4.EE.4 Limit land uses other than industrial or industrially related uses but balance these limits with the need to provide locations for certain governmental, recreational or social service uses that may prove challenging to locate elsewhere.

4.EE.5 Clearly identify entrances and exits to facilitate efficient traffic movement. The internal circulation system should have broad lanes and turnarounds large enough to accommodate truck traffic. Access streets should include curbs and gutters.

4.EE.6 Require landscaping and limit outdoor processing, outdoor storage and outdoor display to enhance the appearance on site and from off site.

4.EE.7 Provide for pedestrian and bicycle access to adjacent transit corridors and, where applicable, to nearby residential areas. Require sidewalks when appropriate.

4.EE.8 Require storm drainage control measures as an integral part of all industrial area development to compensate for large roofs and paved parking areas within industrial areas.

4.EE.9 Require underground utility service lines and street lighting.

4.EE.10 Require all Light Industrial developments to be subject to the design review process.

4.EE.11 Encourage coordinated utility and traffic improvements in industrial land divisions.

4.FF General Industrial Policies

4.FF.1 The following areas may be designated General Industrial when either the first or all of the following criteria are met:

4.FF.1.1 Areas having an historical commitment to industrial uses.

4.FF.1.2 Areas with availability of rail service, access to navigable water, known mineral deposits or freeway access.

4.FF.1.3 Areas where buffering land uses or physical features provide protection for lower intensity land uses, particularly Low Density Residential areas.

4.FF.1.4 Areas having access to a street of at least a major arterial classification. Sites within the broader district may be accessed by roads of a lower classification. Designation shall not result in significant traffic increase on streets of less than a collector status serving residential areas.

4.FF.1.5 Areas with sites large enough to accommodate expansion of individual establishments or serve several establishments within one district.

4.FF.2 The General Industrial zoning district implements this designation.

4.FF.3 Determine permitted uses through zoning. Zoning of General Industrial areas shall be consistent with this Plan and the stated purpose of compatible zoning districts. Timing of zoning district application shall be in accord with the orderly development of the County.

4.FF.4 Limit land uses other than industrial or industrially related uses.

4.FF.5 Clearly identify entrances and exits to facilitate efficient traffic movement. The internal circulation system should have broad lanes and turnarounds large enough to accommodate truck traffic. Access streets should include curbs and gutters.

4.FF.6 Require landscaping to enhance the appearance on site and from off site.

4.FF.7 Provide for pedestrian and bicycle access to adjacent transit corridors and, where applicable, to nearby residential areas.

4.FF.8 Require storm drainage control measures to be an integral part of the site design and improvements if site development includes large roof and paved parking areas.

4.FF.9 Require sidewalks, when appropriate.

4.FF.10 Require curbs, underground utility service lines and street lighting.

4.FF.11 Require all General Industrial developments to be subject to the design review process.

Open Space and Floorplans

The protection of open space resources is an important objective, but the designation of an area as Open Space does not mean development is prohibited. Development can occur within the framework of preservation of essential open space elements, and the functioning of natural systems. Open space preservation also need not mean public ownership or public access. Many alternatives and methods of open space protection are available. An open space network must be established through early acquisition, where appropriate, or the imposition of clear, consistent controls on land containing significant natural resources or hazards.

Open space often coincides with areas subject to natural hazards, including the undeveloped 100-year floodplain. Floodplains consist of areas which are periodically inundated from stream flows, causing damage to property and threatening the lives of residents. The 100-year floodplain has an average flood frequency of at least once every 100 years, or a one-percent probability of flooding in any particular year. A distinct set of policies has been formulated to deal with the special problems associated with flood hazard areas.

Open Space and Floorplans Goals

• Protect the significant natural features and systems of the County for the enjoyment of all residents and visitors.
• Protect a network of open space to balance development within the urban area and provide needed contrast in the urban landscape.
• Provide opportunities for needed recreation facilities.
• Protect the lives and property of County residents from natural hazards.

4.GG Open Space Policies

4.GG.1 Designate as Open Space areas of land or water substantially free of buildings or other significant structures which also are one of the following:

4.GG.1.1 Natural resource areas with recognized unique or significant value, primarily those associated with stream/river corridors and hillsides.

4.GG.1.2 Areas with some constraint or degree of hazard for development, such as landslides, steep slope, or flooding.

4.GG.1.3 Existing parks and other committed open areas, such as golf courses, playgrounds, and cemeteries.

4.GG.2 Establish three categories of Open Space within the northwest urban area: Resource Protection, Major Hazards, and Public and Community Use.

4.GG.2.1 The purpose of Resource Protection Open Space is to protect natural resources and the open character of designated areas while allowing development according to the Plan. Resource Protection Open Space is land in one the following categories:

4.GG.2.1.a The flood fringe of 100-year floodplains

4.GG.2.1.b Areas within 100 feet of mean low water on all major rivers and 50 feet of any other permanent stream

4.GG.2.1.c Land within the Willamette River Greenway

4.GG.2.1.d Wetland areas

4.GG.2.1.e Distinctive urban forests

4.GG.2.1.f Hillsides of more than 20 percent slope

4.GG.2.1.g Areas of high visual sensitivity

4.GG.2.1.h Other distinctive or unique natural areas (see Natural Resources Chapter)

4.GG.2.1.i Undeveloped public land with potential for recreation.

4.GG.2.2 The purpose of Major Hazards Open Space is to protect the public from natural hazards. Major Hazards Open Space is land in any of the following categories:

4.GG.2.2.a The floodway of 100-year floodplains

4.GG.2.2.b Areas of known landslide hazard

4.GG.2.2.c Areas of severe erosion, unstable soil, or earth movement

4.GG.2.3 The purpose of Public and Community Use Open Space is to preserve community open space and its associated benefits, such as recreation. Public and Community Use Open Space is land in any of the following categories:

4.GG.2.3.a Parks and other recreation facilities

4.GG.2.3.b Cemeteries

4.GG.2.3.c Other publicly or commonly owned lands which function as open space

4.GG.3 Require that all residential developments over one acre in size and having 10 percent or more of designated Open Space, be Planned Unit Developments or flexible lot land divisions.

4.GG.3.1. Protect open space features by clustering development away from the more sensitive areas within a site, assembling adjacent parcels into a larger development, transferring density within the development, and reviewing design, landscaping, color and materials for compatibility with the site and natural features.

4.GG.3.2. Development on land which includes wetlands shall be designed to (1) maintain water quality and the natural function of wetlands, (2) reduce and absorb flood runoff and stabilize water flow, and (2) protect wildlife habitats.

4.GG.3.3. Apply to Major Hazard Open Space areas a Low Density Residential zone consistent with the area for the purpose of computing density transfer.

4.GG.4 Require that industrial and commercial development not disturb land designated as Open Space, unless unavoidable for the reasonable development of the site. Develop criteria for land coverage and development intensity to guide site planning and reduce impacts on open space features. Dedication of land for purposes of developing the urban parks and trail program shall be required as appropriate.

4.GG.5 Prepare, in a timely manner, a site analysis for any development in the northwest urban area affecting land designated as Open Space. In addition, the County may prepare an analysis for development in an area of high visual sensitivity for any development having significant impact upon the County.

4.GG.5.1 The County's analysis will supplement the applicant's environmental assessment and include the following:

4.GG.5.1.a An evaluation of the proposed development's impact on the relevant natural systems or features of the open space network.

4.GG.5.1.b Identification of applicable provisions or criteria of this Plan.

4.GG.5.1.c Alternatives to the proposal which might better achieve the optimum siting or design layout and protect the site's open space values.

4.GG.5.1.d An evaluation of the potential for public acquisition or dedication as part of the urban park or trail system.

4.GG.6 Prohibit development of areas designated Major Hazard Open Space except as provided in Policy 3.L.2.1 of the Natural Resources and Energy chapter, Natural Hazards Section, and Policy 4.R.4.3.b.

4.GG.7 Implement Public and Community Use Open Space through an Open Space zone. Public recreation or other compatible private or public uses and structures should be allowed, including golf pro shops, school play equipment, or park restrooms.

4.GG.8 Permit public acquisition of land intended for Public and Community Use Open Space purposes in all land use categories and amend the Land Use Plan Map accordingly.

4.GG.9 Use the best available data to make decisions on the extent to which a site may be developed in areas designated Open Space.

4.GG.10 Conversion of land designated Public and Community Use open space may occur when an alternate use proposal is accompanied by suitable retention or replacement of open space, developed recreation or other suitable compensating actions.

4.HH Floodplains Policies

4.HH.1. Designate as Floodplains the areas within 100-year floodplains. Refine Floodplain designations upon completion of detailed floodplain information including floodway and flood fringe.

4.HH.2. Encourage floodplains to be retained as open space in order to protect their ability to convey and store water. The use of Floodplains shall conform to the requirements of the Floodplain Management Zoning District.

4.HH.2.1. Restrict development and/or fill in the flood fringe to insure that danger to life and property will not result. The natural flow of water shall not be restricted, nor shall development which would significantly increase flood elevations be permitted.

4.HH.2.2. Prohibit development and/or fill in the floodway due to risk to life and property, flow diversion and increased flood elevations. Possible exceptions to this policy are commercial or industrial activities of a water-dependent nature approved by the U.S. Army Corps of Engineers and/or Division of State Lands.

4.HH.2.3. Allow riprap or other streambank protection measures only when they comply with river management policies in the Natural Resources and Energy chapter.

4.HH.2.4. Prohibit storage of toxic or hazardous materials in the floodplain. Materials used for construction which may be inundated shall be of such strength and quality that they will not deteriorate, and shall be able to withstand water pressure or the high velocity of flowing water.

4.HH.2.5. Require structures in the floodplain to be secured to prevent flotation. Septic tank lids shall be sealed to prevent loss of contents during flooding.

4.HH.2.6. Require the lowest floor of buildings designed for human occupancy to be at least one foot above the 100-year flood elevation.

Unincorporated Communities

Unincorporated Communities, as defined in Chapter 660, Division 22 of the Oregon Administrative Rules, are settlements located outside urban growth boundaries in which concentrated residential development is combined with limited commercial, industrial, or public uses. Unincorporated Communities may have limited public facilities and services.

There are four types of Unincorporated Communities:

Rural Community: an Unincorporated Community consisting primarily of residential uses but also including a minimum of two commercial, industrial, or public land uses. Redland, Beavercreek, Colton, Boring, Wildwood/Timberline, and Zigzag Village are Rural Communities.

Rural Service Center: an Unincorporated Community consisting primarily of commercial and industrial uses providing goods and services to the surrounding rural area or persons traveling through. Mulino and Rhododendron are Rural Service Centers.

Resort Community: an Unincorporated Community that was established primarily for, and continues to be used primarily for, recreation or resort purposes. A Resort Community includes residential and commercial uses as well as overnight lodging. Wemme/Welches is a Resort Community.

Urban Unincorporated Community: an Unincorporated Community that includes at least 150 permanent dwelling units and a mixture of other land uses, including three or more commercial, industrial, or public land uses. An Urban Unincorporated Community includes areas served by community water and sewer. Government Camp is an Urban Unincorporated Community.

Unincorporated Communities Goals

• Provide for commercial and industrial development necessary to serve surrounding Agriculture, Forest, and Rural areas.
• Provide residential areas supportive of the commercial and industrial uses.
• Recognize and protect communities and their historic character.
• Provide a balance of residential, commercial, and industrial uses conducive to a healthy economy for the community.
• Provide employment opportunities for residents of the Unincorporated Community and surrounding non-urban areas.

4.II General Unincorporated Community Policies

4.II.1 The following areas may be designated Unincorporated Communities:

4.II.1.1 Land which has been acknowledged as a Statewide Planning Goal 3 or 4 exception area and historically considered to be part of the community provided the land only includes existing, contiguous concentrations of:

4.II.1.1.a commercial, industrial, or public uses; and/or

4.II.1.1.b dwelling units and associated residential lots at a greater density than exception lands outside Unincorporated Communities;

4.II.1.2 Lands planned and zoned for farm or forest use provided such land:

4.II.1.2.a is contiguous to Statewide Planning Goal 3 or 4 exception lands included in the community boundary;

4.II.1.2.b was occupied as of October 28, 1994 by one or more of the following uses: church, cemetery, school, park, playground, community center, fire station, museum, golf course, or utility facility;

4.II.1.2.c includes only that portion of the lot or parcel that is occupied by the use(s) above; and

4.II.1.2.d remains planned and zoned for farm or forest use.

4.II.2 Prohibit the expansion of Unincorporated Communities into areas of natural hazards.

4.II.3 Guide management of land use patterns in Unincorporated Communities by policies in this Plan and by those in community plans which are prepared as part of the County's continuing planning program as described in Chapter 11, The Planning Process.

4.II.4 Require development to be contingent upon the ability to provide public services (e.g., school, water, fire, telephone).

4.II.5 Develop roads in a manner and to a level compatible with Unincorporated Communities.

4.II.6 Residential uses should be allocated in a manner and to a level that supports the commercial and industrial uses and provides housing opportunities to meet needs while maintaining compatibility with adjacent land use designations.

4.II.7 Limit industrial uses to:

4.II.7.1. Uses authorized under Statewide Planning Goals 3 and 4;

4.II.7.2. Expansion of a use existing on December 5, 1994;

4.II.7.3. Small-scale, low- impact industrial uses, as defined in Oregon Administrative Rules (OAR) 660-022-0030(11);

4.II.7.4. Uses that require proximity to a rural resource, as defined in OAR 660-004-0022(3)(a);

4.II.7.5. New uses that will not exceed the capacity of water and sewer service available to the site on December 5, 1994, or, if such services are not available to the site, the capacity of the site itself to provide water and absorb sewage;

4.II.7.6. New uses more intensive than those allowed under Policies 4.JJ.7.1 through 7.JJ.7.5, provided an analysis set forth in this Plan demonstrates, and land use regulations ensure:

4.II.7.6.a 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;

4.II.7.6.b That such uses would not rely upon a work force employed by uses within urban growth boundaries; and

4.II.7.6.c 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; and

4.II.7.7. Industrial uses, including accessory uses subordinate to industrial development, sited on an abandoned or diminished industrial mill site, as defined in the Clackamas County Zoning and Development Ordinance, provided the uses will be located only on the portion of the mill site that is zoned for industrial uses.

4.II.8 Limit commercial uses to:

4.II.8.1. Uses authorized under Statewide Planning Goals 3 and 4;

4.II.8.2. Small-scale, low-impact uses as defined in OAR 660-022-0030(10); and

4.II.8.3. Uses intended to serve the community and surrounding rural area or the travel needs of people passing through the area.

4.II.9 Encourage commercial and industrial uses to locate in Unincorporated Communities to provide employment opportunities to residents of the communities and the surrounding non-urban area.

4.II.10 Require design review for commercial and industrial development.

4.II.11 Public facilities in Unincorporated Communities should be expanded or developed only when consistent with maintaining the rural character of the community.

4.II.12 Increased water service to an area shall not be used in and of itself to justify reduced lot sizes.

4.II.13 Sewage systems shall be contained within Unincorporated Community boundaries, and shall not be allowed to expand to land outside of such boundaries, except as provided by the Oregon Revised Statutes for abandoned or diminished mill sites or otherwise consistent with Policy 7.A.9.

4.JJ Unincorporated Community Residential Policies

4.JJ.1 Apply a plan designation of Unincorporated Community Residential to residential areas in Unincorporated Communities, except as modified by Chapter 10.

4.JJ.2 Implement the Unincorporated Community Residential plan designation through application of the Rural Area Residential 1-Acre (RA-1) zoning district.

4.JJ.3 Implement dimensional and development standards to address compatibility, function, and aesthetics.

4.JJ.4 Allow the following housing types:

4.JJ.4.1. Accessory dwelling units

4.JJ.4.2. Detached single-family dwellings

4.JJ.4.3. Duplexes

4.JJ.4.4. Manufactured dwellings

4.JJ.4.5. Prefabricated structures

4.JJ.4.6. Recreational vehicles

4.JJ.5 Require utility service lines to be underground unless prohibited by the utility service provider.

Rural Commercial

Rural Commercial lands are those that are outside urban growth boundaries and that are suitable based on specific factors for commercial development on a rural scale.

Rural Commercial Goals

• To provide for the continuation of commercial uses in non-urban areas having an historical commitment to such uses.
• To implement the goals and policies of this Plan for commercial development in Unincorporated Communities.

4.KK Rural Commercial Policies

4.KK.1 The Rural Commercial plan designation may be applied in non-urban areas to provide for commercial uses that are necessary for, and on a scale commensurate with, rural development.

4.KK.2 The Rural Commercial (RC) zoning district implements the Rural Commercial plan designation.

4.KK.3 Areas may be designated Rural Commercial when either the first or both of the other criteria are met:

4.KK.3.1 Areas shall have an historical commitment to commercial uses; or

4.KK.3.2 Areas shall be located within an Unincorporated Community; and

4.KK.3.3 The site shall have direct access to a road of at least a collector classification.

4.KK.4 Implement dimensional and development standards to address compatibility, function, and aesthetics.

4.KK.5 Require utility service lines to be underground unless prohibited by the utility service provider.

Rural Industrial

Rural Industrial Goals

• To provide for the continuation of industrial uses in non-urban areas having an historical commitment to such uses.
• To provide for the industrial redevelopment of abandoned or diminished mill sites.
• To implement the goals and policies of this Plan for industrial development in Unincorporated Communities.

4.LL Rural Industrial Policies

4.LL.1 The Rural Industrial plan designation may be applied in non-urban areas to provide for industrial uses that are not labor-intensive and are consistent with rural character, rural development, and rural facilities and services.

4.LL.2 The Rural Industrial (RI) zoning district implements the Rural Industrial plan designation.

4.LL.3 Areas may be designated Rural Industrial when the first, the second, or both of the other criteria are met:

4.LL.3.1 Areas shall have an historical commitment to industrial uses; or

4.LL.3.2 The site shall be an abandoned or diminished mill site, as defined in the Zoning and Development Ordinance, provided that only the portion of the site that was improved for the processing or manufacturing of wood products may be designated Rural Industrial; or

4.LL.3.3 Areas shall be located within an Unincorporated Community; and

4.LL.3.4 The site shall have direct access to a road of at least an arterial classification.

4.LL.4 Require utility service lines to be underground unless prohibited by the utility service provider.

Rural

Rural lands are exception lands, as defined in Oregon Administrative Rules 660-004-0005(1), that are outside urban growth boundaries and Unincorporated Communities and are suitable for sparse settlement, such as small farms, woodlots, or acreage home sites. They lack public facilities or have limited facilities and are not suitable, necessary, or intended for urban, agricultural, or forest use.

Rural Goals

• To provide a buffer between urban and agricultural or forest uses.
• To perpetuate the rural atmosphere while maintaining and improving the quality of air, water, and land resources.
• To conserve open space and protect wildlife habitat.

4.MM Rural Policies

4.MM.1 Areas may be designated Rural if they are presently developed, built upon, or otherwise committed to sparse settlement or small farms with limited, if any, public services available.

4.MM.2 Designation of additional Rural lands shall be based on findings that shall include, but not be limited to:

4.MM.2.1 Reasons why additional Rural land is needed or should be provided;

4.MM.2.2 An evaluation of alternative areas in the County that should be designated Rural and a statement of why the chosen alternative is more suitable;

4.MM.2.3 An evaluation of the long-term environmental, economic, social, and energy consequences to the locality, region, or state of designating the area Rural; and

4.MM.2.4 Reasons why designating the area Rural will be compatible with other adjacent uses;

4.MM.3 Areas impacted by major transportation corridors, adjacent to urban growth boundaries or areas designated Rural, and for which public services are committed or planned shall be given priority in designating additional Rural areas.

4.MM.4 Residential lot sizes shall be based upon:

4.MM.4.1 Parcelization;

4.MM.4.2 Level of existing development;

4.MM.4.3 Topography;

4.MM.4.4 Soil conditions;

4.MM.4.5 Compatibility with the types and levels of available public facilities;

4.MM.4.6 Proximity to Unincorporated Communities or an incorporated city; and

4.MM.4.7 Capacity and level of service of the road network

4.MM.5 Existing large lots should be reduced to meet future rural housing needs prior to expanding the areas designated as Rural.

4.MM.6 Areas with marginal or unsuitable soils for agricultural or forest use shall be given a higher priority for conversion to rural development than areas with more suitable soils.

4.MM.7 Public facilities should be expanded or developed only when consistent with maintaining the rural character of the area.

4.MM.8 Increased water service to an area shall not be used in and of itself to justify reduced lot sizes.

4.MM.9 The County shall encourage grouping of dwelling units with lot sizes less than the minimum allowed by the zoning district when such development is compatible with the policies in this Plan and the overall density of the zoning district.

4.MM.10 Lawfully established nonconforming structures and uses that are destroyed by fire, other casualty, or natural disaster shall be allowed to reconstruct, as provided by the Zoning and Development Ordinance.

4.MM.11 The Rural Area Residential 2-Acre (RA-2), Rural Residential Farm/Forest 5-Acre (RRFF-5), and Farm/Forest 10-Acre (FF-10) zoning districts implement the goals and policies of the Rural plan designation. These zoning districts shall be applied in Rural areas as follows:

4.MM.11.1 The RA-2 zoning district shall be applied when all the following criteria are met:

4.MM.11.1.a Parcels are generally two acres or smaller.

4.MM.11.1.b The area is significantly affected by development.

4.MM.11.1.c There are no natural hazards, and the topography and soil conditions are well suited for the location of homes.

4.MM.11.1.d A public or private community water system is available.

4.MM.11.1.e Areas are in proximity or adjacent to an Unincorporated Community or incorporated city.

4.MM.11.1.f In areas adjacent to urban growth boundaries, RA-2 zoning shall be limited to those areas in which virtually all existing lots are two acres or less.

4.MM.11.2 The RRFF-5 zoning district shall be applied when all the following criteria are met:

4.MM.11.2.a Parcels are generally five acres.

4.MM.11.2.b The area is affected by development.

4.MM.11.2.c There are no serious natural hazards, and the topography and soils are suitable for development.

4.MM.11.2.d Areas are easily accessible to an Unincorporated Community or incorporated city.

4.MM.11.3 The FF-10 zoning district shall be applied when one or more of the following criteria are met:

4.MM.11.3.a Parcels are generally ten acres.

4.MM.11.3.b The area is developed with a mixture of uses not consistent with extensive commercial agriculture or forestry uses.

4.MM.11.3.c Access to an Unincorporated Community or an incorporated city is generally poor.

4.MM.12 Implement dimensional and development standards to address compatibility, function, and aesthetics.

4.MM.13 Allow the following housing types:

4.MM.13.1 Accessory dwelling units

4.MM.13.2 Detached single-family dwellings

4.MM.13.3 Manufactured dwellings

4.MM.13.4 Prefabricated structures

4.MM.13.5 Recreational vehicles

4.MM.13.6 Single room occupancies

4.MM.14 Require utility service lines to be underground unless prohibited by the utility service provider.

Agriculture

Agriculture areas are those of predominantly Class I through IV soils as identified by the United States Natural Resources Conservation Service or as identified in more detailed data; and other lands that are suitable for farm use due to soil fertility, suitability for grazing, climatic conditions, existing or future potential for irrigation, land use patterns, or accepted farming practices or are necessary to permit farming practices to be undertaken on adjacent or nearby lands.

Agriculture Goals

• Preserve agricultural use of agricultural land.
• Protect agricultural land from conflicting uses, high taxation and the cost of public facilities unnecessary for agriculture.
• Maintain the agricultural economic base of the County and increase the County's share of the agricultural market.
• Increase agricultural income and employment by creating conditions that further the growth and expansion of agriculture and attract agriculturally related industries.
• Maintain and improve the quality of air, water, and land resources.
• Conserve scenic and open space.
• Protect wildlife habitats.

4.NN Agriculture Policies

4.NN.1 The following areas shall be designated Agriculture:

4.NN.1.1 Areas with predominantly Class I through IV agricultural soil as defined by the United States Natural Resources Conservation Service or identified as agricultural soil by more detailed data;

4.NN.1.2 Areas generally in parcels of 20 acres or larger;

4.NN.1.3 Areas primarily in agricultural use;

4.NN.1.4 Areas necessary to permit farming practices on adjacent lands or necessary to prevent conflicts with the continuation of agricultural uses;

4.NN.1.5 Other areas in soil classes different from NRCS I through IV when the land is suitable for farm use as defined in Oregon Revised Statutes 215.203(2)(a), taking into consideration soil fertility; suitability for grazing; climatic conditions; existing and future availability of water for farm irrigation purposes; existing land use patterns; technological and energy inputs required; and accepted farm practices.

4.NN.2 Agriculturally related industries shall be encouraged.

4.NN.3 Land uses that conflict with agricultural uses shall not be allowed.

4.NN.4 New sewer facilities shall not be allowed in Agricultural areas, except when consistent with Policy 7.A.11 of Chapter 7, Public Facilities and Services.

4.NN.5 Roads shall be developed in a manner and to a level compatible with maintaining Agricultural areas.

4.NN.6 Education and dissemination of information on agricultural crops, methods, and technology; special tax assessment programs; and new land-use techniques should be encouraged.

4.NN.7 Lawfully established nonconforming structures and uses that are destroyed by fire, other casualty, or natural disaster shall be allowed to reconstruct, as provided by the Zoning and Development Ordinance.

4.NN.8 The Exclusive Farm Use (EFU) zoning district implements the goals and policies of the Agriculture plan designation and should be applied in Agriculture areas.

4.NN.9 Forest zoning districts which require a minimum lot size of 80 acres or larger may be applied in Agriculture areas provided the primary uses are forest and forest-related and that permitted uses will not conflict with agricultural uses.

4.NN.10 Except on lands within urban growth boundaries or as provided by the Oregon Revised Statutes for abandoned or diminished mill sites, exceptions to Statewide Planning Goals 3 and 4 shall be required for a plan amendment from the Agriculture designation to any designation other than Forest.

4.NN.11 The Special Use Overlay District implements Policy 9.B.11, applying to land designated Agriculture for which a local park master plan is adopted.

4.NN.12 Require utility service lines to be underground unless prohibited by the utility service provider.

Forest

Forest areas are composed of existing and potential forestlands that are suitable for commercial forest uses. Also included are other forested lands needed for watershed protection, wildlife and fish habitat, and recreation, lands where extreme conditions of climate, soil, and topography require maintenance of vegetative cover, and forested lands in urban and agricultural areas which provide urban buffers, wind breaks, wildlife habitat, scenic corridors, and recreational use.

Forest Goals

• To conserve forestlands.
• To protect the state's forest economy by making possible economically efficient forest practices that assure the continuous growing and harvesting of timber as the leading use on forestland.
• To conserve, protect, and enhance watersheds, wildlife and fisheries resources, agriculture, and recreational opportunities that are compatible with the primary intent of the plan designation.
• To minimize wildfire hazards and risks.
• To enhance and protect other environmentally sensitive areas.

4.OO Forest Policies

4.OO.1 The following areas shall be designated Forest:

4.OO.1.1 Lands suitable for forest use;

4.OO.1.2 Lands predominantly capable of generating at least 85 cubic feet of timber per acre per year;

4.OO.1.3 Areas generally in forest uses;

4.OO.1.4 Areas which are environmentally sensitive or otherwise require protection (watersheds, areas subject to erosion, landslides, etc.) should be designated Forest;

4.OO.1.5 Forested areas which buffer more intense land uses from areas of less intense use may be designated Forest.

4.OO.2 Encourage forest-related industries.

4.OO.3 Prohibit land uses that conflict with forest uses.

4.OO.4 Housing should be limited in Forest areas because it is generally incompatible with forest uses due to fire danger and accepted forest practices such as herbicide spraying and slash burning.

4.OO.5 Prohibit commercial and industrial development in Forest areas.

4.OO.6 Prohibit new sewer facilities in Forest areas, except when consistent with Policy 7.A.11 of Chapter 7, Public Facilities and Services.

4.OO.7 Encourage use of a Homestead provision that allows retention of a homesite with an existing dwelling and transfer of the remaining property as long as the transfer is compatible with Forest policies.

4.OO.8 Lawfully established nonconforming structures and uses that are destroyed by fire, other casualty, or natural disaster shall be allowed to reconstruct, as provided by the Zoning and Development Ordinance.

4.OO.9 Apply zoning districts consistent with state, regional, and County goals and United States Forest Service land allocation and management plans to the Mt. Hood and Willamette National Forests.

4.OO.10 This Plan and implementing ordinance provisions shall not conflict with the Oregon Forest Practices Act.

4.OO.11 The Timber (TBR) and Ag/Forest (AG/F) zoning districts implement the goals and policies of the Forest plan designation. The TBR zoning district shall be applied to areas predominantly in forest use. The AG/F zoning district shall be applied to areas having such a mixture of agricultural and forest uses that neither Statewide Planning Goal 3 nor Goal 4 applies alone.

4.OO.12 Except on lands within urban growth boundaries or as provided by the Oregon Revised Statutes for abandoned or diminished mill sites, exceptions to Statewide Planning Goals 3 and 4 shall be required for a plan amendment from the Forest designation to any designation other than Agriculture.

4.OO.13 The Special Use Overlay District implements Policy 9.B.11, applying to land designated Forest for which a local park master plan is adopted.

4.OO.14 Require utility service lines to be underground unless prohibited by the utility service provider.

Last Amended 9/9/2024

The Clackamas County Transportation System Plan (TSP) will guide transportation related decisions and identify the transportation needs and priorities in unincorporated Clackamas County from 2013 to 2033. The TSP has been created in coordination with the County's 16 cities, the State of Oregon, area transit providers, and other affected agencies and has been vetted through an extensive public process, including a series of public outreach events and twelve Public Advisory Committee meetings. The public and county staff worked together to develop the following vision for the TSP and six goals to guide implementation of this vision:

Building on the foundation of our existing assets, we envision a well-maintained and designed transportation system that provides safety, flexibility, mobility, accessibility and connectivity for people, goods and services; is tailored to our diverse geographies; and supports future needs and land use plans.

TSP Goals

• Goal 1: Provide a transportation system that optimizes benefits to the environment, the economy and the community
• Goal 2: Plan the transportation system to create a prosperous and adaptable economy and further the economic well-being of businesses and residents of the County.
• Goal 3: Tailor transportation solutions to suit the diversity of local communities.
• Goal 4: Promote a transportation system that maintains or improves our safety, health, and security.
• Goal 5: Provide an equitable transportation system.
• Goal 6: Promote a fiscally responsible approach to protect and improve the existing transportation system and implement a cost-effective system to meet future needs.

Background and Issues

The County's transportation system includes an extensive network of public and private transportation facilities, including roads, railways, airports, pipelines, waterways, and multi-use paths. The system is intended to allow people to travel where they need to go safely and efficiently, while also providing for efficient movement of goods. The County's transportation system is also intended to support sustainable land use patterns and policies to serve a multitude of public needs without sacrificing air and water quality or creating noise pollution.

Government agencies, public and private service providers, and developers are involved in building and maintaining the County's transportation system. Metro, Portland's metropolitan planning organization, sets general policy guidelines for design, distributes regional funding for certain types of projects within its boundary, and sets standards for the operation of the transportation system located within the Portland Metropolitan Urban Growth Boundary (UGB). All transportation facilities must conform to standards and guidelines outlined by federal, state and, in some cases, Metro regulatory documents.

Clackamas County faces several challenges as it attempts to continue to develop and maintain a safe and integrated transportation system, appropriate for and accessible to all potential users.

• Limited funding: Funding levels for roads, the backbone of the transportation system, have not kept pace with the mobility needs of our society. Limited funding makes it a challenge to balance the need for maintenance and management of existing facilities with the need for building new facilities to accommodate increased trip demand. As a result, the backlog of needed road maintenance and construction projects has grown larger.
• Reducing congestion: Community members help reduce traffic congestion when they choose to take the bus, join a carpool, or bicycle and walk to destinations. Reducing congestion decreases the need for costly road construction projects while improving air quality, neighborhood livability and access to goods, services and employment. 
  
  Improving the relationship between land uses and transportation can also decrease reliance on automobiles and reduce congestion. Some ways to improve this relationship are to: alter the site design of new construction at or near major transit stops; increase connectivity in transportation systems; provide better pedestrian and bicycle facilities; use land more efficiently; and encourage mixed-use developments.
• Balancing needs: All land-based modes of travel, except rail and pipeline, must share the public rights-of-way. These modes includes autos, trucks, buses, bicycles, pedestrians and, in some localities, equestrians. Balancing the need for mobility (through movement of traffic) with the need for local movement and access to individual properties often creates design and safety challenges for roadways.
• Safety: From 2005 to 2009, there were approximately 160 fatalities and 1,245 serious injuries in Clackamas County due to traffic crashes. One of the County's goals is to improve the safety of its system for all users and reduce the number and severity of crashes for future years. Developing facilities to accommodate all modes of travel will help reduce conflicts that lead to safety problems for some users. The adopted Transportation Safety Action Plan calls for a 50 percent reduction of fatal and serious injury crashes by 2022.
• Fostering economic growth: Monitoring the effects of transportation on employment and economic activity is important during both good and bad economic times. Of particular significance are the ways transportation can be used as a tool to sustain and promote economic development both in the urban industrial and commercial centers and within the county's distinctive rural economy, including agriculture, forestry and equestrian facilities.
• Addressing environmental impacts: Development of transportation infrastructure needs to be sensitive to potential impacts to neighborhoods and to the natural environment, in order to create and maintain livable communities, preserve air and water quality, and conserve energy. 
  
  The northwest urban area of the County is within a designated Air Quality Maintenance Area (AQMA). Presently the AQMA meets state and federal air quality standards, but federal law requires the region to implement measures to maintain federal air quality standards. Federal law also prohibits significant degradation of air quality in the Mt. Hood Wilderness.
• Ensuring accessibility: In many areas of the County, transportation disadvantaged populations, such as the elderly, disabled or low-income residents, need improved access to public transit and special transportation services. Clackamas County will ensure that new and rebuilt roads are planned and designed to perform all necessary functions, including being accessible to those who choose not to drive or cannot drive.
• Maintaining and improving rural area roads: Clackamas County also is challenged by the responsibility to maintain and develop a safe and functional road network in rural areas. Upgrades to aging rural roadways are needed to enhance safety and accommodate different modes of travel.

TSP Organization

To implement the vision and goals and to address the issues identified above, a series of policies have been created to direct the County in its efforts to build and maintain a multi-modal transportation system. Under each policy category, the countywide policies are listed first, followed by the urban policies, and the rural policies.

The policies are presented in this chapter by major topic or transportation mode as follows:

• Foundation and Framework: includes policies relating to coordination; safety; equity, health and sustainability; intelligent transportation systems; and transportation demand management
• Land Use and Transportation: includes policies relating to the integration of land use and transportation; parking; rural tourism; and scenic roads.
• Active Transportation: includes policies relating to pedestrian and bicycle facilities and multi-use paths.
• Roadways: includes policies relating to functional classification; urban and rural roadway considerations; project development; improvements to serve development; and performance evaluation and access standards.
• Transit: includes policies relating to transit and transit-supportive amenities.
• Freight, Rail, Air, Pipeline and Water Transportation: includes policies relating to general freight movement; freight trucking; rail; airports; pipelines; and water transportation.
• Finance and Funding: includes policies relating to funding capital transportation improvements and maintenance.
• Transportation Projects and Plans: includes policies relating to the 20-year and five-year capital improvement plans. Also identifies Special Transportation Plans that are adopted by reference as refinements of the TSP and plans or studies that need to be completed in the future to support the TSP.
• Definitions: relevant definitions for use within this chapter.

The TSP also contains the following components:

• The County's 20-year Capital Improvement Plan: a complete list of needed transportation-related projects to address gaps and deficiencies in the transportation network (Tables 5-3[a-d]).
• Tables, Maps and Figures illustrating the transportation system and street cross sections, and presenting guidelines and standards for developing the system.
• Background documents including detailed findings and conclusions relating to the various components of the transportation system (Appendix B).

Foundation and Framework

Clackamas County's transportation networks serve local communities and also tie into regional networks. Creating a transportation system that is safe and accessible for all users must be done within the context of federal, state, and regional regulations. The system needs to be responsive to new initiatives adopted by these regulatory bodies to ensure the development of a complete and sustainable transportation system. It needs to be responsive to new approaches, techniques and measures developed for assessing the performance of the system. Intelligent Transportation Systems (ITS) and Travel Demand Management (TDM) techniques are two such tools that can be effective in managing the costs of the system and enabling better performance.

Safety is consistently mentioned by citizens as one of the highest concerns related to the transportation system, regardless of individuals' preferred methods of travel. The accessibility of the transportation system for all individuals is also a primary concern. Therefore, prioritizing safety and accessibility is essential in the planning, design, operation and maintenance of the transportation system.

5.A Compliance and Coordination Policies

5.A.1

Support intergovernmental partnerships needed to promote coordination and address multi-jurisdictional transportation needs.

5.A.2

Work collaboratively with federal, state, regional, and local agencies and with County residents to pursue the County's road safety programs and plans.

5.A.3

Work with state and local partners to implement the Oregon Transportation Safety Plan.

5.A.4

Coordinate with the Oregon Department of Transportation (ODOT) in implementing the Oregon Transportation Plan (OTP), Oregon Highway Plan (OHP), Statewide Transportation Improvement Program (STIP), and with other state transportation planning policies, guidelines and programs.

5.A.5

Work with the Oregon Office of Emergency Management to ensure that the TSP supports effective responses to natural and human-caused disasters and emergencies and other incidents, and access during these incidents.

5.A.6

Urban Coordinate with Metro and local governments to implement the Regional Transportation Plan (RTP), Regional Transportation Functional Plan (RTFP), Urban Growth Management Functional Plan (UGMFP), and local transportation plans.

5.A.7

Rural Pursue formation of an Area Commission on Transportation (ACT) for the portions of Clackamas County outside the Portland Metropolitan Urban Growth Boundary to facilitate a coordinated approach to addressing issues on the state transportation system.

5.B Road Safety Policies

5.B.1

Update the Clackamas County Transportation Safety Action Plan (TSAP) every five years to include necessary changes and document the progress toward the plan's goal of a 50 percent reduction in fatal and serious injury crashes by 2022.

5.B.2

Identify transportation system safety improvements that will reduce fatal and injury crashes for all modes of travel and meet the TSAP goal.

5.B.3

Address the County's top three crash cause factors of Aggressive Driving, Young Drivers (ages 15-25) and Roadway Departure utilizing education, emergency medical services, enforcement, engineering and evaluation.

5.B.4

Support programs, policies, regulations and actions that increase awareness and education about the safety of the transportation system for all users.

5.B.5

Support programs that utilize data-driven approaches to improve safety of the transportation system.

5.B.6

Align County departments, external safety groups, and other public agencies toward common transportation safety goals.

5.B.7

Integrate roadway, safety and traffic data management, health and emergency services data sources.

5.B.8

Integrate Highway Safety Manual (HSM) principles into the planning, engineering, design, operation and maintenance of the transportation system.

5.C Equity, Health and Sustainability Policies

5.C.1

Support programs and projects, such as pedestrian and bike connections to transit stops, that expand and improve transportation options for residents in areas with identified transportation-disadvantaged populations.

5.C.2

Protect neighborhoods, recreation areas, pedestrian facilities, bikeways and sensitive land uses (such as schools, daycare centers and senior centers whose users are more vulnerable to pollution) from transportation-related environmental degradation. Coordinate transportation and land use planning and use mitigation strategies, such as physical barriers and design features, to minimize transmission of air, noise and water pollution from roads to neighboring land uses.

5.C.3

Work with public agencies, private businesses and developers to increase and improve infrastructure necessary to support use of vehicles that use alternative fuels.

5.C.4

Ensure that programs to encourage and educate people about bicycle, pedestrian, and transit transportation options are appropriate for all County residents, particularly transportation-disadvantaged populations.

5.C.5

Build working partnerships between the County's Public Health and Transportation Divisions and utilize tools, such as health impact assessments, to better connect the effects of transportation projects with the health of communities.

5.C.6

Support the continued provision of public transportation services to County populations that are un-served or under-served, as well as the network of community-based, transportation services for seniors and persons with disabilities.

5.D Intelligent Transportation Systems (ITS) Policies

5.D.1

Implement a wide range of ITS strategies aligned with the TSP vision and goals by ensuring safe, efficient, and equitable mobility for people and goods.

5.D.2

Update the ITS Action Plan every five years as part of the County's 5-Year Capital Improvement Program.

5.E Transportation Demand Management (TDM) Policies

5.E.1

Implement Transportation Demand Management techniques—including education, encouragement, and enforcement—appropriate for all County residents , in order to increase efficient use of existing transportation infrastructure and minimize congestion and safety concerns by offering choices of mode, route, and time.

5.E.2

Support and participate in efforts by Metro, the Department of Environmental Quality (DEQ), transit providers, and any area Transportation Management Associations (TMAs) to develop, monitor and fund regional TDM programs.

5.E.3

Provide adequate bicycle and pedestrian facilities to employment areas to encourage use of bicycles or walking for the commute to work and to improve access to jobs for workers without cars.

5.E.4

Support programs that work with schools to identify safe bicycle and pedestrian routes to connect neighborhoods and schools. Seek partnerships and funding to support improvement of these routes.

5.E.5

Urban Work with County employers located in concentrated employment areas to develop Transportation Management Associations (TMAs) to coordinate and support private-sector TDM efforts and to work toward mode share targets (Table 5-1) adopted in this Plan.

5.E.6

Urban Establish the following year 2040 non-drive-alone targets for growth concept design types (as identified on Map 4-8):

TABLE 5-1
Year 2040 Non-Drive-Alone Modal Targets

5.E.7

Rural Encourage employers and schools outside urban growth boundaries to implement a range of TDM policies to help their employees and students reduce vehicle miles traveled, maximize use of existing transportation facilities, and increase walking, biking and transit use.

Land Use and Transportation

Integrating transportation plans with land use plans is a key element in effective management and operation of the entire transportation system. Roads support the wide range of land activities that take place in both the urban and rural areas. Because of the diverse nature of activities and land use types found in Clackamas County, it is of particular importance that the transportation systems are designed to accommodate both urban networks and the different needs of rural area users, including providing safe routes for users of all modes to enjoy the rural area's scenic beauty, and for those participating in agri-tourism and activities related to forestry.

Planning for appropriate amounts of parking supports efficient development of the land within communities. Accommodating on-street parking and planning for off-street parking needs are Transportation System Management (TSM) techniques that are consistent with the Metro Region's 2040 Growth Concept, meet the objectives of the Transportation Planning Rule (TPR), and comply with DEQ's Air Quality Maintenance Plan.

5.F Integration of Land Use and Transportation Policies

5.F.1

Land use and transportation policies shall be integrated consistent with state law regarding preservation of farm and forest lands.

5.F.2

Support efforts to enhance and maintain the function of State highways and County arterials through land use policies, access management strategies, and roadway improvements.

5.F.3

Support and promote an integrated approach to land use and transportation planning and implementation that encourages livable and sustainable communities, decreases average trip length and increases accessibility for all modes.

5.F.4

Support and promote transportation investments that support complete and sustainable communities as a long-term strategy to reduce reliance on long commutes out of the County to employment destinations.

5.F.5

Recognize the County's rural economic engine and the importance of moving goods from rural businesses (including farms, nurseries, livestock, and lumber) to distribution centers.

5.F.6

Require changes in land use plan designation and zoning designation to comply with the Transportation Planning Rule [Oregon Administrative Rules (OAR) 660-012-0060].

5.F.7

Urban Require changes in land use plan designation within the Interchange Management Areas identified on Map 5-7 to be consistent with the Transportation Planning Rule (OAR 660-012-0060). If the land uses allowed by the new land use plan designation would cause the interchange mobility standards to be exceeded, either the change shall be denied or improvements shall be made such that the mobility standards are met.

5.G. Parking Policies

5.G.1

Set minimum and, where appropriate, maximum limits on allowed off-street parking of motor vehicles relative to building size, location and use, and to adjacent land uses. In the urban area, parking standards shall be coordinated with regional parking requirements.

5.G.2

Require new multi-family, commercial and institutional development to provide bicycle parking.

5.G.3

Allow shared parking and, where appropriate, on-street parking to be used to comply with parking standards.

5.G.4

Urban Allow the removal of existing, on-street parking along arterials and collectors to create bikeways, construct travel or turning lanes, or increase sight distance.

5.G.5

Urban Increase area for on-street parking in residential zoning districts by minimizing the width of driveway accesses.

5.G.6

Urban Encourage off-street parking in commercial, industrial, and high density residential areas to be located at the sides or rear of buildings, where practical.

5.G.7

Urban Consider allowing for decreased parking area requirements for development that:

• provides housing in close proximity to a light-rail station; or
• is located along a transit route, if the development provides pedestrian, bicycle and transit amenities. See Map 5-8a.

5.G.8

Urban Consider requiring shared parking within mixed-use development and where adjacent land uses are compatible.

5.H Rural Tourism Policies

5.H.1

Rural Encourage agri-tourism and other commercial events and activities that are related to and supportive of agriculture, in accordance with the provisions of ORS 215. Mitigation of traffic impacts and other event impacts may be required to reduce the effects of these limited land uses on the County road system.

5.I Rural Scenic Roads Policies

5.I.1

Implement a County Scenic Road System that is safe and attractive for all users.

5.I.2

Promote the protection of recreation values, scenic features and an open, uncluttered character along designated scenic roads.

Developments adjacent to scenic roads shall be designed with sensitivity to natural conditions and:

2.4021

5.I.2.1 Scenic roads shall have strict access control on new developments.

5.I.2.2 Scenic roads should have shoulders wide enough for pedestrians or bicycles, or a separated path where feasible and when funding is available.

5.I.2.3 Turnouts shall be provided where appropriate for viewpoints or recreational needs.

5.I.2.4 Design review of developments adjacent to scenic roads shall require visual characteristics and signing appropriate to the setting.

5.I.2.5 Buildings shall be set back a sufficient distance from the right-of-way to permit a landscaped or natural buffer zone.

5.I.2.6 Parking areas adjacent to scenic roads shall be separated from the right-of-way by a landscaped buffer.

5.I.2.7 Any frontage roads adjacent to scenic roads shall be separated by a vegetative buffer where feasible

5.I.2.8 Underground placement of utility service lines shall be required unless prohibited by the utility service provider.

5.I.3

The following facilities shall be designated scenic roads: (see Map 5-1 Scenic Roads)

• Wilsonville Road
• Stafford Road (City of Lake Oswego to Mountain Road)
• Schaeffer Road
• Pete's Mountain Road (Schaeffer Road to the Tualatin River)
• SW Mountain Road, Canby Ferry Road, N. Locust, NE 37th, and Holly Street
• Canby-Marquam Highway (City of Canby to Hwy 211)
• Clackamas River Drive
• Springwater Road (Clackamas River Drive to Hayden Road)
• Hayden Road
• Redland Road
• Fischer's Mill Road
• Marmot Road/Barlow Trail Road/
• Ten Eyck Road/SE Lusted Road from Ten Eyck Road to the County line.
• Lolo Pass Road
• Salmon River Road
• Still Creek Road
• Timberline Road and West Leg Road
• I-205 west of the Willamette River
• Highway 99E from Oregon City to New Era Rd
• Oregon City Bypass (Newell Creek Canyon segment)
• Highway 211 (Canby-Marquam Highway to Estacada)
• Highway 224 (Carver to Barton and south of Estacada)
• Highway 26 east of the City of Sandy
• Highway 35/Forest Service Road 386

5.I.4

Support implementation of the Oregon Scenic Byway System, including the Mt. Hood Scenic Byway and the West Cascades Scenic Byway.

Active Transportaton

Recognizing the increasing importance of having multiple ways to travel through a community and through the region has led to an increased awareness for designing transportation systems to safely enhance active transportation modes. "Active Transportation" is defined to include walking, bicycling, horseback riding and other mobility options, including scooters and electric bicycles.

Walk Bike Clackamas (WBC), adopted by reference in Appendix A, is the county's combined pedestrian and bicycle master plan. The WBC Plan updates the 1996 Clackamas County Pedestrian Master Plan and the 1996 Clackamas County Bicycle Master Plan. The following six goals guided plan development and served as the basis for establishing the objectives, supportive actions and performance measures of the WBC Plan.

• Safety: Improve the safety of people walking and bicycling through safe street design and supportive programs.
• Accessibility: Ensure walkways and bikeways are accessible to people of all ages, abilities and incomes.
• * Connectivity: Develop and maintain walking and biking routes that provide convenient and clear connections to important community destinations in Clackamas County.
• Sustainability: Overreliance should not be placed on any one transportation mode. Expand and promote walking and biking options that optimize the environment, the economy and community benefits.
• Equity: Focus investments to ensure safe transportation alternatives regardless of age, race, income, gender and ability.
• Health: Plan and provide infrastructure that allows people to safely walk, run or bicycle for improved health.

The WBC Plan was prepared under the guidance of the 18-member Walk Bike Advisory Committee and Clackamas County Pedestrian and Bikeway Advisory Committee, which was guided by the following vision:

Walk Bike Clackamas is a comprehensive, long-term roadmap to improve opportunities for people of all ages and abilities walking and biking as they travel in the county.

In addition, the Clackamas County Active Transportation Plan (ATP), adopted by reference in Appendix A, contains priority routes connecting communities in both the urban and rural portions of the County. Development of the principal active transportation routes described in the ATP would provide opportunities for residents to safely bicycle or walk to schools, parks, shopping, and employment centers.

5.J General Active Transportation Policies

5.J.1

Coordinate the implementation of pedestrian facilities and bikeways with neighboring jurisdictions and jurisdictions within the county.

5.J.2

Ensure an opportunity for a diverse and representative citizen involvement in the county pedestrian and bicycle planning process by supporting the Clackamas County Pedestrian and Bikeway Advisory Committee (PBAC) as a forum for public input. Recruit representatives of Communities of Interest populations as part of this process.

5.J.3

Monitor and update the Walk Bike Clackamas Plan and Active Transportation Plan through data collection and evaluation, and review activities necessary to maintain and expand the programs established in these plans.

5.J.4

Support bicycle, pedestrian and transit projects that serve the needs of Communities of Interest populations.

5.J.5

Coordinate with pedestrian, bicycle, and trail master plans, and with special transportation plans of the County, Oregon Department of Transportation, the United States Forest Service, Metro, and parks providers to achieve safe and convenient crossings and off-road, multi-use path and trail systems connecting to on-road pedestrian facilities and the bikeway networks.

5.J.6

Support the continuation of the "Bikes on Transit" program on all public transit routes.

5.J.7

Inform property owners of their responsibilities for the maintenance of sidewalks and pedestrian pathways.

5.J.8

Support the county's Safe Routes to School program.

5.J.9

Use public service campaigns to heighten motorists' awareness of bicyclists and pedestrians' rights and responsibilities.

5.J.10

Seek funding to implement the Event, Campaign and Mode Shift programs identified in the Walk Bike Clackamas Plan.

5.J.11

Support bicycle and pedestrian projects that improve access to public transit stops and provide connections to significant local destinations.

5.K Design Policies

5.K.1

Require bikeways and pedestrian facilities for all new roadway construction or substantial reconstruction, allowing for flexibility to accommodate characteristics of terrain, scenic qualities, existing development, and environmental constraints.

5.K.2

Design and implement innovative bicycle and pedestrian facilities that improve the convenience and safety of these facilities. Use facility types described in the Walk Bike Clackamas Plan and National Association of City Transportation Officials (NACTO) Urban Street Design Guide as a reference.

5.K.3

Review development plans to ensure that they provide bicycle and pedestrian access.

5.K.4

Identify locations along high traffic and high-speed streets where the existing bicycle facility is not protected or separated, or parallel facilities do not exist. Plan for a transition to protected or separated facility in these locations.

5.K.5

Urban Identify and implement a network of low automobile traffic volume Shared Streets that are appropriate for posted speed reduction and signing as shared pedestrian and bicycle routes to enhance safety and connectivity and to supplement the system of sidewalks and bikeways found on the major street system.

5.K.6

Urban Identify pedestrian facilities and bikeway improvements necessary to ensure direct and continuous networks of pedestrian facilities and bikeways on the county road system.

5.K.7

Urban Identify locations where bicycle and pedestrian access is blocked by rivers and other natural barriers and encourage the creation of bicycle and pedestrian facilities to extend across these barriers.

5.K.8

Urban Create a networked system of pedestrian facilities and bikeways connecting cities, neighborhoods, commercial areas, community centers, schools, recreational facilities, employment centers, other major destinations, regional and city bikeways and pedestrian facilities, and other transportation modes. Utilize separate accessways for pedestrian facilities and bikeways where street connections are impractical or unavailable.

5.K.9

Rural Support the safe movement of equestrians in rural areas.

5.L Construction Policies

5.L.1

Construct all pedestrian facilities, bikeways, and multi-use paths according to the current County design standards and to the applicable cross section, allowing for flexibility to accommodate characteristics of terrain, scenic qualities, existing development, and environmental constraints, and different designs identified in adopted Special Transportation Plans.

5.L.2

Construct all pedestrian facilities, bikeways, and multi-use paths designated on the Planned Bikeway Network (Maps 5-2a and 5-2b); the Essential Pedestrian Network (Map 5-3); and the Active Transportation Plan (Maps 5-12a and 5-12b).

5.L.3

Construct interim pedestrian facilities and bikeways, as appropriate, on existing streets that are not built to the applicable cross section and where the construction of full street improvements is not practicable or imminent as determined by the County Planning Director and County Road Official or County Engineer.

5.L.4

Where possible enhance or add bikeway facilities during road resurfacing, re-striping and maintenance projects.

5.L.5

Urban Require that new development include construction of walkways and accessways within the development and between adjacent developments, where appropriate.

5.L.5

Rural In Unincorporated Communities, construct walkways adjacent to or within areas of development (such as schools, businesses, or employment centers) and at rural transit stops.

5.M Facilities Policies

5.M.1

Encourage the provision of appropriate, supportive facilities and services for bicyclists, including showers, lockers, bike racks on buses, bike repair stations, maintenance information/clinics, charging stations for e-bikes and secure parking.

5.M.2

Establish and maintain way-finding signage in both the urban and rural areas to facilitate pedestrian and bicycle travel.

5.M.3

Install and maintain the signage and bicycle amenities identified in the Active Transportation Plan.

5.M.4

Urban Encourage the provision of street lighting to increase the visibility and personal security of pedestrians and bicyclists.

5.N Multi-Use Path Policies

5.N.1

Support acquisition and development of multi-use paths on abandoned public and private rights-of-way.

5.N.2

Collaborate with the appropriate service providers, such as park providers, to plan for multi-use paths that accommodate equestrian facilities where possible.

5.N.3

Rural Consider multi-use paths where travel lanes or wide paved shoulders along roadways may not provide adequate safety for pedestrians or bicyclists.

5.N.4

Rural Consider equestrian uses when designing and constructing multi-use paths. Work with local communities and interest groups to plan, develop and maintain multi-use paths that also provide equestrian features. Plan for parking areas at such multi-use paths that support parking needs of equestrians, as well as needs of other path users.

5.N.5

Rural Establish a program to plan, develop, and maintain multi-use paths in the rural part of the County.

Roadways

The County's road system permits the movement of goods and people between communities and regions, using any of a variety of modes of travel. Roads provide access to virtually all property. They support established communities and serve new development. They connect rural communities and urban neighborhoods. Roads give structure to our urban form, define our commuting patterns and influence our perceptions of what is far away or close at hand.

Creating and maintaining a safe, continuous County-wide road system, which accommodates movement by all travel modes, means setting standards for development of new roads and redevelopment of existing roads, including design and access standards for urban and rural roads. To ensure roads continue to meet the transportation demands of the County, a method to measure the ongoing performance of the system is essential. In response to new technologies and financial constraints, recent changes have been made to these standards on the state and regional levels. These changes are reflected in this TSP.

5.O Functional Classification and Design Policies

5.O.1

Designate and develop roadways according to the functional classifications and guidelines illustrated in the County Road Typical Cross Sections (Figures 5-1a through 5-1f, and Figures 5-2a through 5-2f) while allowing flexibility to accommodate characteristics of terrain, scenic qualities, environmental constraints, existing development, and adopted Special Transportation Plans.

5.O.2

Designate freeways, arterials, collectors and connectors as shown on Map 5-4a and Map 5-4b. Roadways that do not presently exist but are shown on these maps are shown in approximate locations.

5.O.3

Maintain and improve roads consistent with their functional classification, and reclassify roads as appropriate to reflect function and use.

5.O.4

Develop and implement traffic calming strategies, appropriate for the road functional classification, that will improve the safety and convenience of travel by all modes, particularly in areas with high crash rates or high rates of bicycle and/or pedestrian activity.

5.O.5

Urban Consider the Metro Regional Street Design Classifications when designing new county roads or redesigning existing county roads, prior to construction or reconstruction. Map 5-5 shows which roads are designated by each Design Classification.

5.O.6

Urban Minimize impacts of managing storm water by allowing for Metro's alternative street standards, such as "green streets," as design alternatives.

5.O.7

Urban Design arterials and collectors to allow safe and convenient passage of buses, bicycles, and pedestrians.

5.O.8

Urban Streets, alleys, bikeways, pedestrian facilities, multi-use paths, trails and transit stops are allowed uses in all urban zoning districts. Consider all state and County policies relating to these facilities when widening, improving or constructing new transportation infrastructure.

5.O.9

Rural Plan to support the existing development pattern and through traffic needs of the rural communities, and not to support or promote urbanization.

5.O.10

Rural Consistent with ORS 215.283(3) and OAR 660, Division 12, County road capital improvement projects may be designed and constructed to improve safety and bring roads up to county standards outside the UGB. If the road capital improvement project is not otherwise allowed and would require expansion of right-of-way exceeding the road improvements allowed in the Agriculture or Forest districts, a goal exception would be required for such a project, as provided for in ORS 215.283(3).

5.O.11

Rural Streets, alleys, bikeways, pedestrian facilities, multi-use paths, trails and transit stops are allowed uses in all rural zoning districts with the exception of Agricultural and Forest Districts in which they are conditionally allowed by ORS 215.213, 215.283 or OAR Chapter 660, Division 6 (Forest Lands).

5.O.12

Rural Recognize the importance of resource-related uses such as agriculture and forestry to the local economy, and the need to maintain a transportation system that provides opportunities to harvest agricultural and forest products and deliver them to market.

5.O.13

Rural Design, construct and reconstruct rural arterials and collectors to allow safe and convenient passage of trucks, buses, pedestrians and bicyclists.

5.O.14

Rural Support the safe movement of agricultural equipment in rural areas by improving existing roads to county standards and considering design features such as signs, pull-outs for slow-moving vehicles, reduced speeds, and limiting curbs where equipment may move to the shoulder or out of the right-of-way.

5.P Project Development Policies

5.P.1

Before building new roads or adding capacity to existing roads, consider Transportation System Management (TSM) strategies for using the existing road system, including associated pedestrian and bicycle facilities, and system capacity most efficiently.

TSM strategies include:

• Access Management;
• Alternative/Modified Standards (Performance and/or Design Standards);
• Intelligent Transportation System (ITS) applications;
• Operational Improvements;
• Parking Standards;
• Enhanced Bicycle and Pedestrian Facilities; and,
• Road Diet (For example, restriping a low volume, 4-lane road to a 3-lane configuration with bicycle and pedestrian facilities).

5.Q Access Standard Policies

5.Q.1

Ensure safe and convenient access for bicyclists, pedestrians, and transit users for land uses that are open to the public. Apply access management in a flexible manner to allow reasonable access and balance the needs of all roadway users.

5.Q.2

Improve multimodal operations and safety by ensuring that Interchange Management Areas and other access plans and projects are coordinated with multimodal connectivity standards and are designed to support safe and convenient access and travel for all modes, when appropriate.

5.Q.3

Support the implementation of state access management standards (OAR Chapter 734, Division 51, as amended, and the Oregon Highway Plan) on state highway facilities and within Interchange Management Areas. Coordinate with the Oregon Department of Transportation for access control on state highways.

5.Q.4

If feasible, allow only collectors, connectors, or other arterials to intersect arterials.

5.Q.5

Access Standards shall be implemented through the Zoning and Development Ordinance and the County Roadway Standards. Where access management standards are adopted by the County in Special Transportation Plans, those standards shall apply.

5.Q.6

Developments should be designed to place driveway accesses on streets with the lowest functional classification or the lowest traffic volume.

5.R Policies on Improvements to Serve Development

5.R.1

Require new development to be served by adequate transportation facilities and access points that are designed and constructed to safely accommodate all modes of travel.

5.R.2

For new developments and land divisions, require right-of-way dedication, on-site frontage improvements to the applicable standards as shown in the roadway Cross Sections (Figures 5-1a through 5-1f and Figures 5-2a through 5-2f) and the County Roadway Standards, and off-site improvements necessary to safely handle expected traffic generated by the development and travel by active modes. Where roadway standards are adopted by the County in Special Transportation Plans, those standards shall apply.

5.R.3

Assess anticipated off-site traffic impacts caused by new developments. The developer may be required to participate financially or otherwise in the provision of off-site improvements, dedications or other requirements.

5.R.4

For new development proposed on a site identified on Map 5-6 (Potentially Buildable Residential Sites >5 Acres in UGB), require a conceptual street plan that is consistent with requirements of this section and provides for full street connections at intervals of no more than 530 feet, where feasible.

5.R.5

Require new development that will require construction of new streets to provide full street connections at intervals of no more than 530 feet, where feasible. If full street connections are not feasible at such intervals, require accessways for pedestrians, bicyclists or emergency vehicles at intervals of no more than 330 feet. Exceptions may be made where there are barriers, including topography, railroads, freeways, pre-existing development, existing easements, or environmental constraints such as streams and wetlands.

5.R.6

New development shall accommodate on-site traffic circulation within the boundaries of the site, not by circulating vehicles on and off the site through multiple access points using the public road system. Internal circulation plans should avoid relying on "backing out" maneuvers for new driveways onto all rural arterials and collectors.

5.R.7

Urban Require implementation of a road network for undeveloped sites illustrated on Map 5-6. Existing roads shall be extended to provide a direct, connected system.

5.R.8

Urban Where appropriate, develop and implement neighborhood traffic circulation plans for all modes intended to improve circulation while minimizing safety concerns and exposure to air and noise pollution.

5.R.9

Urban Discourage motor vehicle through-trips on local, connector and collector roads, and encourage bicycle and pedestrian travel on these roads.

5.R.10

Urban Allow flexible criteria and standards for local streets that are less than 200 feet in length, are expected to carry very low traffic volumes, and are not capable of being extended.

5.R.11

Urban Private streets may be appropriate in areas with topographic constraints that make construction of a road to County standards not feasible. Private roads are not classified as local roads and are not maintained by the County.

5.R.12

Rural Discourage through trips on rural local roadways.

5.S System Performance Policies

5.S.1

For County roads, evaluate transportation system performance and the impact of new development. Use the evaluation methodology in the County Roadway Standards.

5.S.2

Evaluate motor vehicle capacity needs for roadways within the urban area using the standards shown in Table 5-2a, except as established below.

Table 5-2a
Motor Vehicle Capacity Evaluation Standards for the Urban Area
Weekday Mid-day and Weekday PM Peak Periods

Maximum Volume to Capacity (V/C) Ratio

5.S.3

Exceptions to the motor vehicle capacity evaluation standards for review of development proposed on property within Metro's boundary are established as follows:

5.S.3.1 Within the Clackamas Industrial Area, no motor vehicle capacity evaluation standards shall apply.

5.S.3.2 For the intersections of SE Park Avenue/OR 99E, SE Park Avenue/SE Oatfield Road, and SE Park Avenue/SE 27th Street, motor vehicle capacity evaluation standards of the Station Community Design Type shall apply.

5.S.4

Evaluate motor vehicle capacity needs for roadways in the rural area using the standards shown in Table 5-2b.

Table 5-2b
Motor Vehicle Capacity Evaluation Standards for the Rural Area 
Weekday, AM and PM Peak Periods

Maximum Volume to Capacity (V/C) Ratio

Minimum Level of Service (LOS) or Maximum Volume/Capacity Ratio; Weekday Peak Periods

1 See Oregon Highway Plan for details.

5.S.5

Exception to the motor vehicle capacity evaluation standards for review of development proposed on property in the rural area is established as follows:

5.S.5.1 Within Government Camp Village, no motor vehicle capacity evaluation standards shall apply.

5.S.6

The maximum volume to capacity ratio for the ramp terminals of interchange ramps shall be v/c 0.85. (1999 Oregon Highway Plan, OHP Policy 1F Revisions, Adopted by OTC: Dec. 21, 2011).

5.S.7

Where more than one motor vehicle capacity standard would apply at an intersection, the standard allowing the higher level of congestion will be used, except for ramp terminal intersections.

Transit

Public transit service is essential for the mobility of many County residents, and provides an affordable option for others who prefer to use it. The County contains five major public transportation systems. Tri-County Metropolitan Transportation District of Oregon (TriMet), the state's largest transit provider, serves generally the western, more urbanized part of the county. The County also is home to four rural transit providers: South Clackamas Transportation District (SCTD) serving the Molalla area, Sandy Area Metro (SAM), Canby Area Transit (CAT) and Wilsonville's South Metro Area Transit (SMART). Clackamas County also directly supports the Mountain Express service which provides public transit to the Hoodland area along the Highway 26 corridor east of the City of Sandy. All of these services provide public transit as well as specialized services for seniors and persons with disabilities (paratransit) as mandated by the American with Disabilities Act.

Clackamas County participates in the development and implementation of the Coordinated Human Services Transportation Plan which addresses the services available to vulnerable populations throughout the Portland metropolitan area.

The County can influence the type of service provided and the way new developments interface with transit and provide amenities for transit riders. Busses operated by the six districts, as well as each of the school districts in the county must safely share the county's roads with all other users.

5.T Transit Policies

5.T.1

Work with transit agencies to identify existing transit deficiencies in the County, needed improvements, and additional park-and-ride lots needed to increase the accessibility of transit services to all potential users.

5.T.2

Emphasize corridor or roadway improvements that help ensure reliable and on-time transit service in the County.

5.T.3

Encourage transit providers to restructure transit service to efficiently serve local as well as regional needs.

5.T.4

Emphasize transit improvements that improve east-west connections; improve service between the County's industrial and commercial areas and neighborhoods; and best meet the needs of all County residents, employees and employers, regardless of race, age, ability, income level and geographic location.

5.T.5

Coordinate with all applicable transit agencies on all new residential, commercial and industrial developments to ensure appropriate integration of transit facilities and pedestrian access to transit facilities.

5.T.6

Require major developments and road construction projects along transit routes to include provisions for transit shelters, pedestrian access to transit and/or bus turnouts, where appropriate.

5.T.7

Promote park-and-ride lots, transit shelters and pedestrian/bikeway connections to transit. Coordinate the location of these facilities with other land uses to promote shared parking and bicycle/ pedestrian-oriented transit nodes.

5.T.8

Coordinate and cooperate with transit agencies to provide transportation for seniors, people with disabilities, and other transportation-disadvantaged populations. Provide continued support for paratransit services as required within a three-quarter-mile distance from fixed-route transit stops.

5.T.9

Coordinate transit-supportive, roadway improvements with transit providers to ensure financing and implementation of such improvements.

5.T.10

Urban Require pedestrian and transit-supportive features and amenities and direct access to transit for new development.

Pedestrian and transit supportive amenities may include pedestrian/bikeway facilities, street trees, outdoor lighting and seating, landscaping, shelters, kiosks, strict standards for signs, and visually aesthetic shapes, textures and colors. Buildings measuring more than 100 feet along the side facing the major pedestrian/transit access should have more than one pedestrian entrance. Pedestrian access should be provided to connect transit centers or transit stops on bus routes with centers of employment, shopping or medium-to-high density residential areas within one-quarter mile of these routes.

5.T.11

Urban Coordinate with transit providers to achieve the goal of transit service within one-quarter mile of most residences and businesses within the Portland Metropolitan UGB. Support more frequent service within Regional Centers, Town Centers, Station Communities, and Corridors and Main Streets.

5.T.12

Urban Work with federal, state and regional agencies to implement high-capacity transit in the regional High-Capacity Transit (HCT) System Plan in order to help relieve traffic congestion, provide for transportation alternatives to the automobile, and promote the County's economy. See Map 5-8c for the HCT network in the County.

5.T.13

Urban Site new commercial, institutional, and multi-family buildings at major transit stops as close as possible to transit, with a door facing the transit street or side street, and with no parking between the building and front lot lines.

5.T.14

Rural Focus safety improvements near existing or planned transit stops.

Freight, Rail, Air, Pipeline and Water Transportation

In 2009, Clackamas County adopted "Open for Business – Economic Development Plan (EDP)." This plan provides a comprehensive guiding policy document for the County to improve, diversify and grow the economy in Clackamas County. Crucial to economic development is the infrastructure that supports the businesses and the employees that work in those businesses. Specific goals and actions called out by the Economic Development Plan include:

• Maintain mobility for people and freight in the face of expected growth; and
• Respond to the opportunities and challenges faced by its cities and rural areas, and support them in their efforts to develop quality jobs and businesses,

Freight, rail, air, pipelines and water transportation make significant contributions to the movement of people and goods; improve the quality of life; and support economic development in Clackamas County.

Policies relating to the movement of freight via roads, rail, air, pipelines or water transportation must also respond to new regulations to ensure the highest level of safety.

5.U General Freight Policies

5.U.1

Coordinate the planning, development, maintenance and operation of a safe and efficient freight system for all freight modes in Clackamas County with the private sector, ODOT, Metro, the Port of Portland and the cities of Clackamas County.

5.U.2

Promote an inter-modal freight transportation strategy and work to improve multi-modal connections among rail, industrial areas, airports and regional roadways to promote efficient movement of people, materials, and goods.

5.U.3

Work with the private transportation industry, Oregon Economic Development Department, Port of Portland and others to identify and realize investment opportunities that enhance freight mobility and support the County, regional and state economy.

5.U.4

Make freight investments that, in coordination with the County's economic development strategies, help retain and grow the County's job base and strengthen the County's overall economy.

5.U.5

Ensure that freight rail lines and truck routes do not have disproportionately negative impacts on sensitive land uses (places where people with increased risk of adverse impacts from exposure to noise and air pollution are likely to gather, such as schools, senior centers, hospitals, parks, housing). Prioritize mitigation efforts for current sensitive land use areas near freight rail lines and truck routes. Mitigate impacts to sensitive land uses by using vegetative buffers, establishing rail "quiet zones," and coordinating land use plans.

5.V Freight Trucking Policies

5.V.1

Support the Truck Freight Route System, while not prohibiting the use of other roads for local pickup and delivery of goods and services. (See Maps 5-9a and 5-9b).

5.V.2

Improve and maintain the countywide Truck Freight Route System, the Regional Transportation Plan Freight Routes and Oregon Freight Plan Routes, as shown on Maps 5-9a and 5-9b.

5.V.3

Consider Heavy and Oversize Freight Movement requirements on State and County facilities when developing plans for transportation improvements and land use changes along freight routes designated as ORS 366.215 Corridors, as shown on Maps 5-9c and 5-9d.

5.V.4

Consider the safety of all travel modes that use the Truck Freight Route System when designing improvements to this system.

5.V.5

Accommodate freight travel on the Truck Freight Route System by improving facility design and operations.

5.V.6

Identify street improvements to reduce delays and to improve travel time reliability on roadways in the Truck Freight Route system

5.V.7

Work to improve the safety of Truck Freight Routes for all transportation modes.

5.V.8

Support the development of truck layover facilities/staging areas to reduce the conflicts between parked vehicles and adjoining land uses.

5.V.9

Utilize Intelligent Transportation Systems (ITS) solutions to improve safety and operations of freight movement.

5.W Rail Policies

5.W.1

Support the safe and efficient movement of goods by rail.

5.W.2

Support the reduction of the number of at-grade crossings of arterial and collector streets on main rail lines to reduce conflicts between rail use and other transportation modes, and improve safety.

5.W.3

On new or reconstructed arterials and urban collectors, prohibit at-grade crossings of main rail lines without traffic restrictive safety devices.

5.W.4

Support expansion and maintenance needed to establish reliable, higher speed (110-125 mph) freight rail service and intercity rail passenger service in the Willamette Valley.

5.W.5

Encourage the development of rail-accessible land uses within industrial areas adjacent to main rail lines.

5.W.6

Support the development of convenient inter-modal facilities such as ramp, terminal and reload facilities for transfers from truck to rail for long-haul freight movement.

5.W.7

Improve the safety and operations of rail transport at at-grade rail crossings and ensure that all at-grade crossings meet the best practices for facilitating safe, multi-modal crossings, as identified in the most recent version of the "Railroad-Highway Grade Crossing Handbook" (Federal Highway Administration [FHWA]).

5.W.8

Identify and protect existing and abandoned rail rights-of-way for future transportation facilities and services.

5.X Airport Policies

5.X.1

Coordinate with the Port of Portland, the Oregon Department of Aviation, and other affected agencies to implement the Mulino Airport Plan.

5.X.2

Coordinate with Marion County, the City of Wilsonville, the Oregon Department of Aviation, and other affected agencies to develop and implement the Aurora Airport Plan.

5.X.3

Allow new airports as conditional uses in appropriate zoning districts. Require new public use airports to be located within:

one mile of an arterial roadway, and

at least one mile away from urban residential areas.

5.X.4

Cooperate with the Oregon Department of Environmental Quality, Oregon Department of Aviation and Federal Aviation Administration to minimize conflicts between airports and uses of surrounding lands.

5.X.5

Require that new airports, airport expansions, or expansions of airport boundaries, except those limited to use by ultra-lights and helicopters, have a runway at least 1,800 feet long and control at least enough property at the end of each runway through ownership, aviation easement, or long-term lease to protect their approach surfaces until the approach surfaces are 50 feet above the terrain. Require the runway to be located so as to achieve at least a 20-foot clearance of the approach surface over a county, city or public road.

5.X.6

Apply a Public-Use Airport and Safety overlay zoning district to public-use airports, consistent with ORS 836.600 through 836.630, and as shown on Map 5-10.

5.X.7

Apply a Private-Use Airport and Safety overlay zoning district to privately-owned, private-use airports that served as the base for three or more aircraft, consistent with ORS 836.600 through 836.630, and as shown on Map 5-10.

5.X.8

Recognize privately-owned, private-use airports that served as the base for one or two aircraft on December 31, 1994, as shown in the records of the Oregon Department of Transportation and as shown on Map 5-10.

5.X.9

Encourage establishment of heliports in industrial areas in conjunction with state and federal standards for heliport design and location.

5.X.10

Support the role Clackamas County airports serve in supporting emergency response and disaster assistance.

5.Y Pipeline Policy

5.Y.1

Work with state and federal regulatory agencies, affected communities and pipeline companies to provide safe, quiet, environmentally sensitive, and efficient transport of bulk commodities.

5.Z Water Transportation Policies

5.Z.1

Maintain safe and convenient, multi-modal land access to the Canby ferry, and to public and commercial docks and boat ramps

5.Z.2

Support efforts to minimize noise and negative impacts caused by river transportation on air and water quality and to habitat for fish migration.

5.Z.3

Support the continued operation and maintenance of the Willamette Falls Locks to facilitate water transportation on the Willamette River.

Finance and Funding

The vast majority of surface transportation funding in the United States is derived from public sources at the federal, state, and local levels and primarily includes gas and vehicle taxes and fees. For a variety of reasons, including more efficient vehicles, trends toward shortening commutes or carpooling, and a general unwillingness to raise gas tax rates, jurisdictions across the nation are facing decreasing levels of available funding for transportation projects. That, combined with rising construction costs, leads to increasing challenges in finding available funds for all the improvements that are needed to the transportation system.

One way to control costs is to spend wisely by focusing on using and maintaining the transportation systems that exist. The County also is committed to identifying and pursuing potential new funding sources for transportation improvements.

5.AA General Finance and Funding Policies

5.AA.1

Support continuation of current (or equivalent) federal, state, and local funding mechanisms to construct and maintain County transportation projects. Identify and pursue new, permanent funding mechanisms to construct and maintain County transportation facilities and to support programs and projects identified in the TSP.

5.AA.2

Seek dedicated funding sources to implement active transportation projects.

5.AA.3

Establish funding for bicycle, pedestrian and transit projects that serve the needs of transportation disadvantaged populations.

5.AA.4

Consider a transportation system development charge methodology that calculates person trips to allow pedestrian, transit, and bicycle projects, as well as motor vehicle projects, to be funded by TSDCs.

5.AA.5

To the extent practical, invest unrestricted funding sources in a balanced manner between rural and urban areas.

5.AA.6

Urban Study creating a transportation facility funding program that establishes a "fee in lieu of" process that may be used by developers to pay for all on-site and off-site transportation facilities required as part of the land development process.

5.BB

Maintenance Policies

5.BB.1

Emphasize maintenance of existing rights-of-way, with improvements where appropriate, to improve traffic flow and safety for all transportation modes at a reasonable cost.

5.BB.2

Determine road maintenance needs and priorities and develop an effective and efficient road maintenance program.

5.BB.3

Develop routine maintenance standards and practices for the transportation system, including traffic control devices.

Transportation Projects and Plans

The County's Capital Improvement Plan (CIP) includes a 20-year plan for needed transportation improvements and the 5-year programmed projects. The CIP was developed through concentrated and intense scrutiny by County staff and several advisory groups.   Needed transportation projects were reviewed and analyzed with respect to how the transportation system is expected to function in 2035; how well each reflected the TSP vision and goals; and based on feedback from the public and several advisory committees. The Public Advisory Committee (PAC) developed the final recommendation to the Planning Commission on the project prioritization.

The purpose of the project prioritization was to identify a set of project that could reasonably be expected to be funded over the next 20 years. The funding forecast completed in 2012 indicates that only around 15% of the funding will be available to construct the needed projects. Therefore, the Capital Improvement Plan is divided into three project lists:

• 20-Year Capital Projects: contains the prioritized list of needed transportation projects that can reasonably be undertaken given the current estimates of available funding.
• Preferred Capital Projects: contains a second group of needed, prioritized transportation projects that the County would undertake if additional funding becomes available during the next 20 years.
• Long-Term Capital Projects: contains the remainder of the needed transportation projects. Although these projects will be needed to meet the transportation needs of the County in the next 20 years, they are not expected to be funded or constructed by the County.

The CIP will be updated as needed, and additional studies will be completed to optimize the work completed in this TSP by finding new ways to address known problems that cannot be solved by the current CIP. Special Transportation Plans include policy recommendations for a specific geographic areas or transportation facilities within the County Where conflicts exist between provisions of Special Transportation Plans and provisions of Chapter 5, provisions in the Special Transportation Plans take precedence.

5.CC Capital Improvement Plan Policies

5.CC.1

Fund and build the transportation improvement projects identified as needed to accommodate and appropriately manage future transportation needs. These projects are found in the following lists: 20-Year Capital Projects (Table 5-3a); Preferred Capital Projects (Table 5-3b); and Long-Term Capital Projects (Table 5-3c). Project locations are shown on Maps 5-11a through 5-11f.

5.CC.2

Maintain a current and complete 5-Year Capital Improvement Program (CIP), which contains the programmed transportation projects in priority order, with estimated costs and assigned responsibility for funding. Update and adopt the 5-Year Capital Improvement Program periodically.

5.CC.3

Support the construction of prioritized, major transportation improvements in the County as identified by other jurisdictions including the Oregon Department of Transportation, Metro, cities, transit agencies and park providers. The list of needed transportation projects to be built by other jurisdictions is located in Table 5-3d. The project locations are shown on Maps 5-11a through 5-11f.

5.DD Special Transportation Plans and Studies

5.DD.1

Designate the following as Special Transportation Plans:

• The SE 172nd Avenue/190th Drive Corridor Management Plan, adopted by reference in Appendix A;
• The Walk Bike Clackamas Plan, adopted by reference in Appendix A
• The Clackamas County Airport Plan, adopted by reference in Appendix A;
• Transportation elements of the Community Plans and Design Plans included in Chapter 10;
• The Exception to Statewide Planning Goal 3 (Agricultural Lands), Goal 11 (Public Facilities & Services) and Goal 14 (Urbanization), pursuant to OAR 660, Division 12, to allow for the Arndt Road improvement, which is substantially complete; (For findings of fact and statement of reasons, see Board Order 2003-76.)
• The Exception to Statewide Planning Goal 3 (Agricultural Lands), Goal 11 (Public Facilities & Services) and Goal 14 (Urbanization), pursuant to OAR 660, Division 12, to allow for the Arndt Road improvement listed as project number 2029 on Table 5-3b and shown on Map 5-11e; (For findings of fact and statement of reasons, see Board Order 2003-104.)
• The Clackamas County Active Transportation Plan, adopted by reference in Appendix A; and
• The Clackamas Regional Center Pedestrian/Bicycle Plan, adopted by reference in Appendix A.

5.DD.2

Complete the following studies to develop solutions to previously identified problems.

5.DD.2.1 Conduct an alternatives analysis and land use study to identify and consider roadway improvements to address access to I-5 within the southwest portion of the County and capacity deficiencies along Arndt Road (project #1106).

5.DD.2.2 For the urban unincorporated area, develop a study to identify potential pedestrian, bicycle, and safety performance standards for use during development review.  

5.DD.2.3 Develop a circulation study for the area west of the Clackamas Town Center and conduct a Transportation Infrastructure Analysis. (project #1018)

5.DD.2.4 Study the I-205 Multi-use Path gap to identify near term solutions for completing the path. (project #1026)

5.DD.2.5 Identify bicycle and pedestrian improvements to better connect OR 224 to the Clackamas Regional Center along 82nd Avenue. (project #1032)

5.DD.2.6 Work with ODOT and the City of Happy Valley to review the future need for the Sunrise Unit 2 (parallel to Highway 212, between 172nd Avenue and US 26), identified as a future, planned highway corridor.

5.DD.2.7 Work with ODOT, Metro, Oregon City, West Linn and any other affected jurisdiction to analyze and develop a solution to the transportation bottleneck on I-205 between Oregon City and the I-205 / Stafford Road Interchange. This process may include undertaking an Environmental Impact Statement to identify a preferred alternative that addresses the transportation congestion and facility operations issues on this portion of the I-205 corridor.

5.DD.2.8 Evaluate transitioning from transportation concurrency to safety analysis when a traffic impact study (TIS) is required of new development.

5.DD.2.9 Work with Metro and ODOT over five years to develop Alternate Road Capacity Performance Standards, required by Oregon Highway Plan Policy 1.F., to address the following five intersections. These intersections were forecast not to meet the capacity performance standards adopted in the 2013 TSP, and there were no projects identified that could make the intersections meet the standards.

• SE Harmony Road/SE Linwood Avenue
• OR 212/SE 172nd Avenue – ODOT Intersection
• OR 212/SE 282nd Avenue – ODOT Intersection
• OR 213/S. Henrici Road – ODOT Intersection (traffic signal or roundabout)
• OR 224/SE Lake Road/SE Webster Road – ODOT Intersection
•  

5.DD.2.10 Plan for an all-ages and abilities network of active transportation corridors that are comfortable for children and seniors. Such a network would involve a focus on safe and low-stress facilities such as protected bikeways; multi-use pathways that are physically separated from traffic on busy streets.

Definitions

The following definitions apply to usage within Chapter 5.

Airport, Private Use: An airport restricted, except for aircraft emergencies, to use by the owner and his invited guests. The determination as to whether an airport is private or public use is made by the Oregon Department of Aviation.

Airport, Public Use: An airport that is open to use by the flying public, with or without a request to use the airport.

Bikeway: A paved facility provided for use by cyclists. There are five categories of bikeways.

• Shared Roadway: A type of bikeway where motorists and cyclists occupy the same roadway area. Shared lane markings should be provided in the roadway to designate the shared use of the roadway by bicyclists and motorists. On shared roadway facilities, bicyclists may use the full travel lane. Two types of shared roadway facilities are:
  • o Shared Streets: A bicycle and pedestrian facility whereby speed limits on local roads are reduced to 20 mph and bicycles and pedestrians share the roadway with vehicles. Additional elements may include pavement markings; signage; speed bumps and motor vehicle diversion..
  • o Advisory Lanes: A bicycle facility where the center travel lane is shared by two-way automobile traffic and shoulder bikeways or bike lanes are provided on each side of the center lane. Vehicles may use the shoulder bikeways/bike lanes for passing but must yield to bicyclists and oncoming motorists.
• Shoulder Bikeway: A bikeway which accommodates cyclists on paved roadway shoulder.
• Bike Lane: There are three types of bike lanes:
  • o Buffered Bike Lane: Bicycle lanes with a striped buffer providing greater separation from vehicles than a typical bike lane.
  • o Protected Bike Lane: Bicycle lanes parallel to the roadway and separated from traffic by a buffer as well as by a barrier such as a landscaped buffer, parked cars, or flexible bollards.
  • o Conventional Bike Lane: A section of roadway designated for exclusive bicycle use, at the same grade as the adjacent roadway.
• Bike Path: A bike lane constructed entirely separate from the roadway.
• Cycle Track: An exclusive "grade-separated" bike facility elevated above the street level using a low-profile curb and a distinctive pavement material. Two-way cycle tracks are physically separated cycle tracks that allow bicycle movement in both directions on one side of the road.

Communities of Interest: Black people, Indigenous people, and People of Color (BIPOC); immigrants; people with limited English proficiency; low-income and low-wealth community members; low-and-moderate-income renters and homeowners; people with disabilities; youth and seniors.

Functional Classification: The process by which streets and highways are grouped into classes, or systems, according to the character of traffic service that they are intended to provide. Functional classifications found in Clackamas County and typical characteristics of each classification follow:

• Principal Arterials: (Freeway/Expressway and other designated Principal Arterials). Serves interregional and intraregional trips and carries heavy volume at high speed. Primarily Interstate Freeways and State Highways but also includes other roads designated as Principal Arterials. These roads make up the National Highway System.
• Major Arterial: Carries local and through traffic to and from destinations outside local communities and connects cities and rural centers. Moderate to heavy volume; moderate to high speed.
• Minor Arterial: Connects collectors to higher order roadways. Carries moderate volume at moderate speed.
• Collector: Principal carrier within neighborhoods or single land use areas. Links neighborhoods with major activity centers, other neighborhoods, and arterials. Generally not for through traffic. Low to moderate volume; low to moderate speed.
• Connector: Collects traffic from and distributes traffic to local streets within neighborhoods or industrial districts. Usually longer than local streets. Low traffic volumes and speeds. Primarily serves access and local circulation functions. Not for through traffic in urban areas.
• Local: Provides access to abutting property and connects to higher order roads. New local roads should intersect collectors, connectors, or, if necessary, minor arterials. Not for through traffic.
• Alley: May be public or private, to provide access to the rear of property. Alleys should intersect local roads or connectors. Not for through traffic

Level of service (LOS): A performance measure that represents quality of service of an intersection or roadway segment, measured on an A–F scale, with LOS A representing the best operating conditions from the traveler's perspective and LOS F the worst.

Major Transit Stop: A transit center, major bus stop, or light rail stop, as identified on Comprehensive Plan Map 5-8a, Transit, Urban.

Major Transit Street: A street with a Frequent Service Bus Line, as identified on Comprehensive Plan Map 5-8a, Transit, Urban; existing or planned High Capacity Transit, as identified on Comprehensive Plan Map 5-8c, High Capacity Transit (HCT) System Plan; or both.

Mode (also "travel mode"): A particular form of travel, for example, walking, bicycling, traveling by automobile, or traveling by bus.

Multi-use Path: A paved path built for bicycle and pedestrian traffic that is physically separated from motor vehicle traffic, and can be either within the road right-of-way or within an independent right-of-way.

Pedestrian Facilities: Sidewalks, pedestrian pathways, or other facilities that are designed specifically for pedestrian use, as identified by functional classification in cross sections (Figures 5-1 through 5-3) or as determined appropriate by the County Planning Director and the County Road Official or County Engineer.

Principal Active Transportation (PAT) Route: Priority routes for pedestrian and bikeway facilities which form the "spine" of the County active transportation network that have been identified in the Active Transportation Plan. PAT Routes provide connection to key county destinations, link rural and urban communities, and connect to Parkways and Bikeways as identified in the Metro Regional Active Transportation Plan. Specifics about the appropriate bikeway and/or pedestrian facility treatments for the PAT Routes are included in the Active Transportation Plan.

Trail: A hard- or soft-surfaced facility for pedestrians, bicyclists, or equestrians that is separate from vehicular traffic. Trails often go through natural areas and are designed to have a minimal impact on the natural environment.

Transportation Demand Management (TDM): Strategies to achieve efficiency in the transportation system by reducing demand.

Transportation Disadvantaged: Persons who, because of physical or mental disability, income status, or age, are unable to transport themselves or to purchase transportation and are, therefore, dependent upon others to obtain access to health care, employment, education, shopping, social activities, or other life-sustaining activities, or children who are handicapped or high-risk or at-risk.

Truck Freight Route System: A set of identified arterials, collectors and State facilities that support the efficient movement of goods throughout the County.

Road: A public or private way created to provide ingress to, or egress from, one or more lots, parcels, areas or tracts of land, or that provides for travel between places by vehicles. A private way created exclusively to provide ingress and egress to land in conjunction with a forest, farm or mining use is not a "road." The terms "street," "access drive" and "highway" for the purposes of this Plan shall be synonymous with the term "road."

Roadway: That portion of a road or alley that has been improved for vehicular and pedestrian traffic.

Rural: Areas that are either (a) outside the Portland Metropolitan Urban Growth Boundary and outside city limits, or (b) inside the Portland Metropolitan Urban Growth Boundary and have a Comprehensive Plan designation of Agriculture, Forest, Rural, Rural Commercial, Rural Industrial or Unincorporated Community Residential.

Urban: Areas that are inside the Portland Metropolitan Urban Growth Boundary, except areas that have a Comprehensive Plan designation of Agriculture, Forest, Rural, Rural Commercial, Rural Industrial or Unincorporated Community Residential.

Volume-to-Capacity (v/c) Ratio: A volume-to-capacity ratio compares vehicle volumes (the roadway demand) with roadway supply (carrying capacity). Volume refers to the number of vehicles using a roadway at a specific time period (and length of time), while capacity is the road's ability to support that volume based on its design and number of lanes.

Last amended 7/17/2025

Housing stock within Clackamas County serves local communities and also ties into the regional supply. As such, many of the housing challenges currently facing the county are not unique to the local area and solutions must be considered within the context of regional and statewide trends, as well as county-wide needs. To move forward, we must also look back and acknowledge actions in the past that have harmed and excluded members of our community. Residential zoning has a complex history that resulted in exclusion of low-income, black, indigenous, and people of color from certain neighborhoods. In Oregon, this history was especially harmful with direct exclusion of non-white people from the state until 1926. Although those exclusions are illegal today, their negative impacts are still affecting our community through the legacy of exclusionary zoning. Housing policy and code changes are an opportunity to help mitigate effects of these past practices; housing policies moving forward must be more focused on equity, diversity, and inclusion.

Meeting the future housing needs and desires of residents will require the County to allow for new housing types and densities. A wider range of housing prices can be encouraged by providing a greater variety of lot sizesand more opportunities for the development of a range of housing sizes and types. Providing more opportunities for the development of multifamily dwellings and other alternative housing forms are needed to house the young, the elderly, and lower-income households who may prefer, or only be able to afford, housing types other than detached single-family homes. And as the current housing stock ages and redevelopment takes place, regulations pertaining to density, design and accessibility will shape neighborhoods and the county.

Housing Goals

• Goal 1: Meet the needs of the County houseless population through a variety of short- and long-term options.
• Goal 2: Encourage development that will provide a range of choices in housing type, density, and price throughout the County.
• Goal 3: Provide housing opportunities that meet the economic, social, and cultural needs of community members while using energy, land, and public facilities as efficiently as possible.

Background and Issues

In response to growing concerns about increasing housing costs, increasing homelessness, and an historic lack of equity in housing policies, both the Oregon State Legislature and the Clackamas County Board of Commissioners (BCC) recently took action to address housing issues.

The Oregon State legislature took action to affect housing development in larger jurisdictions in the state. The two most notable bills affecting how the County regulates housing include:

• Senate Bill 1051(2017), which requires jurisdictions to provide clear and objective standards for housing development, and to allow accessory dwelling units (ADUs) in areas zoned for detached housing inside urban growth boundaries; and
• House Bill 2001(2019), which requires larger jurisdictions, including the County, to allow duplexes, triplexes, quadplexes, cottage clusters and townhouses ("middle housing") on urban lots zoned for a single-family home.

In 2018, the BCC appointed the Affordable Housing and Homelessness Task Force (Task Force) to research, recommend, and support, new policies and strategies to address housing affordability and homelessness in the County. The BCC also initiated the production of a countywide Housing Needs Analysis, which was completed in 2019 and compared expected housing demand with available land supply over 20 years.

The Task Force and the Housing Needs Analysis identified following as the top issues facing the county with respect to housing:

• In the County, population growth is fueling strong demand for new housing units. Future housing needs will need to be accommodated in an urban area with a rapidly dwindling supply of residentially-zoned land.
• Housing built in the County continues to be predominantly detached, single-family dwellings while the need for smaller units and multi-family units is increasing due to changing demographics in the county.
• Housing is becoming increasingly less affordable.
• The number of people experiencing houselessness is increasing.
• Manufactured home parks continue to provide a valuable source of affordable housing, but face redevelopment pressures as land values and housing prices continue to increase.
• It is essential to consider equity within housing policies. It has be demonstrated that housing cost burdens fall disproportionately on people of color and rates of homeownership are significantly lower for Hispanic and non-white households than for white households.
   

Creating housing opportunities that are safe, affordable, available, and accessible for all residents must be done within the context of federal, state, and regional regulations. The Comprehensive Plan and Zoning & Development Ordinance need to be responsive to new initiatives adopted by these regulatory agencies to ensure the development of sufficient and sustainable housing opportunities. The county's goals and policies to address housing have been created within this context and are intended to guide development of more equitable and diverse housing and neighborhoods in the county.

Housing Goal 1: Meet the needs of the County houseless population through a variety of short and long-term options.

Over the last several years, the cost of living has outpaced wage growth across the nation and in the County. As rent and homeownership become less affordable, the risk of becoming houseless increases. Meeting the needs of the county's houseless population will require coordination between several county departments to ensure that safe, affordable shelter place, as well as the services necessary to help the houseless transition to more permanent housing can be provided.

6.A Houselessness Policies

6.A.1 Support regional programs and the County's Public Housing Program as a means to provide more low- and moderate-income housing.

6.A.2 Give priority for relocation into public housing to low-income residents displaced by development.

6.A.3 Develop and support a full spectrum of shelter and housing options (e.g., emergency shelters, transitional shelters, and public housing) that assist individuals in moving from houselessness to stable, long-term housing solutions.

6.A.4 Collaborate with community partners to provide a continuum of supportive services and programs that address the needs of unhoused persons and families to assist in their transition to more permanent housing solutions.

6.A.5 Ensure the Zoning and Development Ordinance allows for places to develop temporary shelters, alternative shelter models, and other transitional housing types.

Housing Goal 2: Encourage development that will provide a range of choices in housing type, density, and price throughout the County.

Throughout the County, there is a need to have housing available where people live and work. Having a range of housing types and prices will help to alleviate the deficit of land that exists to accommodate the needed future housing supply.

6.B Housing Type Policies

6.B.1 Enable a range of housing types throughout the county in a range of zoning districts.

6.B.2 Allow for accessibility and universal design standards.

6.B.3 Allow middle housing in urban, low density residential areas.

6.B.4 Provide for higher-density, single-family development by planning for developments in smaller-lot zoning districts.

6.B.5. Encourage smaller lots by allowing for planned unit developments and middle housing developments.

6.B.6 Provide for increased capacity for multifamily development in the urban area.

6.B.7 Allow for the development of housing on existing legal lots that do not meet the current minimum lot size in a zoning district.

6.B.8 Support the continued existence of manufactured dwelling parks and require that parks shall not be redeveloped unless a plan for relocation of the existing tenants is submitted and approved prior to redevelopment.

6.B.9 Allow new manufactured home parks as a primary use in Medium Density Residential zoning districts, but not in designated commercial, industrial, or higher-density multifamily areas.

6.C Housing Affordability Policies

6.C.1 Encourage more affordable housing by allowing for a variety of housing densities and price ranges throughout the county.

6.C.2 Allow for rental units with a variety of size, location, and accessibility.

6.C.3 Enable more affordable pathways to home ownership.

6.C.4 Pursue subsidies to provide affordable housing for low- and moderate-income households.

6.C.5 Provide expedient, efficient design review, building permit, zoning, and subdivision processes.

6.C.6 Allow alternative road and improvement standards where appropriate (see the policies in the Roadways section of Chapter 5, Transportation System Plan).

6.C.7 Allow reduced utility and roadway costs through flexible lotting patterns in subdivisions and planned unit developments.

6.C.8 Allow density transfers to encourage the creation of less expensive lots (see the policies in Chapter 4, Land Use).

6.C.9 Allow, where appropriate, residential density bonuses for:

• • Affordable housing units, developed either through a government-subsidized program or by the private sector
• • Housing included as part of a mixed-use development
• • Parks dedication
• • Where special performance criteria have been met.

Housing Goal 3: Provide housing opportunities that meet the economic, social, and cultural needs of community members while using energy, land, and public facilities as efficiently as possible.

Economic, social, and cultural perspectives influence the aspects of the built environment that create welcoming and livable communities. The following policies are designed to address the livability of the County.

6.D Livability Policies

6.D.1 Encourage growth in areas where public services can be economically provided.

6.D.2. Support programs that help homeowners and renters to remain in their homes if redevelopment puts upward pressure on home costs and rents.

6.D.3 Consider housing choice, livability, and displacement when developing community plans.

6.D.4 Make use of existing urban service by allowing for infill development and providing for middle housing types when the existing home is retained.

6.D.5 Provide for a variety of middle housing opportunities that meet the design standards that apply in existing, urban residential neighborhoods.

6.D.6 Allow greater flexibility for duplexes, triplexes, and quadplexes in the urban area.

6.D.7 Invest in active transportation systems to support livable neighborhoods (see the policies in the Roadways section of Chapter 5).

6.D.8 Encourage shared access to limit impervious surface and to promote efficient use of existing infrastructure and pedestrian safety.

6.D.9 Provide for buffers between residential areas and neighboring nonresidential land use.

6.D.10 Allow flexibility in residential setback requirements pursuant to adopted criteria to support a more uniform street frontage and the development of existing lots with unique circumstances.

6.D.11 Require design review approval for all multiple-family development, where appropriate.

6.D.12 Ensure design review considers the continued livability of existing neighborhoods by requiring design review address at least the following:

• • Energy efficiency and conservation
• • Access to transit
• • Crime prevention including natural surveillance of public areas by residents
• • Open space, including recreation areas and children's play areas
• • Privacy considerations, including private entries, patios, and fencing
• • Noise abatement
• • Shared parking to reduce paved areas
• • Accessibility of parking to units
• • Pedestrian/bicycle facilities on and off site
• • Minimization of impervious ground cover
• • Retention of natural areas and features such as major trees
• • Landscaping
• • Screened parking areas.

Last Amended 9/5/23

The provision of public facilities and services is a key ingredient in the development of Clackamas County and the implementation of this Plan. All development requires a certain level of public facilities and services. The objective of this Plan element is to provide the level of public facilities and services to support the land use designations in this Plan, and to provide those facilities and services at the proper time to serve development in the most cost effective way.

This chapter addresses, in part, the requirements of the Land Conservation and Development Commission's (LCDC's) Goal 11, also known as Oregon Administrative Rule 660, Division 11. It requires planning for sanitary sewage treatment, water, storm drainage and transportation. Adequate levels of those public facilities and services must be available before urban levels of development can be built in a manner consistent with the land use designations in this Plan. (Transportation facilities and services are addressed in Chapter 5 of this Comprehensive Plan). Further detail, particularly with regard to necessary facility improvements and their costs, can be found in the County's Public Facilities Plan.

Failure to plan for public facilities properly could result in unnecessary financial costs, if the services are provided in excess of needed levels. Unnecessary environmental degradation and ultimately more financial cost could result if services are not properly designed to accommodate the anticipated level of development.

The public facilities and services policies of this Plan provide a logical framework for the timely, orderly and efficient arrangement of facilities and services required to meet the population and economic needs of this County. The following policies will be used to guide and coordinate the provision of future facilities and services with development activities in Clackamas County. Other policies that may pertain to public facilities and services are included in the Natural Resources, Transportation, and Land Use Chapters of this Plan.

Issues

Several critical issues stand out among the others when planning for the provision of new public facilities and services. These issues are:

• The type of services provided,
• The appropriate level of each service,
• The arrangement or pattern of services,
• The timing of the necessary services,
• Who should provide the services,
• Who should benefit from and pay for the necessary services,
• The differential cost of providing services in different geographic areas.

Summary of Findings and Conclusion

Sanitary Sewage Treatment

• Twenty different management agencies either collect, treat, plan or regulate existing sewage facilities serving the urban portions of Clackamas County.
• The County's approved Sewerage Facilities Master Plan is the guiding planning document for the development and operation of wastewater facilities in Clackamas County.
• Improving sewage facilities is highly capital intensive. Current rates and charges, including either user rates or system development charges, will likely need to be increased over the next twenty-year period to fund major capital improvement programs.
• All future sanitary facilities must comply with federal, state and regional water quality goals and regulations.
• Provision of sanitary facilities must be coordinated with other essential facilities and services.

Water

• At present, a sufficient supply and source of drinking water exists to serve the projected urban population needs of Clackamas County.
• The County Health Department has identified 232 public water districts serving four or more households.
• The primary sources of water are Bull Run, Clackamas River, Molalla River and groundwater. Wilsonville has recently decided to use the Willamette River as a municipal water source.
• Although the Clackamas River is an excellent source of water, there is a potential problem of "over-allocating" individual water rights relative to the available water supply.
• Many purveyors will need to expand their in-system storage capacity to meet 20-year demands. This storage is needed to meet short-term emergency fire demands in excess of transmission facility capacity and peak demand.
• Many of the smaller private purveyors have inadequate treatment systems and little storage capacity to meet 20-year demands.
• Information concerning groundwater is incomplete. At present data are incomplete on quantities of groundwater withdrawn by private users. (See Natural Resources and Energy chapter, Groundwater Section.)
• The Regional Water Providers Consortium provides a forum for water purveyors serving the urban areas of the County to discuss regional water issues, including revision of service areas. Final decisions regarding actual services will continue to be made by local service providers.

Storm Drainage

• Storm drainage basin planning is substantially complete for the urban areas of Clackamas County using a 20-year planning period, and that planning is in process for Urban Reserves.
• The County currently lacks a comprehensive stormwater system and lacks mechanisms for upgrading inadequate sections for the urban areas. The service providers are working on planning and building regional facilities for water quality and quantity.
• The County has stormwater improvement requirements that include on-site detention and provide options for regional detention and the service providers are working on water quality requirements.
• The Endangered Species Act and the listing of Steelhead and Salmon as threatened species are critical considerations in the formulation of surface water management policy.
• Implementation of any storm drainage program requires a major financial investment. Federal and state revenue sources are insufficient to support major storm drainage improvements. Local methods of finance will be more heavily relied upon to develop storm drainage improvements.

Solid Waste

• Disposal of solid waste materials is a regional problem necessitating a regional solution. Metro is the regional planning authority charged with the responsibility of overall planning, siting and management of solid waste disposal in the metropolitan area. Metro is also responsible for state-mandated recycling and recovery in the tri-county region.
• Metro has made arrangements with a private firm to construct a new landfill in Arlington, Oregon to accept the region's solid wastes.
• Solid Waste facilities in Clackamas County are the Metro South Transfer Station, Sandy Transfer Station and Mt. Hood Refuse Center, and the Canby Transfer and Recycling Station. The only mixed waste processing center in Clackamas County is KB Recycling, although other centers in adjacent Counties serve Clackamas County as well. Several yard debris processors and composting facilities are located in Clackamas County.
   

Fire and Emergency Medical

• The level of fire safety in any community depends upon several factors, including: water supply and pressure, fire station staffing, condition of transportation routes, travel times, distance between vegetation and buildings, fire agency capabilities, and housing densities.
• Nine fire districts provide fire and emergency medical services to the unincorporated portions of Clackamas County.
• An intergovernmental agreement between the fire agencies and the County establishes one Fire Code for all agencies (implemented by the Building Department and at Development Review).
• Each fire agency's response standard and its capabilities are established by its governing body and vary based on community taxpayer support.
• Automatic and mutual assistance agreements exist countywide that address routine to catastrophic incident response, and are updated on a regular basis, or as needed under the auspices of the Clackamas Fire Defense Board.

Law Enforcement

• Police services are provided by nine agencies in Clackamas County. Clackamas County's Sheriff's Department serves by far the largest geographic area including contractual patrol services to Happy Valley, Johnson City, Rivergrove, Wilsonville and Estacada.
• The Sheriff's Department operates and maintains the only County jail facility, which is located on the Red Soils complex in Oregon City.
• The County operates and maintains a radio system and dispatch facilities that provide communication services for the fire, emergency medical system, and law enforcement providers in the County. The cities of Lake Oswego and Gladstone maintain separate dispatch facilities for fire, emergency medical system, and police services. The City of Milwaukie provides its own police dispatch center.
  There is an "enhanced" 9-1-1 telephone system that serves all of Clackamas County.

Schools

• Ten separate school districts operate 105 public primary and secondary schools in Clackamas County.
• Coordination between the County Planning Division and school district administrations can be improved, particularly in reviewing new subdivisions and reviewing the location of additional school facilities. Due to state land use law, schools cannot be compensated for the impact of development, nor can the County limit development based on inadequate school capacity.

County Government

• During the past decade, Clackamas County has experienced significant population growth, resulting in expanded levels of governmental services. As a consequence, the County has leased space in a number of locations. A Master Facility and Space Consolidation Plan should be implemented by the County.
• Clackamas County, in its role of coordinator for public facilities as required by the Land Conservation and Development Commission's (LCDC's) Goal 11, has adopted a Public Facilities Plan for the North Clackamas Urban Area. It describes facilities for sanitary sewage treatment, storm drainage, public water, and transportation. It describes the existing facilities, future needs for 5-year and 20-year periods, the cost of meeting those needs, and the sources of funding expected to pay for the expansions.
   

Public Facilities

Clackamas County adopts as supporting documents to this Plan the public facilities plans titled, "Transportation Element", "Sanitary Sewerage Services", "Water Systems", and "Storm Drainage Element", including the public facility project titles contained therein. The public facility projects' locations or service areas are shown on maps contained within the above reports. Additional supporting documents are the master plans for Cow and Sieben Creeks, Kellogg/Mt. Scott Creek, and Rock and Richardson Creeks.

Public Faciliies Goals

• Maintain and improve the quality of Clackamas County's streams, lakes, waterways and groundwater.
• Provide for the location and development of sanitary sewage treatment, collection and reuse facilities to support existing and future land use development in all urban areas of the County.
• Provide for the location and development of drinking water facilities to support existing and future land development.
• Protect the quantity and quality of drinking water supplies.
• Coordinate the location and size of drinking water facilities with appropriate water purveyors.
• Minimize stormwater runoff, water pollution, siltation, soil erosion and flooding.
• Improve fish habitat and support recovery of aquatic species.
• Require adequate storm drainage, public sanitary sewer and public water service concurrent with development in areas that require these services.
• Provide a systematic control for the collection, transport, storage, separation, processing, recycling, resource recovery and disposal of solid waste.
• Minimize the impact on air, land and water quality and neighborhoods when siting sanitary landfills.

7.A Sanitary Sewage Treatment Policies

7.A.1 Recognize County responsibility for operating, planning and regulating wastewater systems as designated in the approved Sewerage Facilities Master Plan.

7.A.2 Recognize that Clackamas County Service District No. 1, Tri-City Service District, Oak Lodge Sanitary District, the Unified Sewerage Agency and the City of Portland have responsibility for operating, planning, and regulating wastewater systems as designated in the approved Sewerage Facilities Master Plan.

7.A.3 Require all agencies that provide sewer treatment and collection services in Clackamas County to be consistent with a DEQ approved Sewerage Facilities Master Plan.

7.A.4 Ensure that sewage facilities in Clackamas County are developed and maintained by the appropriate sanitary district, county service district or city.

7.A.5 Require, if necessary, provision of sanitary sewers prior to development in areas identified as "health hazards" by the State of Oregon.

7.A.6 Require sanitary sewage service agencies to coordinate extension of sanitary services with other key facilities, i.e., water, transportation, and storm drainage systems, which are necessary to serve additional lands.

7.A.7 Require the timely and orderly provision of sanitary sewers in all Immediate Urban areas except those identified as Floodplain and other hazard areas.

7.A.8 Prohibit new on-site sewage disposal systems within Urban Growth Boundaries except for:

7.A.8.1 A lot of record outside of a sewage service district, legally recorded prior to January 31, 1980; or

7.A.8.2 Parcels of ten acres or larger in Future Urban areas inside the Metro Urban Growth Boundary (UGB); or

7.A.8.3 Outside the Metro UGB on lots that conform to the minimum lot size of the zone; or

7.A.8.4 Parcels inside a sewage service district having unique topographic or other natural features that make sewer extension impractical as determined on a case by case basis by the sewer service provider.

7.A.9 Except as provided by the Oregon Revised Statutes for abandoned or diminished mill sites in "Rural" designated areas, and except as provided in OAR 660-011-0060(3), (4), (8), and (9) and consistent with Statewide Planning Goal 11, prohibit:

7.A.9.1 The establishment of new sewer systems, as defined in OAR 660-011-0060(1), outside urban growth boundaries or unincorporated communities;

7.A.9.2 The extension of sewer lines from within urban growth boundaries or unincorporated community boundaries in order to serve uses on land outside those boundaries;

7.A.9.3 The extension of sewer systems, as defined in OAR 660-011-0060(1), that currently serve land outside urban growth boundaries and unincorporated community boundaries in order to serve uses that are outside such boundaries and are not served by the system on July 28, 1998.

7.A.10 Allow sewerage systems in the Wildwood/Timberline, Zigzag Village, Rhododendron, Wemme/Welches, Government Camp and Boring Unincorporated Communities, provided such systems are not allowed to expand outside the boundaries of these communities, except as provided by the Oregon Revised Statutes for abandoned or diminished mill sites or as otherwise provided by Policies 7.A.9 or 7.A.11.

7.A.11 Allow DEQ approved sewage disposal systems in "Agricultural" and "Forest" designated areas if:

7.A.11.1 Necessary to alleviate a public health hazard or water pollution problem that has been identified by the State of Oregon.

7.A.11.2 Necessary for parks or recreation lands when consistent with the protection of forests and agriculture, or for housing necessary for the conduct of forest or agriculture related activities.

7.A.12 Coordinate the review of development applications with the appropriate sanitary sewer service provider to ensure that approval is not granted in the absence of adequate sanitary sewer facilities or a mechanism to provide them concurrently with development.

7.B Water Policies

7.B.1 Develop a Countywide program for domestic water source development.

7.B.2 Require all public water purveyors to design the extension of water facilities at levels consistent with the land use element of the Comprehensive Plan. Capacity suitable for fire protection needs to be included.

7.B.3 Require water purveyors in urban areas to coordinate the extension of water services with other key facilities, i.e., transportation, sanitary sewers, and storm drainage facilities, necessary to serve additional lands.

7.B.4 Encourage development in urban areas where adequate urban water facilities already exist.

7.B.5 Require water service purveyors to provide water services for non-urban areas at levels appropriate for non-urban use.

7.B.6 Coordinate the review of development applications with the appropriate water service provider to ensure that approval is not granted in the absence of adequate water facilities or a mechanism to provide them concurrently with development.

7.C Storm Drainage Policies

7.C.1 Require all new developments to meet the development standards of the appropriate service provider.

7.C.2 Require submission of storm drainage, water quality and erosion control plans prior to approval of all new development, and implementation of such plans.

7.C.3 Require that urban stormwater runoff be minimized by nonstructural controls, where feasible, to maintain the quality and quantity of runoff in natural drainage ways. These areas may be calculated as part of the required open space.

7.C.4 Require runoff from impervious surfaces to be collected and treated, as required by the appropriate service provider, prior to discharge to a natural drainage way capable of accepting the discharge.

7.C.5 Require control measures to minimize erosion and sedimentation during construction. The method of retention and control shall be approved by the appropriate service provider.

7.C.6 Stabilize drainage ways as necessary below drainage and culvert discharge points for a distance sufficient to minimize erosion created by the discharge.

7.C.7 Determine the responsibility for installation of storm drainage systems prior to final approval of all new developments.

7.C.8 Coordinate the review of development applications with the appropriate storm drainage service provider to ensure that approval is not granted in the absence of adequate storm drainage facilities or a mechanism to provide them concurrently with development.

7.D Solid Waste Policies

7.D.1 Coordinate with Metro in the proper siting and operation of solid waste facilities in Clackamas County.

7.D.2 Require future sanitary landfill sites to meet appropriate State and regional siting criteria and regulations.

7.D.3 Ensure that the operation of solid waste facilities and services is consistent with County Solid Waste and Waste Management Ordinances.

7.D.4 The guiding policy for waste management in the County should be based on the following priorities:

7.D.4.1 Reduce the amount of solid waste generated.

7.D.4.2 Reuse material for the purpose for which it was originally intended.

7.D.4.3 Recycle material that cannot be reused.

7.D.4.4 Compost material that cannot be reused or recycled.

7.D.4.5 Recover energy from solid waste that cannot be reused, recycled, or composted so long as the energy recovery facility preserves the quality of air, water, and land resources.

7.D.4.6 Dispose of, by landfilling, any solid waste that cannot be reused, recycled, composted or from which energy cannot be recovered.

7.E Street Lighting Policies

7.E.1 Encourage provision of street lighting for all new and existing developments inside the Urban Growth Boundary.

7.E.2 Outside urban growth boundaries, discourage installation of street lighting except in Unincorporated Communities and in subdivisions with lots of one acre or less. This policy is not intended to prevent installation of individual lights necessary for security or public safety.

Public Services

Public Services Goals

• Support a sufficient level of fire safety and prevention in all areas of the County in order to minimize the risk of fire damage to the life and property of all residents.
• Develop and maintain County law enforcement and correction services to provide safety to all County residents.
• Coordinate proposed land use actions and Plan amendments with school districts.
• Coordinate the location and size of future school sites with appropriate school districts.
• Support school facilities as focal points of community activity subject to available funding and interest.
• Locate County governmental facilities to maximize service to all County residents in the most cost efficient manner.

7.F Fire Policies

7.F.1 Facilitate coordination between fire districts and developers prior to approval of future development to insure appropriate levels of fire safety.

7.F.2 Encourage all public water purveyors to maintain a sufficient amount of water storage and pressure within the system to maintain minimum fire flow.

7.F.3 Coordinate with fire and water districts in locating fire hydrants in new development.

7.G Law Enforcement Policies

7.G.1 Encourage provision of the appropriate level of Sheriff services in urban and rural areas.

7.G.2 Review proposals for additional law enforcement and correction facilities to assure that such proposals are consistent with the Comprehensive Plan and policies.

7.H Education Policies

7.H.1 Encourage maximum use of school facilities.

7.H.2 Support proposals that recommend using school facilities or portions of school facilities for senior citizen, day-care, or preschool age children activities.

7.H.3 Encourage development of portions of school property or adjacent property as neighborhood park and recreation facilities in park deficient areas.

7.H.4 Require notification to school districts of all subdivision applications.

7.H.5 Encourage the location of schools in the urban areas within a safe walking distance for students.

7.H.6 Encourage barrier free elementary school service areas, i.e., minimize service areas bisected by major arterials, highways, railroads, waterways, commercial or industrial areas.

7.H.7 Encourage junior and senior high schools to be centrally located on, or near, an arterial within its service area.

7.I County Government Policies

7.I.1 Promote consolidation of County services and facilities whenever possible.

7.I.2 Work toward developing a major centralized facility for County Government.

7.I.3 Encourage the location of Human Resource services in locations convenient to the citizens of the County.

Last Amended 10/23/21

If any community is to thrive and prosper, jobs must be available to provide income for its residents. The type, quality, wage rates, and variety of jobs available in the community determine, to a large extent, the lifestyle and well-being of its residents.

The economy of Clackamas County is not separable from that of surrounding urban areas, nor is it uniform throughout. The northwest urban portion of the County clearly is part of the highly diversified urban economy of the Portland metropolitan area, with similar industries, and many retail and service businesses to serve the large urban population. The rural parts of the County and the cities lying outside the northwest urban area have traditionally been timber- or agriculture-based economies; however, residents are increasingly commuting to jobs in the Portland and Salem urban areas.

Issues

• Providing jobs for existing and expected population
• Job locations, numbers, and types
• Balancing community livability and environmental quality with economic development
• Protecting existing firms
• Industrial and commercial growth
• Types and locations of commercial and industrial development
• Quality of industrial and commercial areas
• Relationship of industrial land uses and environmentally sensitive areas
• Relationships of commercial and industrial sites to housing and transportation
• Future of natural-resource-based industries
• Relationship of increased employment and accelerated immigration
• Home occupations
• Adapting to the information/global/service economy.

Summary of Findings and Conclusion

• The County contained approximately 86,500 nonagricultural jobs in 1987. An increase of up to 48,100 new jobs is expected by the year 2010.
• Clackamas County's economy was traditionally dominated by natural-resource-oriented industry, but has become increasingly diversified, especially in the urban area.
• Half of County residents commute out of the County to work.
• Timber-related employment declined substantially in the 1980s, and is expected to remain relatively low because of increasing productivity and the limited timber supply.
• Decline in natural-resource-related employment could be offset somewhat by improved management in some classes of timber lands, fully processing timber materials now considered waste, and increased secondary processing of wood products. Improved food processing facilities and other support services for agriculture might increase agricultural and related employment.
• Most of the County's industrial areas are along the Milwaukie Expressway, Highway 212 east of I-205, and in Wilsonville. These areas have good rail and freeway access, public services, and some large parcels. These areas are filling up rapidly, with few large or easy-to-develop parcels remaining.
• Improved access to the Clackamas industrial area is needed if development potential is to be realized. Implementation of the Clackamas Industrial Area Urban Renewal Plan projects will substantially improve transportation and other public facility needs in the area.
• Much of the vacant industrial land in the Milwaukie Expressway-Clackamas industrial area is in small parcels. Conversion of Camp Withycombe in the Clackamas area from a National Guard Camp to industrial use offers the best opportunity to obtain needed acreage of prime industrial land in a large parcel.
• Most of the County's commercial land is in centers focused on I-205 or I-5 interchanges; in "strips" along McLoughlin Boulevard, 82nd Avenue, and other major arterials; or in the downtowns of cities. Downtowns of cities in the northwest urban area tend to be small, providing a limited range of goods and services.
• Clackamas Town Center, a regional shopping center, has had a major impact on the commercial areas of the northwest urban portion of the County.
• Most industrial and commercial areas of the County are primarily accessed by private automobile.
• Nationwide, small firms provide a significant amount of new employment opportunities. New technology development also frequently occurs in small, new firms.
• Clackamas County took a very active role in attracting economic development during the 1980s, including working with a very active Economic Development Commission and its subcommittees, developing one of the first strategic economic development plans in the state, developing two urban renewal plans for prime industrial and commercial development areas, working with task forces to develop special area plans, working on the Governor's Regional Strategy Program as well as with several other state programs for economic development, and actively marketing the County and its cities.

Goals

• Establish a broad-based, stable, and growing economy to provide employment opportunities to meet the needs of the County's residents.
• Retain and support the expansion of existing industries and businesses.
• Attract new industrial and commercial development that is consistent with environmental quality, community livability, and the needs of County residents.

8.A Existing Industry and Business Policies

8.A.1 Protect established industrial and commercial areas from encroachment by incompatible land uses.

8.A.2 Encourage maintenance of sufficient vacant lands to provide room for the future expansion or relocation of the County's industry and business.

8.A.3 Facilitate the efficient operation of existing firms in the urban area by giving high priority to equality in public services including law enforcement, water service and fire protection, storm drainage, sewer, transit, pedestrian and bike access, road maintenance, and traffic access and circulation.

8.A.4 Develop and implement strategies to revitalize and/or maintain established commercial areas considering such things as parking needs, pedestrian/auto conflicts, traffic circulation, historic character, compatibility of activities, potential for new development, compatibility of new development, transit service, pedestrian and bike access, and merchant participation.

8.A.5 Encourage natural-resource-oriented industries by:

8.A.5.1 Encouraging timberland owners to use sound timber management practices and promote a sustained harvest.

8.A.5.2 Identifying and recruiting firms doing secondary wood processing using wood products now underutilized or considered waste, i.e., hardwoods, slash materials, etc.

8.A.5.3 Encouraging food processing industries and other support services for agriculture in the rural areas.

8.A.6 Consider impacts on established commercial areas prior to approving Comprehensive Plan changes for major new commercial areas. High priority should be given to retaining the viability of affected downtowns.

8.B New Industry and Business Policies

8.B.1 Provide sufficient industrial land of the types identified in the Industrial section of Chapter 4, Land Use.

8.B.2 Provide sufficient commercial land of the types identified in the Commercial section of Chapter 4, Land Use, and in the Plans found in Chapter 10, Community Plans and Design Plans.

8.B.3 Give high priority to provision of sewer, water, and road services to growing industrial areas.

8.B.4 Encourage the location of business and industry in areas that minimize the journey to work and/or facilitate mass transit usage for the journey to work.

8.B.5 Encourage Tri-Met to provide better transit service. Specifically, improve service to commercial centers, small city downtowns, and the Clackamas industrial area.

8.B.6 Provide for a broad range of types and sizes of industrial and commercial development to provide a broad cross section of employment opportunities for residents.

8.B.7 Encourage the retention of vacant industrial and commercial lands in large parcels until committed for development, at which time overall development plans should be prepared for the site.

8.B.8 Support the conversion and development of Camp Withycombe as it is designated in the Comprehensive Plan.

8.B.9 Facilitate home occupations within the constraints of neighborhood quality, subject to standards, including:

• Visual compatibility with neighborhood and appropriate buffering
• No unsightly or distracting storage, smoke, dust, noise, etc.
• No excessive increase in traffic, especially truck traffic
• No excessive parking of vehicles on the property

8.B.10 Require design review approval for all industrial and commercial development, addressing:

• Compatibility with surrounding areas, including buffering, scale, and materials of buildings, and scale and type of plants
• Visual impact of landscaping and lot coverage
• Energy efficiency in site planning and building design
• Storm drainage retention and control
• Access, including internal truck and auto circulation in commercial developments
• Outdoor storage and location of parking and loading
• Identification and directional signing
• Noise abatement
• Pedestrian, bike, and carpool facilities
• Support of transit usage
• Site security

8.B.11 Gradually modify strip commercial areas into more functional and attractive development with consolidated access to the street where possible. Exempt clearly highway-oriented uses (such as gasoline stations).

8.B.12 Encourage design and circulation plans to be prepared for major industrial and commercial areas in the County, primarily aimed at providing a cohesive, integrated overall development pattern.

8.C Coordination Policies

8.C.1 Develop a working partnership with the cities, private sector, and various agencies and organizations to meet the economic needs of the County.

8.C.2 Encourage the County Economic Development Commission to take a leading role in directing and coordinating economic development activities in the County.

8.C.3 Cooperate with the Metropolitan Service District, Portland Development Commission, Port of Portland, and Oregon Economic Development Division in economic development planning and implementation efforts.

8.C.4 Cooperate with the private sector to achieve economic development in the County.

8.C.5 Coordinate with local jurisdictions to obtain compatible policies, ordinances, and land-use designations for economic development.

8.D Target Industries Policy

8.D.1 Encourage the development of the following target industries in County planning areas:

• Metals and Machinery Manufacturing
• Instruments and Electrical Equipment Manufacturing
• Wholesale Trade, Distribution Centers, Warehousing
• Business Centers
• Destination Retail
• Class "A" Offices
• Destination Restaurants
• Hotels/Motels/Conference Facilities
• Tourism/Destination Attractions and Accommodations
• Agriculture/Horticulture and Specialty Crops

Last Amended 10/13/14

The conservation of land, water, and historic resources, and the related provision of recreation opportunities, is one of the most important factors in maintaining the quality of life which has made Clackamas County an attractive place to live. Recently, however, the urban area in particular has experienced a sharp jump in population, with substantial changes in the physical environment. Population growth is inevitable, at least for the foreseeable future, but the degradation of our communities is not.

Numerous natural, historic and recreation resources will continue to be available for everyone's enjoyment if the commitment is made to preserve them. The streams and river corridors, the steep wooded hillsides, marshes and wetlands, the rich farmlands, and the vast, magnificent mountains form a natural network of significant benefit. A distinctive building or section of the Barlow Trail provide us with an historical context which can be an important part of our identity. They give us a feeling of continuity, a connection with the past and with the future. Recreation resources are also important but, unlike the others, these need to be built up, changed, and improved as the demands of the people who use them change. This must be done within the limits of the natural resource systems. For instance, the natural characteristics of a stream must not be sacrificed to satisfy the demands of the people who use it for recreation. Rather, more recreation opportunities must be developed elsewhere to satisfy the demand.

This example illustrates the need for a resource conservation and recreation development strategy for Clackamas County. In the past there was ample open space and a wide selection of recreation activities available to virtually everyone. With little urban development pressure, there was little need to preserve either natural or man-made resources. Now the pressures on these resources are increasing, and will continue to mount in the future. Population density and recreation needs are rising, once cherished local open spaces are disappearing, and more people are demanding more places for a variety of recreation activities. It is increasingly clear that our options and opportunities, especially within the urban area, are becoming fewer every day. The County must take the lead to preserve the resources and develop facilities which will assure that a high quality of life is available to all County residents.

Open Space, Parks and Historic Sites Goals

• Goal 1: Protect the open space resources of Clackamas County.
• Goal 2: Improve the environmental quality of the northwest urban area.
• Goal 3: Provide land, facilities, and programs which meet the recreation needs of County residents and visitors.
• Goal 4: Establish an equitable means of financing parks and recreation facilities and programs.
  Goal 5: Preserve the historical, archaeological, and cultural resources of the County.

Issues

• The effective protection of an adequate amount of open space, especially within the urban area
• The provision of adequate local recreation land, facilities and programs to meet the needs of residents and visitors
• The type of financial strategy needed to acquire, develop, and maintain recreation facilities
• The preservation of historically or culturally significant sites and structures

Summary of Findings and Conclusion

• Although approximately one-third of the urban area is open land at the present time, only about 5 percent is effectively preserved, and most of the balance could disappear over the next 20 years.
• Many of the areas which are a natural part of the open space network also are areas subject to natural hazards (over 11 percent of the land in the urban area), are valuable as natural resource areas, and provide natural buffers between urban communities. The two primary components of the network are stream and river corridors and forested hillsides.
• An effective land use regulation process will have to be established over the area designated as open space. Without this process, no effective preservation is possible in areas which are not acquired.
• The north urban area of the County (Census Tracts 208 through 226) is significantly deficient in public park land--approximately 2.8 acres per 1,000 population as compared to the standard of 10 acres per 1,000 population. Well over half of the total park acreage is undeveloped.
• The most deficient categories are neighborhood and community parks, particularly east of the Willamette River where there are fewer than two park acres per 1,000 population. The unincorporated part of this area is especially deficient. The north urban area also has less than average play field acreage at some schools. Serious deficiencies exist in other recreation facilities as well, especially public swimming pools and beaches, tennis and multipurpose courts, ball fields, and various types of trail systems.
• As the urbanizing area is filled in, the need for parks and other recreation facilities will intensify since the informal play areas and open spaces will no longer be there. There is a need to develop local facilities and site them for access by foot and transit. However the amount of vacant land suitable for park development in the east urban area is very limited. It is imperative that suitable acreage be acquired quickly in this area before it has been irreversibly committed to development.
• In order to meet minimum standards for the expected north urban area population, the amount of park acreage will have to be increased. Local governments are responsible for the provision of most urban area recreation facilities and cannot necessarily expect assistance from the state or federal governments in meeting urban area park needs.
• Consideration must be given to various methods of financing the provision of adequate park and recreation facilities and programs in the urban area. A park and recreation district would probably be the best solution. It could either cover the entire urban area, or just the unincorporated area and any interested cities. Local improvement districts (LIDs) are another method. A system development charge or real estate transfer tax also should be considered to provide new facilities for the developing areas. A capital improvements program (CIP) should be instituted to make better use of all available funds.
• Many historic sites and structures in Clackamas County are in disrepair and may be expensive to restore and maintain. While many can be adapted to contemporary use, care must be taken not to harm the features which made the structure or site significant.
• Many historical features in the County are located in areas where land is quite valuable and subject to redevelopment pressure. They are often overwhelmed by surrounding developments or destroyed because their value is not recognized.
• Archaeological sites are often difficult to locate due to the lack of a written historical record. This frequently means that they have been unknowingly destroyed. These sites, even when known, cannot be specifically identified in the inventory because of their sensitivity to exploration.
   

Open Space

The preservation of open space is a necessity if the quality of life, particularly in the northwest urban area, is to be maintained and enhanced. The following goals and policies supplement those found in the Land Use Chapter.

• Open Space Goal 1: Protect the open space resources of Clackamas County.
• Open Space Goal 2: Improve the environmental quality of the northwest urban area.

9.A Open Space Policies

9.A.1 Initiate an environmental management program to ensure the retention and enhancement of environmental quality and open space values, particularly in the urban area.

9.A.1.1 The program will resolve conflicts between a proposed land use activity (e.g., housing, timber harvesting) and the open space, scenic, historic, and natural resources of the County. The social, economic, environmental, and energy consequences of the proposed action will be identified. Changes may then be required in the proposal in order to minimize any adverse impact upon these resources. Policies from other sections of this chapter may be relevant.

9.A.1.2 Detail the nature and character of visually sensitive areas (see Natural Resources and Energy Chapter). This information will be used in the site analysis outlined in Policy 4.GG.5 of the Open Space section of the Land Use Chapter.

9.A.1.3 Provide site management assistance for lands which are maintained as open space, including utilization of the County's professional expertise to advise property owners on methods of land management.

9.A.1.4 Initiate an urban tree conservation and planting program in cooperation with business and community groups. This program should include street tree plantings, with an emphasis on major arterials, and regulation of the removal of trees and other significant vegetation which may have value as a feature of the urban area open space (see Forestry section of Natural Resources and Energy Chapter).

9.A.2 Use the Open Space Network Map, which has identified desirable open space within the urban area, natural areas identified through the Metropolitan Greenspaces Master Plan and natural areas within Metro's Urban Reserve Area, as the guide for public acquisition of open space (willing seller, willing buyer basis only) and open space dedication during the development process (see map 9-1).

9.A.2.1 Refine the open space network to more specifically focus on local neighborhood and community needs. This refinement should consider the relationship between lot and ownership patterns and the natural systems and features of the open space network. The map should also indicate suitable areas for clustering development, and appropriate combinations of adjoining properties which would achieve the best balance of urban development and open space within each community.

9.A.2.2 Major adjustments to this map shall be incorporated onto the Land Use Map as they occur, in accordance with the amendment process outlined in the Planning Process Chapter. Minor adjustments will be considered compatible with the existing map.

9.A.2.3 Open Space Management zoning may be applied to natural areas identified through the Metropolitan Greenspaces Master Plan and natural areas within Metro's Urban Reserve Area, when under public or common ownership.

9.A.3 Protect open space resources outside the urban area through the policies of the Land Use and the Natural Resources and Energy chapters of the Plan, specifically the policies for agriculture, forestry, water resources, wildlife habitats, and distinctive resource areas.

9.A.4 Use all available methods of acquiring or protecting open space for the enjoyment of all County residents including the following.

9.A.4.1 Finance the purchase of open space land either in combination with an urban area parks and recreation district acquisition program (see Parks and Recreation Policy 9.B.7) or through a special funding measure based on all taxable property in the urban area. Full-fee acquisitions, development-rights purchase and scenic easements, among other methods, may be used to implement this program. The County will maximize the use of local money through the aggressive pursuit of federal and state funds.

9.A.4.2 Set standards for accepting land dedications as part of subdivision or PUD approval. If the site contains land designated as Open Space, that land should have the highest priority for open space dedication.

9.A.4.3 Publish and distribute information indicating desirable areas for land donations, what procedure to follow, and how the donor will benefit.

9.A.4.4 Support the state's existing property tax reduction program for all property in designated Open Space areas as long as they are maintained as open space.

9.A.5 Establish responsibility through an existing or new commission to advise the County on the preservation of open space, natural, scenic, historic and cultural resources, and the provision of adequate recreation sites. The existing Parks Advisory Board could be expanded to assume this role; however, given the extent of responsibility, formation of a new commission may be necessary.

9.A.6 Cooperate with ODOT in addressing specific location and completion of the Goal 5 process for the Sandy River and Indian Ridge trails after general trail alignment is determined by ODOT.

Parks and Recreation

Clackamas County, like all rapidly urbanizing areas, needs to set aside land and develop facilities for the recreation and enjoyment of its residents and visitors. Various types of parks, urban recreation trails, and a number of outdoor and indoor recreational facilities will be needed over the next 20 years. Recognizing the limitations of existing facilities, priorities and standards have been set for the acquisition and development of land for recreation purposes, with a strong emphasis on the urban area.

The initial step is a commitment to provide an adequate park and recreation system to meet the needs of the people. This commitment must be met, however, within an overall strategy that considers the other legitimate needs of County residents. Different types of budgetary and funding mechanisms will need to be used and many segments of the community involved, including all governmental jurisdictions and the private sector.

Parks and Recreation Goal 3: Provide land, facilities, and programs which meet the recreation needs of County residents and visitors.

Parks and Recreation Goal 4: Establish an equitable means of financing parks and recreation facilities and programs.

9.B Parks and Recreation Policies

9.B.1 Utilize the park classifications and standards identified in Table 9-1 to guide the provision of parks and other recreation facilities throughout the County.

9.B.1.1 The County will seek to establish a park and recreation system which maximizes access for walkers, hikers, bicyclists and transit riders.

9.B.1.2 The County will seek to provide improved access and conveniences for disabled people in its park and recreation facilities.

9.B.2 Acquire and develop park sites in the urban area in order to bring that part of the County up to adopted standards. Due to the significant lack of parks and open space, the north urban area should be given special emphasis, particularly the Oak Lodge and Overland/Kendall neighborhoods.

9.B.2.1 The following park land will be acquired by the County or other appropriate agency as soon as possible (see map 9-2 for subarea boundaries):

• Subarea A 
  not in County parks planning area
• Subarea B 
  neighborhood parks: 150 acres
  community parks: 150 acres
  metropolitan parks: 250 acres
• Subarea C 
  neighborhood parks: 40 acres
  community parks: 20 acres
  metropolitan parks: 80 acres
• Subarea D
  not in County parks planning area

Following is the projected total parks acreage needed over the next 20 years:

• Subarea A 
  not in County parks planning area
• Subarea B 
  neighborhood parks: 225 acres
  community parks: 225 acres
  metropolitan parks: 450 acres
• Subarea C 
  neighborhood parks: 75 acres
  community parks: 75 acres
  metropolitan parks: 150 acres
• Subarea D 
  not in County parks planning area

(The above acreage requirements are based on the standards outlined in Table 9-1, Metro 1987 population figures, and 2010 population forecasts.)

9.B.2.2 Parks and other recreation sites will be developed with facilities to meet the short-term recreation needs of residents (see the Parks, Open Space, Historic Sites Background Report for information on determining recreation needs). The following is a partial list of desirable facilities for Subareas B and C:

• • 5-6 swimming pools
• • 3,000 feet of swimming beach
• • 300-400 miles of pedestrian ways (including sidewalks)
• • 100-150 miles of bike trails
• • 30 ball fields
• • 35 tennis courts
• • 2 community centers

Many other facilities will also be needed to meet the expected demand over the next 20 years.

9.B.3 Coordinate the provision of recreational opportunities in rural areas with other local, regional, state, and federal agencies (e.g., school districts, Willamette Greenway Program).

9.B.4 Consider the need to protect environmentally sensitive areas from overuse as well as satisfy the needs of County residents and visitors in developing area park and recreation facilities.

9.B.5 Pursue the following priorities for recreation land acquisition and development, subject to review and update at regular intervals. As a general strategy, acquisition will have priority over development, due to the rate of urban development on good park sites.

9.B.5.1 Acquisition Priorities

• Priority 1: Land suitable for neighborhood or community park development in subarea B, recognizing the significant lack of both existing park facilities and available land. Action should be taken immediately to acquire as many suitable parcels as possible in the unincorporated urban area to assure an adequate amount of park land for the future.
• Priority 2: Neighborhood and community parks in subarea C. Parks should be acquired prior to or as residential areas are developed. Action should be taken immediately due to the rapid pace of development currently taking place in this area. Acquire community park sites within the open space network.
• Priority 3: A metropolitan park site for the eastern part of the urban area. This site should be centrally located and easily accessible to both Subareas B and C. Because of the requirements for this type of park, Mt. Talbert should be considered as a potential site.

9.B.5.2 Development Needs

• An urban trail system for both walking and bicycling, especially in conjunction with the development of neighborhood and community parks. Use should be made of open space linkages along creek and river banks, ridgelines, and existing rights-of-way. Open space dedication at the time of development will be used as a means of completing this trail system (see map 9-1).
• Swimming pools in community and metropolitan parks. A diversity of pool types is preferred, ranging from small, outdoor pools to a large, indoor, Olympic-sized pool.
• Neighborhood parks, which would include children's play equipment, picnic facilities, and informal open space. These parks should be strategically located so that no resident would travel more than one mile to reach the facilities.
• Ball fields as part of neighborhood and community parks, with sufficient area for several different simultaneous activities.
• Multipurpose courts in neighborhood and community parks.
• Natural areas as part of all three major urban area park types.

9.B.5.3 Use the preceding list of needs as a general guide for acquiring and developing recreation areas in the County. The list should be updated at least once every two years. Any funds available for general park and recreation development should be used in these priority areas. Donations of land outside the urban area should be accepted by the County. Purchase of additional land in the rural portions of the County may be considered if the land is a significant natural area that is being seriously threatened.

9.B.5.4 Establish a park and recreation site selection process, with location as the primary determining factor. All future acquisition and development programs should also take into account: (a) areas of substantial need; (b) how well a site meets the relative recreation needs of the service area; (c) the suitability of environmental conditions; (d) fiscal feasibility; (e) threat of loss of valuable resource; and (f) opportunity for cooperative projects.

9.B.5.5 Use the following criteria when considering the timing of site acquisition: (a) unusually favorable acquisition opportunities; (b) the likelihood that the site will be lost to development; (c) the appreciation rate of property in the area; and (d) the existence of advantageous opportunities to cooperate with other public agencies or private organizations.

9.B.6 Require all new urban residential developments to contribute to the provision of park facilities in their communities proportionate to the need generated by the development and based on the park standards established in Policy 9.B.1.

9.B.6.1 Develop specifications for park and open space dedications and fees in coordination with urban area and/or local park acquisition programs. Options for the developer may be:

• Dedicate land for a new park on site which meets established standards and is approved by the County;
• Provide fees-in-lieu of park land or contribute to a systems development fund or other appropriate fund (see Process Chapter, Policy 11.B.10) in proportion to the standard; or
• Some combination of the above.

9.B.6.2 Provide for a density bonus to be available for land developed with recreation facilities dedicated to public use. The bonus will be used to encourage the provision of public recreation facilities in conjunction with large development projects (see Density Bonus Section of the Housing Chapter).

9.B.7 Recognize the North Clackamas Parks and Recreation District as a provider of a full range of recreation facilities and programs to urban residents within the District boundaries.

9.B.7.1 Provide for the district to assume ownership, planning, administration, acquisition, development and maintenance of all parks in the urban part of the County.

9.B.7.2 Provide for the district to initiate a recreation program, coordinate the use of publicly operated recreation facilities, and provide access to recreation services for all County residents, focusing on the special needs of urban area residents. The recreation program will attempt to meet the recreation needs of all age groups and serve as many different interest groups as possible. Potential programs include: soccer, softball, baseball, and basketball leagues; gymnastics, martial arts, volleyball, and exercise classes; arts and crafts classes; swimming lessons; free play time in a gymnasium for children and adults; and other activities. User or participant fees will be kept as low as possible, while an attempt will be made to recoup many of the costs involved in each program.

9.B.7.3 Allow the district to take over ownership and maintenance of all dedicated open space upon approval of the organization (e.g., homeowners association) or agency which holds the title.

9.B.8 Use all available and responsible means to reduce the cost of acquisition, development, operation and maintenance of parks and recreation facilities, while working toward the provision of facilities and programs specified in Policies 9.B.1 and 9.B.6.

9.B.8.1 Develop a capital improvements program for parks and recreation facilities to make efficient use of all funding sources and to plan for needed facilities and their maintenance.

9.B.8.2 Seek to place idle park or open space lands into revenue producing interim uses compatible with their ultimate use and with environmentally sound land management practices (e.g., agriculture, selective timber harvest, community gardens).

9.B.8.3 Prepare park development plans which easily adapt to changing conditions and the changing needs of County residents. Plans will phase development, where appropriate, in order to assess whether full development is warranted. Consideration will be given to materials and technologies that reduce development and long-term maintenance costs while maintaining environmental compatibility.

9.B.8.4 Encourage the private sector to help meet the recreation needs of County residents and visitors. The recreation program should use private facilities on a program-by-program basis when public facilities are not available. Where appropriate, nonprofit organizations will be encouraged to operate special purpose parks and facilities (e.g., nature exhibits, historic sites).

9.B.8.5 Support legislation to enable local governments to use up to 25 percent of their federal park and recreation grants for normal park operation and maintenance, rather than just for acquisition and development.

9.B.9 Coordinate County activities with other agencies and organizations to provide park and recreation facilities.

9.B.9.1 Coordinate the development of facilities and programs with the cities and school districts when mutual concerns exist.

9.B.9.2 Explore joint development projects in order to provide facilities needed by residents of both incorporated and unincorporated areas.

9.B.9.3 Avoid duplication of facilities through coordination with state and federal agencies and the private sector.

9.B.10 Ensure opportunities for citizen participation in park and recreation decisions as provided in the Citizen Involvement Chapter and Policy 9.A.5 of the Open Space Section of this chapter.

9.B.11 Upon application by local park providers and pursuant to OAR 660-034-0040, consider amendments to the Comprehensive Plan to adopt local park master plans for public parks proposed on lands designated Agriculture or Forest.

9.B.11.1 Recognize approval of a local park master plan by adopting the plan by reference in Appendix A.

9.B.11.2 Apply the Special Use Overlay District to land for which a local park master plan is adopted.

Historic Landmarks, Districts, and Transportation Corridors

Clackamas County has a rich and unique heritage from its founding through its development over time. Historic sites, objects, structures, and transportation corridors still remain which represent prehistory, the era of the Territorial Government, western migration along the Oregon Trail, the existence of the first and longest running electric street car line in the nation, the influence of the railroad on development and our heritage as an agricultural and lumber based economy. We are the stewards of these historic resources and charged through state law to protect and preserve them.

Cultural, economic, and social benefits can come from preservation of the County's historic resources. There is cultural value in establishing firm, visible links with the past. Economic benefits include enhanced property values, savings in structure replacement costs, tourism, and, in commercial areas, strengthened retail sales. Social and community benefits appear in the renewal of older neighborhoods and the increased pride fostered in the residents.

To effectively preserve historical resources, an evaluation must determine which structures and sites are worthy of preservation. A method of regulating the use or demolition of historic resources would then be necessary to protect them. It is essential that the County make a firm commitment to protect its historic resources.

Individual descriptions and maps of Clackamas County Historic Landmarks which are located within the urban area of the County can be found in the Clackamas County Historic Landmarks book, adopted by Clackamas County.

A detailed mapping project of the Barlow Road, the westernmost segment of the Oregon Trail, was undertaken in 1988. This document, entitled Maps of the Barlow Road, Mt. Hood to Oregon City, Clackamas County, prepared by the Planning and Economic Development Division, exhibits maps of the historic road corridor as well as associated historic sites. It also includes recommendations for a more detailed survey to assist in the preservation and management of this historic resource.

• Historic Landmarks, Districts, and Transportation Corridors Goal 5: Preserve the historical, archaeological, and cultural resources of the County.

9.C Historic Landmarks, Districts, and Transportation Corridors Policies

9.C.1 Conduct a comprehensive inventory in the County of historic areas, sites, structures, and objects. Inventory the location, quantity and quality of these resources using state and federal criteria.

9.C.2 The County adopts the Barlow Road Historic Corridor as defined by the Barlow Road Survey Project and the Barlow Road Background Report and Management Plan as a Clackamas County Historic Corridor. All provisions of the Historic Landmarks, Historic Districts and Historic Corridors Ordinance shall apply to the designated sites and historic corridor of the Barlow Road.

9.C.3 Develop criteria to further evaluate the significance of these historic resources using state and federal criteria as models.

9.C.4 Zone properties Historic Landmark (HL), Historic Districts (HD), or Historic Corridor (HC) which are determined significant by the evaluation criteria.

9.C.5 Identify conflicts by analyzing the economic, social, environmental, and energy consequences of land use actions with regard to significant historic resources.

9.C.6 Develop policies and programs to protect historic resources and minimize the conflicts.

9.C.7 Pursue private and public sources of funding for use by property owners in the renovation and maintenance of historic properties.

9.C.8 Pursue options and incentives to allow productive, reasonable use, and adaptive reuse of historic properties.

9.C.9 Appoint an Historic Review Board whose role is to protect and preserve Historic Landmarks, Districts, and Corridors and who individually have demonstrated interest and expertise in the field of Historic Preservation. This Board shall be empowered to:

9.C.9.1 Recommend zoning of Historic Landmarks, Historic Districts, and Historic Corridors.

9.C.9.2 Review alterations, new construction land divisions, and proposed demolition on all Landmark, District, and Corridor properties.

9.C.9.3 Provide technical assistance and conduct workshops to provide an educational forum for historic preservation to broaden community awareness and public participation.

9.C.9.4 Coordinate local preservation programs, including signing, plaques or other monumentation, driving and walking tour brochures, and other informational pieces.

9.C.9.5 Make recommendations for designation of sites on the National Register of Historic Places.

Last Amended 11/20/23

The following Community Plans and Design Plans are included in Chapter 10:

1. Mount Hood Community Plan
2. Kruse Way Design Plan (Repealed 03/01/2014, per Ordinance ZDO-246)
3. Sunnyside Village Plan
4. Clackamas Industrial Area and North Bank of the Clackamas River Design Plan
5. Clackamas Regional Center Area Design Plan
6. Sunnyside Corridor Community Plan
7. McLoughlin Corridor Design Plan
    

Mount Hood Community Plan

The Mt. Hood area is unique, and the policies of the Mt. Hood Community Plan recognize this character. The economy of the community is dependent upon the conservation of the environment, which creates the setting so attractive to both residents and visitors. The Mt. Hood Community Plan, in conjunction with the rest of the Comprehensive Plan, provides the guidelines to assure reasonable development potential consistent with the need for environmental conservation.

The rest of the Comprehensive Plan is applicable to the Mt. Hood area; however, the Mt. Hood Community Plan takes precedence where conflicts exist.

The Mt. Hood Community Plan contains some policies that are in addition to, or different from, the rest of the Comprehensive Plan in four subject areas: Land Use, Public Facilities, Transportation, and Planning Process.

Land use

In the Mt. Hood area, the Forest, Agriculture, Rural, Rural Commercial, Urban Low Density Residential, Community Commercial, and Open Space land use plan designations are applicable. Additionally, the Mountain Recreation designation may be applied. All land designated Urban in the Mt. Hood area is Immediate Urban. The three village areas of Government Camp, Rhododendron, and Wemme/Welches are recognized for their separate character and individual environment.

10.A Village Area Policies

10.A.1 Government Camp

10.A.1.1 The Government Camp Village is identified as an Urban Unincorporated Community in compliance with Chapter 660, Division 22 of the Oregon Administrative Rules (OARs).

10.A.1.2 Provide for a high intensity development character.

10.A.1.3 Development of US Forest Service lands may occur only if it complies with the US Forest Service regulations. Upon completion of a land transfer to private ownership, development of these lands may occur only if it complies with the provisions of this Plan.

10.A.1.4 Provide for pedestrian circulation and access within the business center.

10.A.1.5 Require new commercial or residential development of more than three units to provide a plan for snow removal and stockpiling.

10.A.1.6 Require one on-site parking space for each single-family residence developed on a lot of record existing prior to the adoption of this provision.

10.A.1.7 Require all new residential development of more than three units to provide covered parking.

10.A.2 Rhododendron

10.A.2.1 Provide for a development character of low intensity.

10.A.3 Wemme/Welches

10.A.3.1 Provide for a development character of medium intensity.

10.A.3.2 Encourage development of recreational-resort facilities to provide accommodations for the users of the area's recreational amenities.

10.A.3.3 Encourage development of a shuttle bus system to provide access to the ski areas.

10.B Residential Policies

10.B.1 Property may be zoned Recreational Residential in areas designated Rural within the Mount Hood Community Plan, when all of the following criteria are met:

10.B.1.1 Parcels are generally two acres or smaller,

10.B.1.2 The area is significantly affected by development, and

10.B.1.3 There are no natural hazards and the topography and soils conditions are well-suited for the location of homes.

10.B.2 Allow density bonuses within the Low Density Residential and Mountain Recreation designations pursuant to Chapter 6, Housing, and the Zoning and Development Ordinance. In the Mountain Recreation designation, units allowed through the density bonus provisions shall be developed with the same unit size mixture as provided in the base density for the development. For example, if a development is proposed with a mixture of 50 units of 700 square feet each, and 50 units of 500 square feet each, and a bonus density of 10 units is allowed—the ten units shall include five units of 700 square feet each, and five units of 500 square feet.

10.B.3 The Low Density Residential land use plan designation may be applied within the Mt. Hood urban area, according to the policies for designation stated in Chapter 4, Land Use.

10.B.4 Implement the Low Density Residential designation by application of only the Hoodland Residential (HR) zone, which shall allow a maximum density of four units per acre.

10.B.5 The Mountain Recreation areas provide overnight housing for the users of the recreational facilities in the Mt. Hood area, in addition to providing for a variety in housing types at a density higher than allowed in the Low Density Residential areas. Uses allowed include multifamily dwellings, resort housing, and motels.

10.B.5.1 The Mountain Recreation designation may be applied within the Mt. Hood urban area, when all of the following criteria are met:

10.B.5.1.a The land is located within a village district,

10.B.5.1.b Public sewer and a State-approved water system are available and adequate to support the development potential of this designation, and

10.B.5.1.c The pattern and character of development within the area would not be adversely affected by uses allowed by this designation.

10.B.5.2 Recognize the unique character of individual village districts by varying density according to the village.

10.B.5.2.a In Wemme/Welches and Rhododendron, encourage a variety of housing types and individual unit sizes by calculating density based on floor area, according to the following development level chart:

10.B.5.2.b In Government Camp, allow a density of 22 units per acre.

10.B.5.3 Allow incidental commercial uses within a development in the Mountain Recreation area, as a limited use.

10.B.5.4 Implement the Mountain Recreation designation with the Mountain Recreational Resort zone.

10.B.6 Establish density standards for fragile or hazardous areas within the Mt. Hood urban area as follows:

10.B.6.1 Land within the 100-year floodplain shall be excluded from land area calculations; there is no density credit allowed for this area.

10.B.6.2 Except as modified by policy 10.B.7, identified land movement areas, wetlands, and slopes over 25 percent shall not be developed; 50 percent of the density allowed by zoning may be transferred to an unrestricted area within the development.

10.B.6.3 Except as modified by policy 10.B.7, development shall not occur within stream corridor areas; 100 percent of the density allowed by zoning may be transferred to an unrestricted area.

10.B.7 Notwithstanding policies 10.B.6.1-10.B.6.3, one single-family dwelling may be developed on a lot of record, provided that such development is otherwise consistent with the provisions of the Comprehensive Plan and the Zoning and Development Ordinance. The policies stated in policies 10.B.6.1-10.B.6.3 apply only to residential development; all other development shall be controlled by other provisions of the Comprehensive Plan and by the Zoning and Development Ordinance.

10.B.8 Implement dimensional and development standards to address compatibility, function, and aesthetics.

10.C Commercial Policies

10.C.1 The Community Commercial land use plan designation may be applied in the Mt. Hood urban area, according to the criteria for designation stated in Chapter 4, Land Use.

10.C.1.1 Implement the Community Commercial designation by application of only the Rural Tourist Commercial (RTC) zoning district.

10.C.1.2 Apply the density standards of Policy 10.B.5.2.a of the Residential section to resort accommodations in Community Commercial areas in Wemme/Welches and Rhododendron, and allow 50 units per acre in Government Camp.

10.C.2 The Rural Commercial land use plan designation may be applied outside of the Mt. Hood urban area, according to the criteria for designation stated in Chapter 4.

10.C.3 The Neighborhood Commercial zone shall not be applied in the Mt. Hood area.

10.C.4 Implement dimensional and development standards to address compatibility, function, and aesthetics.

10.D Open Space Policies

10.D.1 All areas within the 100-year floodplain, wetlands, and slopes exceeding 25 percent in the Mt. Hood area shall be designated Resource Protection Open Space. See Maps 10-MH-1, 10-MH-2, and 10-MH-3.

10.D.2 For the Government Camp Urban Unincorporated Community, there are two Open Space designations that are implemented through the Government Camp Open Space Management District: (1) Public and Community Use, and (2) Buffer areas.

10.D.2.1 Designate Public and Community Use areas for utility facilities and public and private recreation uses and structures, including ski facilities, ice skating arenas, and indoor and other outdoor athletic and sport training facilities.

10.D.2.2 Designate buffer areas as open to maintain the area's environmental character and residential privacy. Development shall be minimized in these areas to the fullest possible extent.

10.D.3 Open space uses shall not substantially contribute to vehicular trip generations.

Public Facilities

10.E Public Facilities Policies

10.E.1 Prohibit lot divisions or development requiring subsurface disposal systems, within the Mt. Hood urban area, except for:

10.E.1.1 Remodeling or additions to existing development, when such remodeling would not require any alteration or expansion of the subsurface disposal system, or

10.E.1.2 Parcels with unique topographic or other natural features which make sewer extension impractical.

10.E.2 Ensure that subsurface sewage disposal systems in non-urban areas are allowed only when lot sizes give maximum assurance that no failures will occur that could require annexation to the Hoodland Service District.

10.E.3 Extension of sanitary sewer service to lands outside an unincorporated community boundary may be allowed in the Hoodland Service District or Government Camp Sanitary District boundary only under the following circumstances:

10.E.3.1 The property is located within an acknowledged unincorporated community boundary or the sanitary sewer line extension is the only practicable alternative to resolve a health hazard as defined by the State of Oregon; or

10.E.3.2 The sanitary sewer extension provides service to an existing, committed nonforest public use area, such as Timberline Lodge and its related facilities, Silcox Hut, or a Boy Scout lodging facility provided: (1) these uses are approved as an exception to Statewide Planning Goal 4; and (2) the extension is approved as an exception to Statewide Planning Goal 11.

10.E.4 The Government Camp Water System Master Plan, dated July 2000, shall be acknowledged as the water element of the Government Camp Facilities Plan.

10.E.5 The Government Camp Sanitary District Wastewater Facilities Plan, dated October 1995, shall be acknowledged as the sanitary sewer element of the Government Camp Facilities Plan.

10.E.6 The County shall acknowledge periodic updates of the sanitary sewer, water and transportation elements of the Government Camp Facilities Plan.

10.E.7 Review of development applications shall be coordinated with all service agencies to ensure facility service capacity is available to new developments.

Transportation

The development of the transportation system shall be in accordance with the following policies.

10.F Transportation Policies

10.F.1 Encourage intersection improvements at the following intersections with US 26:

• East Brightwood Loop
• East Lolo Pass Road
• East Welches Road
• Highway 35
• Entrance to Multorpor Ski Bowl facilities
• Government Camp Loop
   

10.F.2 Encourage development of a loop road south of US 26 in Government Camp. The loop would complete access from the west to the east side of Government Camp, and would improve access to the Multorpor/Ski Bowl facilities. Interchanges should be developed at the intersections with US 26.

10.F.3 Recognize the Villages at Mt. Hood Pedestrian and Bikeway Implementation Plan as the guiding document for the development of a connected multi-modal system within the Villages of Mt Hood, as established pursuant to Clackamas County Code, Chapter 2.10.

10.F.4 Cooperate with the Oregon Department of Transportation (ODOT) to maintain a reasonable level of service and safety on US 26, in the Mt. Hood Corridor.

10.F.4.1 Limit access to US 26, and encourage shared access where access to US 26 is necessary.

10.F.4.2 Focus access management strategies on areas where access points are not defined and where driveways can be consolidated with new development or redevelopment according to the Villages at Mt. Hood Pedestrian and Bikeway Implementation Plan.

10.F.4.3 Encourage redesign of older platted areas along US 26, to reduce the number of access points.

10.F.4.4 Encourage the development of alternatives to automobile transportation to ski facilities, to reduce parking needs at ski areas and to reduce congestion on US 26. Individual developers and existing resort facilities should be encouraged to provide shuttle systems or other facilities such as an aerial tram between Government Camp and Timberline Lodge.

10.F.4.5 Coordinate with the community and ODOT to refine the design and location of safe and convenient pedestrian and bicycle crossings across US 26, enhanced with rapid flashing beacons or other safety measures and/or signals as identified in the Villages at Mt. Hood Pedestrian and Bikeway Implementation Plan and Tables 5-3a-d and Map 5-11b.

10.F.4.6 Support the design and construction of a multi-use path adjacent to US 26 connecting Wildwood Recreation Site to E. Salmon River Road according to the Villages at Mt. Hood Pedestrian and Bikeway Implementation Plan.

10.F.5 Cooperate with ODOT to provide a rest area and information center between Sleepy Hollow and Zigzag.

10.F.6 Encourage development of a community-wide network of pedestrian trails.

10.F.6.1 Ensure continued public access to recreation trails shown on Map 10-MH-5 and located within the Government Camp Urban Unincorporated Community boundary. Provisions may be made through appropriate legal documents, and may include requirements such as retaining conservation easements on these lands.

10.F.6.2 Encourage the efficient connection of Forest Service trails located outside the Government Camp Urban Unincorporated Community Boundary to trail systems located within the boundary, to provide an integrated network of walkways, bikeways, and trails.

10.F.6.3 Support connections to destinations and to Forest Service and Bureau of Land Management trails as part of an integrated network of pedestrian and bicycle facilities.

10.F.7 Support development and installation of gateway signs that identify the entrances of the Villages at Mt. Hood.

10.F.8 Promote active transportation by providing wayfinding signs including signs to an existing underpass and "bike hubs" – areas of secure and sheltered parking, benches, bike tools, and/or other amenities – to maximize investment in existing and new transportation facilities that accommodate multimodal travel and tourism in the Villages at Mt. Hood.

10.F.9 Support continuation and/or expansion of a shuttle bus system providing access to the Villages at Mt. Hood and ski areas.

10.F.10 Enhance existing and planned transit facilities and services by providing supportive facilities and features such as park and ride facilities and wayfinding signs in the Villages at Mt. Hood.

10.F.11 Support the development of pedestrian and bikeway connections along Huckleberry Drive, Woodsey Way and Learning Lane in order to provide safe routes to schools.

The Planning Process

10.G Planning Process Policies

10.G.1 The statements of issues and alternatives and the inventories and data of the1976 Mt. Hood Community Plan, the 1976 Mt. Hood Planning Unit Draft Environmental Statement, 1989 Government Camp Village Revitalization Plan and Report, 1999 Government Camp Village Design Incentives Plan, 1980 Summit Ski Area Expansion Environmental Assessment Report, 1981 Multorpor Ski Bowl Master Plan, 1995 Government Camp Sanitary District Wastewater Facility Plan, 2000 Government Camp Water System Master Plan, 2000 Rural Transportation System Plan, Mt. Hood Corridor Plan-Final Environmental Impact Statement, and the revisions and additions to these documents are adopted as background reports for the policies and designations of the Mt. Hood Community Plan.

10.G.2 The Villages at Mt. Hood Pedestrian and Bikeway Implementation Plan is adopted as a background report for the policies and designations of the Mount Hood Community Plan.

Sunnyside Village Plan

Introduction

The Sunnyside Road area of Clackamas County east of I-205 to 152nd Avenue has seen rapid residential growth during the past 10 years. This growth has raised several issues. A lack of parks, open space, and transit, as well as pedestrian and bicycle facilities, has been identified by many residents of the area. Also absent are a variety of housing types and range in housing prices. Along with these concerns, recent State land use and transportation planning rules now require the County to implement development techniques to reduce per capita vehicle miles traveled. These requirements are intended to manage growth by increasing urban densities to facilitate transit usage, preserving open spaces, and integrating land uses with the transportation network, thus improving overall livability.

The Sunnyside Village Plan was developed through an extensive citizen involvement effort to address these issues. With the recent construction of the Sieben sewer line, development will soon occur in the last large undeveloped urban area of Clackamas County.

The focus of this plan is to address the issues described above through several planning and design elements. These elements include land use mix, density, street patterns, pedestrian circulation, open space, and architectural character, all directed towards the creation of a sense of community.

The remainder of the Comprehensive Plan is applicable to the Sunnyside Village; however, the Sunnyside Village Plan takes precedence where conflicts exist. The Sunnyside Village Plan contains policies which are in addition to, or different than, the remainder of the Comprehensive Plan, in five subject areas: Land Use, Public Facilities, Transportation, Parks and Open Space, and Planning Process.

Goals

• Provide a strong sense of place through community design.
• Ensure the efficient use of land and urban services.
• Provide a mix of housing types and price ranges to accommodate neighborhood diversity.
• Ensure adequate parks and the protection of sensitive natural areas.
• Provide the opportunity for jobs and services within the village to reduce trip lengths.
• Integrate land use and transportation to encourage transit, bicycle and pedestrian use.
• Provide a transportation network that emphasizes connections within the village. 
   

Land Use

10.H Residential Policies

10.H.1 Ensure a range of densities, which promotes an efficient use of the land and a variety of housing choices. For purposes of calculating individual lot sizes, areas within Resource Protection areas shall not be included.

10.H.3.1 The Standard Lot Single Family land use plan designation shall include a minimum density of six units per acre.

10.H.3.2 The Small Lot Single Family land use plan designation shall include a minimum density of nine units per acre.

10.H.3.3 The Village Townhouse land use plan designation shall include a density between a minimum of 15 units per acre and a maximum of 22 units per acre.

10.H.3.4 The Village Apartment land use plan designation shall include a density between a minimum of 18 units per acre and a maximum of 30 units per acre.

10.H.2 All residential development including front doors and porches shall be oriented towards the street and have reduced setbacks.

10.H.3 Garages, driveways, and off-street parking areas shall be at a scale that is subordinate to the residence.

10.H.4 Building location and design shall consider pedestrian-scale orientation.

10.H.5 Provide opportunity for accessory dwelling units within the Standard Lot Single Family, Small Lot Single Family, and Village Townhouse designated areas. Density calculations shall not include accessory dwelling units.

10.H.6 Ensure higher residential densities close to the village core through the following locational criteria.

10.H.6.1 The Standard Lot Single Family land use plan designation shall be located on the periphery of the village.

10.H.6.2 The Small Lot Single Family land use plan designation shall be located between the Standard Lot Single Family designation and the Village Townhouse and Village Apartment designations.

10.H.6.3 The Village Townhouse and Village Apartment land use plan designations shall be located adjacent to, or within a convenient walking distance of, the village core.

10.I Village Office Policies

10.I.1 The Village Office land use plan designation shall be adjacent to Sunnyside Road and 142nd Avenue and shall be within a convenient walking distance of the village core.

10.I.2 Ensure that development is designed to human scale in a series of low-rise buildings.

10.I.3 Require that office development is oriented towards the primary streets and the adjacent apartment and townhouse uses to better integrate with the neighborhood.

10.I.4 Provide incentives for employees to carpool, use transit, bike, or walk.

10.J Village Community Service Policies

10.J.1 The Village Community Service land use plan designation shall be applied as shown on Map 10-SV-1.

10.K Resource Protection Area Policies

10.K.1 Apply a Resource Protection designation to all land that is within high voltage power line easements.

10.K.2 Allow development within Resource Protection areas not to exceed one dwelling unit per net acre.

10.K.3 Allow the transfer of density from the Resource Protection area to more suitable building areas on the site. Transfer of density shall not exceed the next highest land use category, e.g., Small Lot Single Family to Village Townhouse.

Parks

The Sunnyside Village Plan provides for the acquisition, development, and maintenance of six neighborhood parks.

10.L Parks Policies

10.L.1 Provide a level of parks to adequately serve the demands of the village.

10.L.2 Provide parks that are equitably distributed and accessible throughout the village as depicted on Map 10-SV-4.

10.L.3 Develop a mechanism to acquire these sites either through dedications or fee in lieu of dedication.

10.L.4 Parks depicted on Map 10-SV-4 may be altered in their location and dimensions during the development review process. Modifying park location shall occur only when it can be shown that access, topographic conditions, the need to accommodate lotting patterns and site planning, or extreme engineering costs make the depicted location impractical to develop. Park sizes are shown as minimums.

10.L.5 Park 6, as depicted on Map 10-SV-4, shall be split proportionally based upon the lot sizes of the two parcels that the park is to be located on.

10.L.6 All park land acquisitions shall be immediately included within the North Clackamas Parks and Recreation District (NCPRD) park land inventory. NCPRD will be responsible for development and maintenance of these parks. NCPRD will also be responsible for maintaining the center landscaped portion of the Village Circle north of the Village Green.

10.L.7 A connector or higher level street shall be located along one side of Park 2.

Transportation

The Sunnyside Village Plan provides for the integration of land use and the transportation network.

10.M Roads Policies

10.M.1 All new developments shall build streets in the locations depicted on Map 10-SV-1.

10.M.2 Streets depicted as connectors (with or without bikeway) on Map 10-SV-3 may be altered in their location during the development review process. Modifying these streets must occur only when it can be shown that due to wetlands, topographic conditions, resource areas, the need to accommodate lotting patterns and site planning, or extreme engineering costs make the depicted street impractical to develop.

10.M.3 Alleys shall be allowed in all residential zoning districts.

10.M.4 All alleys shall be private streets and shall be constructed as depicted in Figure 10-SV-6.

10.M.5 All public streets within the Sunnyside Village shall be constructed to the street standards depicted in Figures 10-SV-1 through 10-SV-5.

10.M.6 Orient local streets whenever practical so that at least 50 percent of the lots face north/south taking advantage of solar access.

10.M.7 All street intersections that do not connect with Sunnyside Road, 142nd Avenue, or 152nd Avenue shall be constructed to the standards depicted in Figure 10-SV-7.

10.M.8 The traffic circle north of the Village Green shall comply with the design standards depicted in Figure 10-SV-8.

10.M.9 Develop a mechanism to pay for the cost of half-street improvements of all connector and local streets adjacent to Parks 3, 4 and 5 and the east/west connector road adjacent to the south property line of the school on 152nd Avenue, as depicted on Map 10-SV-4.

10.M.10 Reimbursements of costs for the realignment of 152nd Drive shall be granted to the extent that they are eligible under the Transportation System Development Charge ordinance. For properties with frontage along 152nd Drive, adjacent to the proposed realignment of 152nd Drive, the applicant's share of costs associated with the realignment of 152nd Drive shall be limited to the dedication of required on-site right-of-way for the realignment of 152nd Drive as a collector street, and the guarantee of financing for the required on-site improvements, to collector-street standards, according to the requirements of the County Engineer.

10.M.11 The County will develop a list of transportation projects for the village based on a comprehensive transportation analysis for the entire Sunnyside area. The County will seek additional funding for those projects as well as improvements to 142nd Avenue, 152nd Avenue, and Sunnyside Road.

10.M.12 An analysis of the present alignment of 147th and its connection to Sunnyside Road shall be considered. This project should be included in the County's Capital Improvement Plan as a "high priority" safety project.

10.N Trails and Pedestrian Connections Policies

10.N.1 All pedestrian accessways and trails shall be constructed to standards established by the North Clackamas Parks and Recreation District (NCPRD) at the time of development.

10.N.2 All pedestrian accessways and trails identified on Map 10-SV-1 shall be either dedicated or an easement be granted to NCPRD.

10.N.3 NCPRD shall be responsible for the ongoing maintenance of all pedestrian accessways and trails.

Boundary Amendments

10.O Amendments to Village Boundary Policies

The Sunnyside Village boundary may be amended to include property within the Sunnyside Village boundary when all of the following criteria are met:

10.O.1 The property is contiguous to the Sunnyside Village boundary.

10.O.2 The property is designated by Metro as an urban reserve or the property is located within the Portland Metropolitan Urban Growth Boundary.

10.O.3 The property has been under the same continuous ownership as adjacent land within the Sunnyside Village boundary since prior to adoption of the Sunnyside Village boundary by the Clackamas County Board of County Commissioners on August 26, 1993.

10.O.4 The public sewer system serving land within the Sunnyside Village boundary is available to serve the property by gravity flow and is adequate to support the development potential of the property. In addition, the surface water requirements of Clackamas County Service District #1 shall be met.

10.O.5 The public water system serving land within the Sunnyside Village boundary is available and adequate to support the development potential of the property.

10.O.6 The transportation facilities and roadway network within the Sunnyside Village boundary are either available or acknowledged by the County, through an approved master plan, as available in the future and are adequate to support the development potential of the property.

10.O.7 When property is proposed to be annexed, a neighborhood park site, shall be (or has been) adequately and proportionately increased in size within the existing Sunnyside Village boundary or a new park(s) designated according to Subsection 1011.06(C) of the Zoning and Development Ordinance within the property proposed to be annexed to the Sunnyside Village to compensate for the inclusion of the property within the Sunnyside Village boundary.

10.O.8 The proposed extended boundary shall not extend beyond a major topographical break such as a ravine, steep hillside, stream corridor, etc. The determination of the topographical break shall be determined by the County Department of Transportation and Development.

Clackamas Industrial Area and North Bank of the Clackamas River Design Plan

Introduction

The Clackamas Industrial area is the largest concentration of industrial land in unincorporated Clackamas County and is a critical location for jobs and business opportunities. The north bank of the Clackamas River is impacted by development in the Clackamas Industrial Area and has been targeted for preservation of open spaces to protect water quality and natural resource values.

10.P Highway 212 Beautification Policies

10.P.1 Support the development and implementation of the Highway 212 Beautification Project to enhance visual cohesiveness and economic viability of the Clackamas Industrial area.

10.P.1.1 Establish design standards for selected streets.
10.P.1.2 Establish "Gateway" sites to enhance the identification of the industrial area.

The North Bank of the Clackamas River Greenway

The Clackamas River is a regionally significant natural area providing unique fish and wildlife habitat, a municipal water supply for nearly 200,000 people and varied recreational opportunities. A Greenway along the north bank of the Clackamas River between Gladstone and Carver will be beneficial over the long term because it will: provide an open space greenbelt along the river in a growing urban area; enhance and protect fish and wildlife habitat; provide undeveloped areas for flood storage; protect and enhance water quality for drinking water; preserve unique and ecologically sensitive areas; protect and enhance scenic beauty; and where appropriate allow areas for public recreation.

Full protection of the natural resources along the Clackamas River is best attained through public acquisition of property along the Greenway (on a willing seller, willing buyer basis only). Once under public ownership, stewardship and management by appropriate agencies needs to be master planned.

The Clackamas River Greenway between the city limits of Gladstone and Carver is shown on Map 10-CR-1. Greenway lands are predominantly within the flood plain of the Clackamas River. Lands are currently under both public and private ownership. The Greenway Plan and Map is a guide for future public acquisition on a willing seller, willing buyer basis. Condemnation of lands is not a part of the Greenway program, nor is a linear trail along the entire north bank of the Clackamas River.

10.Q The North Bank of the Clackamas River Greenway Policies

10.Q.1 Plan for a Greenway along the north bank of the Clackamas River based on the following goals:

10.Q.1.1 Provide for long term protection of the natural resources along the river bank and floodplain of the river.

10.Q.1.2 Maintain or improve high water quality in the river.

10.Q.1.3 Protect the floodplain for flood storage.

10.Q.1.4 Protect and improve habitat for current or expanded populations of fish and wildlife.

10.Q.1.5 Plan for public acquisition of Greenway lands on a willing seller, willing buyer basis.

10.Q.1.6 Preserve and protect ecologically significant areas along the Clackamas River.

10.Q.1.7 Provide linkages to tributaries and adjacent natural areas including: Cow Creek, Sieben Creek and Rock Creek.

10.Q.1.8 Preserve the visual quality of the Clackamas River including the floodplain and river bluffs.

10.Q.1.9 Recreational access to and use of the Clackamas River is subordinate to natural resource protection.

10.Q.1.10 Provide for limited recreation and public access to the Clackamas River.

10.Q.1.11 Point access to the river is preferable to linear trails in most cases.

10.Q.1.12 Trails shall only be on public property or on easements dedicated through the development process.

10.Q.2 Adopt the Greenway Map illustrating lands targeted for public ownership and management.

10.Q.3 Adoption of the Greenway Map does not:

10.Q.3.1 Place any additional regulations on private properties,

10.Q.3.2 Change the underlying land use and zone.

10.Q.4 Adoption of the Greenway Map is to be used as a guide by open space and parks providers and other appropriate public agencies to acquire properties, from willing sellers over time, for the purpose of preservation of open space, water quality, scenic and wild life values as well as some passive and active recreation.

10.Q.5 Recreational use should be planned through a public master planning process to develop a long term management and recreation plan for the area.

10.Q.6 Greenway lands when under public ownership, will be considered eligible for Open Space Management zoning, for their long term preservation.

Clackamas Regional Center Area Design Plan

Introduction

Moving Toward a Preferred Future

The Clackamas Regional Center area, comprising about 2,100 acres, is a vital and growing part of the County. It is a major hub for the residential and business communities in the southeast Portland metropolitan area. The area has grown rapidly as urban services have been provided, and is poised for even more growth. Forecasts indicate that there will be 36,500 jobs and 7,600 housing units within the study area by the year 2017. This will about double the amount present in 1994. As this change occurs over the next twenty years, the area is envisioned to transition to even more intensive uses, more mixes of land uses, better access for all modes of transportation and a more attractive visual character.

The Clackamas Regional Center Area Design Plan sets the framework for decision-making to meet the challenge of planning for growth and guiding the area to a preferred future identified by citizens, the business community, and public service providers.

The remainder of the Comprehensive Plan is applicable to the Clackamas Regional Center Area. The Clackamas Regional Center Area Design Plan describes the goals and policies that are specific to the Clackamas Regional Center Area. The Clackamas Regional Center Area Design Plan takes precedence where conflicts exist between it and the remainder of the Comprehensive Plan.

The area of application for the Clackamas Regional Center Area Design Plan is shown on Map 10-CRC-1.

Region 2040 Growth Concept Plan Design Types

The Clackamas Regional Center Area Design Plan focuses on three design-types identified in the Region 2040 Growth Concept Plan and Urban Growth Management Functional Plan: a regional center, segments of three corridors and a station community.

Regional Center

An area with the Clackamas Town Center as its focus point is designated a regional center. The boundary is shown on Map 10-CRC-1. The Clackamas Regional Center is intended to be the focus of the most intense development and highest densities of employment and housing in unincorporated, urban Clackamas County, with high quality transit service and a multimodal street network.

Corridors

Corridors are less dense than regional centers and are intended to feature a high-quality pedestrian environment and convenient access to transit, while continuing to meet the needs of the automobile. The Corridors in the Clackamas Regional Center Area are designated as Regional Streets in the Region 2040 Functional Plan, and as such are expected to continue to support high levels of through and local vehicular traffic. The Corridor areas are expected to transition to higher densities through infill and redevelopment. Designated Corridors are 82nd Avenue, Johnson Creek Boulevard, and Sunnyside Road.

Station Community

Station Communities are areas of development centered on a light-rail or high capacity transit station that feature housing, offices and other employment, and a variety of shops and services that are easily accessible to pedestrians, bicyclists and transit users, as well as vehicles. There are two light rail transit stations in the I-205 MAX line in the Clackamas Regional Center Area; adjacent to I-205 near Fuller Road, between Johnson Creek Boulevard and Otty Road, and adjacent to I-205, between Monterey Avenue and Sunnyside Road. A Station Community has been designated in the area around the Fuller Road station.

Vision and Goals

A vision of how the area should look and function in 20 years was the first step in creating this plan. The vision established the foundation upon which the plan was built. The Clackamas Regional Center Area Task Force developed and endorsed the following vision for the Clackamas Regional Center Area in 1995:

Vision

Over the next 20 to 50 years the Clackamas Regional Center Area will be:

• • The dominant commercial and business center for the east Portland metropolitan area;
• • A cultural, civic and transportation center for the east Portland metropolitan area;
• • An area of diverse residential neighborhoods, commercial districts, natural features, and public attractions and spaces that serve both the local community and the region.

Goals

To achieve this vision, the Clackamas Regional Center Area Design Plan describes policies to guide decisions on land use, transportation, housing and urban design that:

• Allow and promote compact development as a means to encourage efficient use of land, promote non-auto trips, and protect air quality.
• Promote development patterns which use land efficiently and support transportation investments.
• Transition towards more intensive use of land through infill and redevelopment, and phased development of infrastructure and urban design improvements.
• Accommodate and encourage appropriate land uses in the Regional Center, along Corridors, and in the Station Community.
• Balance growth with the preservation of existing neighborhoods and affordable housing.
• Create districts and neighborhoods.
• Provide a range of housing types and density.
• Provide for more efficient parking.
• Provide or enhance public amenities such as open space, neighborhood parks, and public gathering places.
• Preserve and enhance natural features.
• Increase community attractions.
• Provide attractive streetscapes.
• Create civic spaces.
• Create a safe and pleasant environment.
• Incorporate design standards and guidelines that promote urban character.
• Increase visual identity.
• Provide a transportation network that provides for all modes of transportation.
• Improve circulation and connections for all modes of transportation.
• Maintain excellent regional access.

Clackamas Regional Center Area Design Plan Policies

The following policies shall be applied in the Clackamas Regional Center Area.

Land Use Policies

10.R General Land Use Policies

The following uses are allowed within the Clackamas Regional Center Area:

10.R.1 Mixed Use: Mixed uses shall be allowed in the Clackamas Regional Center Area in areas designated Commercial, High Density Residential and Regional Center High Density Residential. A mix of uses will be required to be master planned in areas designated Planned Mixed Use. A mix of uses will be allowed in areas designated Station Community Mixed Use, subject to transit-oriented-development building orientation and design requirements.

10.R.2 Commercial: The following Commercial land use plan designations shall be provided in the Clackamas Regional Center Area: Regional Center Commercial, Retail Commercial, Corridor Commercial, Regional Center Office, and Office Commercial.

Commercial areas within the Clackamas Regional Center Area shall:

10.R.2.1 Allow a mix of land uses on the development site;

10.R.2.2 Create a district accessible by all modes of transportation;

10.R.2.3 Create walkable districts by providing improvements and urban design features that encourage and support pedestrian use;

10.R.2.4 Allow land uses that generate pedestrian activity and transit ridership;

10.R.2.5 Require public or private street layouts that allow for future development of sites with redevelopment potential;

10.R.2.6 Maintain and improve pedestrian connections between commercial uses, transit corridors, recreation areas, open space, and adjacent residential areas;

10.R.2.7 Locate all buildings to maximize access by emergency vehicles;

10.R.2.8 Require design review for all development;

10.R.2.9 Implement dimensional and development standards to address compatibility, function, and aesthetics;

10.R.2.10 Provide for the efficient utilization of commercial areas while protecting adjacent properties and surrounding neighborhoods; and

10.R.2.11 Ensure that the minimum operational requirements of development are provided on-site.

10.R.3 Residential: The following Residential land use plan designations shall be provided in the Clackamas Regional Center Area: Regional Center High Density Residential, High Density Residential, Medium High Density Residential, and Medium Density Residential.

These Residential areas within the Clackamas Regional Center Area shall:

10.R.3.1 Establish minimum densities to help meet local and regional housing needs;

10.R.3.2 Provide for multifamily residential uses within walking distance of public transportation, parks, schools, employment areas, and local shopping areas;

10.R.3.3 Create walkable districts by providing improvements and urban design features that encourage and support pedestrian use;

10.R.3.4 Locate all buildings to maximize access by emergency vehicles; and

10.R.3.5 Require design review for all development.

10.R.4 Public and Community Use Open Space: The Public and Community Use Open Space land use plan designation shall be provided in the Clackamas Regional Center Area.

10.R.5 Low Density Residential: The Low Density Residential land use plan designation shall be provided in the Clackamas Regional Center Area.

10.R.6 Industrial: The following Industrial land use plan designations shall be provided in the Clackamas Regional Center Area: General Industrial, Light Industrial, and Business Park.

10.S Clackamas Regional Center Land Use Policies

The following policies apply in the Regional Center shown on Map 10-CRC-1.

10.S.1 Areas shall be planned to:

10.S.1.1 Provide for high-intensity development to accommodate projected regional increases in housing and employment, including mixed-use development;

10.S.1.2 Provide for and capitalize on high-quality transit service;

10.S.1.3 Allow for a mix of land uses to support public transportation and bicycle and pedestrian usage;

10.S.1.4 Provide for the open space and recreation needs of residents and employees of the area; and

10.S.1.5 Support a multimodal street network.

10.S.2 Planned Mixed Use: Apply the Planned Mixed Use land use plan designation. The Planned Mixed Use designation requires master planning for development on key opportunity sites in areas designated for mixed use on the Region 2040 Growth Concept map. Generally, because of size, location, good access, and proximity to supportive land uses and existing or planned transportation improvements, these sites can accommodate more growth than other areas and sites within the plan boundary.

10.S.2.1 Create an area with a mix of land uses, both within the site itself (mix of uses) and within buildings (mixed uses), which:

10.S.2.1.a Provide for high employment and residential densities that support use of public transportation;

10.S.2.1.b Protect key natural features;

10.S.2.1.c Provide for essential public facilities and services, including parks and public spaces;

10.S.2.1.d Provide for structured parking; and

10.S.2.1.e Are accessible by all modes of transportation.

10.S.2.2 Establish through zoning required and allowed land uses, transportation improvements, and design standards that encourage and support pedestrian-oriented streets, buildings, and public places. Apply specific requirements to specific Planned Mixed Use sites through zoning. Number each Planned Mixed Use site to facilitate the application of these specific requirements.

10.S.2.3 Sites with a land use plan designation of Planned Mixed Use but zoned something other than Planned Mixed Use may be converted to Planned Mixed Use zoning when:

10.S.2.3.a Adequate transit services are provided to the site; and,

10.S.2.3.b Minimum site size requirements are satisfied.

10.S.3 Regional Center Office:

10.S.3.1 Apply the Regional Center Office land use plan designation to:

10.S2.3.a Areas with an historical commitment to office use.

10.S2.3.b Areas served by high-capacity transit service.

10.S2.3.c Areas with high visibility from a freeway.

10.S2.3.d Areas generally within one-half mile of a freeway interchange.

10.S.3.2 Provide support services for office development.

10.S.3.3 Limit retail uses in order to maximize the land available for office uses and to provide for the highest employment density in the Regional Center.

10.S.3.4 Require a minimum density to help meet regional employment needs, support public transportation, and use land more efficiently.

10.S.3.5 Create walkable districts within the Regional Center with improvements, urban design features, and urban design standards that encourage and support pedestrian use.

10.S.3.6 Require master plans of large sites to allow for future development of sites with redevelopment potential.

10.S.4 Regional Center High Density Residential: Apply the Regional Center High Density Residential land use plan designation to areas suitable for the highest density multifamily uses.

10.S.4.1 Determine the density of development through zoning.

10.S.4.2 Provide for multifamily residential uses within walking distance of public transportation, parks, schools, employment areas, and local shopping areas.

10.S.4.3 Allow for a mix of land uses provided the minimum residential density is achieved for the entire development site prior to or concurrent with establishment of other allowed uses.

10.S.4.4 Implement dimensional and development standards to address compatibility, function, and aesthetics.

10.S.5 Regional Center Commercial: Apply the Regional Center Commercial land use plan designation to areas with an historic commitment to commercial uses.

10.S.5.1 Provide areas for regional and local shopping.

10.S.5.2 Require a minimum floor area ratio to help meet regional employment needs, support public transportation, and use land more efficiently.

10.S.5.3 Create walkable districts within the Regional Center with improvements, urban design features, and urban design standards that encourage and support pedestrian use.

10.S.6 Amendments to the Clackamas Regional Center Boundary: The Clackamas Regional Center boundary may be amended to include property within the Clackamas Regional Center when all of the following criteria are met:

10.S.6.1 The property is contiguous to the Clackamas Regional Center boundary.

10.S.6.2 The area is, or is planned to be, a focus of compact, high-density development with a mix of uses.

10.S.6.3 The area has, or is planned to have, high-quality transit service and a multimodal street network.

10.S.6.4 The area has, or is planned to have, a density of 60 persons per acre on lands developed or planned to be developed (not including open space, parks, plazas, or natural areas).

10.T Corridor Land Use Policies

10.T.1 Land uses in Corridors shall be planned to:

10.T.1.1 Provide for both employment and housing, including mixed use.

10.T.1.2 Emphasize providing for a high level of bus usage, with land uses and transportation facilities to support bus use.

10.T.1.3 Encourage and support pedestrian travel with supportive land uses, frequent street connections, and sidewalks and pedestrian-ways.

10.T.1.4 Provide for vehicular traffic and auto-oriented uses, while expanding the share of trips via transit and other modes.

10.T.2 Corridor Land Use Plan Designations: A range of land use plan designations may be applied within a designated Corridor identified on Map 10-CRC-1. Each corridor shall include within its area designations that provide primarily for employment and shopping, and designations that provide primarily for dwellings.

10.T.2.1 Commercial land use plan designations that may be applied include: Corridor Commercial, Retail Commercial, and Office Commercial. Any site designated for a commercial use shall be located adjacent to the Corridor street.

10.T.2.2 Residential land use plan designations that may be applied include: High Density Residential and Medium High Density Residential. These Residential designations should generally be located so as to form a buffer between commercial uses adjacent to the Corridor street and low density residential areas located outside the Corridor.

10.T.2.3 Industrial land use plan designations that may be applied include: Light Industrial and Business Park.

10.T.2.4 Existing single-family neighborhoods and manufactured dwelling parks should be zoned to discourage redevelopment to other uses.

10.T.3 Corridor Commercial:

10.T.3.1 The following areas may be designated Corridor Commercial when located within a Corridor as identified on Map 10-CRC-1 and when all of the following criteria have been met:

10.T.3.1.a The site has an historical commitment to commercial uses;

10.T.3.1.b The designation will not cause a decrease in housing capacity in the County;

The designation will not cause a significant traffic increase on local streets serving residential areas;

10.T.3.1.c Adverse effects, including, but not limited to, traffic and noise, will have a minimal effect on adjacent neighborhoods, or can be minimized through on-site improvements; and

10.T.3.1.d The designation will not substantially increase an existing commercial strip or create new strips.

10.T.3.2 Provide commercial areas located in transportation corridors to meet local and regional needs for a wide range of goods and services.

10.T.3.3 Provide for the sale of large-scale items in areas with good transportation access and minimal conflict with other uses.

10.T.3.4 Allow mixed uses in the same building(s) or in a separate building(s) in the development.

10.T.3.5 Establish design and dimensional standards that encourage and support pedestrian use.

10.U Station Community Land Use Policies

10.U.1 The Regulating Plan Map, which will be incorporated in the Zoning and Development Ordinance, shall be the basis of the design and development standards for the Station Community and shall establish the requirements for street types, block pattern, existing and new streets, building frontage types, and landscaping types.

10.U.2 Within the Station Community boundary shown on Map 10-CRC-1, future development and redevelopment shall conform to the Regulating Plan Map, and areas shall be planned to:

10.U.2.1 Provide for development utilizing urban design elements that create and support a dynamic, safe, and convenient public realm made up of interconnected streets, parking areas, parks, and plazas framed by buildings with facades and entrances facing the streets and meeting other requirements of transit-oriented design.

10.U.2.2 Provide for a mix of retail, services, office, and high-intensity housing in buildings meeting the requirements of transit-oriented design, located on a street network with excellent pedestrian connectivity and supportive of local services, bicycle and pedestrian usage, and high-capacity transit ridership.

10.U.2.3 Support a multimodal street network with shared, public on-street parking on all but the most heavily traveled streets, building facades and entrances oriented to the street, and parking located to the side of and behind buildings.

10.U.2.4 Provide for the open space and recreation needs of residents and employees of the area.

10.U.3 Corridor Commercial:

10.U.3.1 Apply the Corridor Commercial land use plan designation within the Station Community boundary shown on Map 10-CRC-1 to:

10.U.3.1.a Areas with an historical commitment to retail uses.

10.U.3.1.b Areas with high visibility and access from a major arterial street.

10.U.3.1.c Areas located within one-half mile of a high-capacity transit station, and providing actual or potential pedestrian connections between high capacity and bus transit.

10.U.3.2 Create an area with a mix of land uses, both within the site itself (mix of uses) and within buildings (mixed uses), which:

10.U.3.2.a Provide for high employment and residential densities that support use of public transportation.

10.U.3.2.b Provide for essential public facilities and services, including shared public parking on public and private streets, accessible and attractive walkways between and through developments, and public spaces.

10.U.3.2.c Are accessible by all modes of transportation.

10.U.3.2.d Orient buildings and parking areas to support and encourage pedestrian trips and utilization of high capacity transit.

10.U.3.3 Establish through zoning required and allowed land uses, transportation improvements, and design standards that encourage and support pedestrian-oriented streets, buildings, and public places.

10.U.3.3.a Require development and redevelopment to meet transit-oriented design requirements.

10.U.3.4 In designated sectors on the Regulating Plan Map, where substantial shopping center development exists, provide for a limited amount of redevelopment to occur without requiring full compliance with transit-oriented design and connectivity requirements.

10.U.3.4.a Ensure that such redevelopment does not reduce multimodal connectivity or hinder future development of additional planned connections.

10.U.4 Station Community Mixed Use:

10.U.4.1 Apply the Station Community Mixed Use land use plan designation within the Station Community boundary shown on Map 10-CRC-1 to:

10.U.4.1.a Areas with an historical commitment to residential, office, and employment uses.

10.U.4.1.b Areas in proximity to high-capacity transit service.

10.U.4.1.c Areas with access to major and minor arterial and collector streets.

10.U.4.2 Create an area with a mix of residential, office, service, and service commercial uses within buildings and developments that meet transit-oriented development standards, which:

10.U.4.2.a Provide for high employment and residential densities that support use of public transportation;

10.U.4.2.b Provide for essential public facilities and services, including shared public parking on public and private streets, accessible and attractive walkways between and through developments, and public spaces; and

10.U.4.2.c Orient buildings and parking areas to support and encourage pedestrian trips and utilization of high-capacity transit.

10.U.4.3 Establish through zoning required and allowed land uses, transportation improvements, and design standards that encourage and support pedestrian-oriented streets, buildings, and public places.

10.U.4.3.a Require development and redevelopment to meet transit-oriented design requirements.

10.U.5 Build public and private streets within the Station Community to the standards illustrated in the Figures 10-CRC-8 through 10-CRC-11.

10.U.6 Study providing on-street parking on 82nd Avenue, if future conditions warrant it.

10.V. Land Use Policies for Other Areas

10.V.1 A range of land use plan designations shall be provided in portions of the Clackamas Regional Center Area located outside the Regional Center, Corridors, and Station Community.

10.V.1.1 Land use designations shall generally increase in level of intensity in areas close to the Regional Center and Corridors.

10.V.1.2 Land use designations shall maintain the character of existing neighborhoods by providing for uses and improvements that are consistent with the type and scale of existing development.

10.V.1.3 Employment uses shall be provided for in the Regional Center, Corridors, or Station Community, and/or in locations adjacent to streets that are at least minor arterials.

10.W Land Use Designations That May Apply Throughout the Clackamas Regional Center Area

10.W.1 High Density Residential: Allow for a mix of land uses as a limited use in the High Density Residential land use plan designation.

10.W.2 Low Density Residential – 5,000- and 2,500-square-foot lots: In the Low Density Residential land use plan designation, include 5,000-square-foot- and 2,500-square-foot-lot-size low density residential zoning districts, subject to Policy 4.R.3 of Chapter 4, Land Use.

10.W.3 Low Density Residential – Townhouses:

10.W.3.1 In Low Density Residential areas, areas may be zoned for townhouses on lots that average 2,500 square feet when the area has access to a residential collector or higher functional class street.

10.W.3.2 The size of the site and adjoining properties zoned for 2,500-square-foot lots should generally not exceed 10 acres.

10.W.3.3 Design dwellings to provide variation in architectural appearance.

Urban Design, Public Amenities, and Open Spaace Policies

URBAN DESIGN, PUBLIC AMENITIES, AND OPEN SPACE POLICIES

Design and development standards and physical improvements tie together land use and transportation to create a more livable community. Urban design elements have been identified that will improve access by all modes of transportation, provide public amenities such as parks and accessible trails for recreational use, create public gathering places, and protect key natural features such as stream corridors and forested hillsides.

10.X Urban Design Elements Policies

10.X.1 Establish design and dimensional standards that provide pedestrian oriented streets, buildings, and public spaces.

10.X.2 Provide for the most intense development around public transportation routes.

10.X.3 Provide multimodal connections that link neighborhoods with commercial areas, schools, parks, and greenways.

10.X.4 Increase the visual identity of the Regional Center Area through streetscape improvements, including pedestrian zones, landscape strips between streets and sidewalks, lighting, street trees, landscaped medians, and gateways.

10.X.5 Protect natural features by directing development away from these areas and using remaining land more efficiently.

10.X.6 Provide public or private street layouts that support future development and increase connectivity for all modes of transportation.

10.X.7 The urban design elements shown on Map 10-CRC-3 shall be provided in the Clackamas Regional Center Area as development occurs and public improvements are provided.

10.X.7.1 All new development or major modifications to existing approved development shall provide the urban design elements on Map 10-CRC-3.

10.X.7.2 For phased development, urban design element requirements will generally be roughly proportional to the amount of development occurring in a phase.

10.X.7.3 Key urban design elements shown on Map 10-CRC-3 are defined as follows:

10.X.7.3.a Boulevards: Streets characterized by landscaped medians and other pedestrian crossing improvements, a sidewalk separated from the street by landscape strips and street trees, and bike lanes.

10.X.7.3.b Main Streets: Streets characterized by a pedestrian/furnishing zone that includes sidewalks, street trees, and space for street lights and other furnishings, on-street parking, more frequent pedestrian crossings, and buildings oriented to the street with storefronts close to the sidewalk.

10.X.7.3.c Special Street Standards: Streets that are characterized by a landscape strip separating the sidewalk from the curb, pedestrian lighting, and pedestrian amenities.

10.X.7.3.d Street Connections: General locations for new or enhanced street connections to improve connectivity in the area have been identified on Map 10-CRC-3. Street connections may be public or private streets and in some cases line up with important driveways to commercial areas.

10.X.7.3.e Local Street Grid: An interconnected public or private street system that provides multimodal access to all activities and uses.

10.X.7.3.f Off-Street Pedestrian Linkages: Street, bicycle and pedestrian paths, and greenway paths to link parks, civic spaces, retail centers, neighborhoods, and other points of interest.

10.X.7.3.g Multi-Use Paths: Off-street pedestrian and bicycle paths. These paths may be developed primarily as a transportation facility, as an amenity, or may serve multiple purposes.

10.X.7.3.h Parks and Open Space: The general locations of parks needed in the Clackamas Regional Center Area are shown on the Map 10-CRC-3. Park locations are not site-specific.

10.X.7.3.i Greenway Trails: Off-street trails within designated greenways (e.g., Phillips Creek and Mt. Scott Creek) that provide opportunities for environmental restoration, recreation, and education.

10.X.7.3.j Plazas: Public gathering places are typically one acre or less and may be publicly or privately owned. Plazas are intended as public gathering places and community focal points.

10.X.7.3.k Natural Features: Natural features to be protected include creeks, wetlands, steep slopes, and wooded bluffs.

10.X.7.3.l Gateways: Key intersections to be reconstructed with special design and landscape treatments that are intended to provide a visual announcement that people are entering a special area.

10.X.8 Establish though zoning transit-oriented design standards to ensure that streets and buildings are supportive of pedestrian, bicycle, and transit trips.

10.Y Streets and Gateways Policies

10.Y.1 Establish design and dimensional standards that provide pedestrian oriented streets and buildings.

10.Y.2 Design and dimensional standards for streets and gateways are intended to:

10.Y.2.1 Improve pedestrian safety at crossings.

10.Y.2.2 Improve visual appeal of the streets.

10.Y.2.3 Improve the pedestrian environment along sidewalks.

10.Y.2.4 Provide on-street parking where appropriate to help provide a supply of public parking that supports reduced parking standards on private property, and separate pedestrians from auto traffic.

10.Y.2.5 Provide strong visual identity to distinguish the Regional Center from adjacent areas.

10.Y.2.6 Create a local block pattern for new roads to improve circulation for motor vehicles and pedestrians by providing shorter and more direct connections between uses.

10.Y.3 Boulevards, Main Streets, Gateways, and streets planned for Special Street Standards have been identified on Map 10-CRC-3. Figures 10-CRC-1 through 10-CRC-11 illustrate the intended standards for improvement.

10.Y.3.1 Exceptions to these standards may be allowed subject to topography, environmental constraints, available right of way, safety considerations, and as follows:

10.Y.3.1.a General elements of a gateway intersection are illustrated in Figures 10-CRC-1 and 10-CRC-7. Establish specific requirements through design.

10.Y.3.1.b Elements of the Main Street cross section may be modified to accommodate Light Rail Transit alignment.

10.Y.3.2 When developing Boulevard improvements, the County should develop and implement a strategy to minimize adverse impacts to adjacent businesses.

10.Y.4 New public and private streets should be designed to accommodate future development.

10.Y.5 Encourage retention and development of a local street network as shown on Map 10-CRC-4, and as otherwise required in the Clackamas Regional Center Area Design Plan.

10.Y.6 Require new streets to connect uses within a development and to adjacent property, when applicable.

10.Y.7 Allow new buildings to be oriented to private streets when these streets include sidewalks or raised walking surfaces, curbs, pedestrian-scale street lighting, and street trees.

10.Z Parks, Plazas, Civic Spaces, Open Space, Paths, and Linkages Policies

10.Z.1 Add parks and enhance open space to meet community needs in the general locations shown on Map 10-CRC-3. Coordinate park and open space efforts with the North Clackamas Parks and Recreation District. Provide additional parks as follows:

• Golf Course Area Park
• Overland Area Park
• Windmill Area Park
• Bell Area Park
• Northeast Area Park
• Causey Area Park
• Fuller Area Park
• Price-Fuller Area Park
• Springwater Area Park
   

10.Z.2 Provide plazas at the general locations shown on Map 10-CRC-3, as well as at major transit stops and stations, in high-intensity pedestrian areas, and near major employment facilities.

10.Z.3 Provide off-street pedestrian linkages at key locations to connect residential areas, parks, and major employment areas and attractions.

10.Z.4 Protect natural features such as wetlands, forested areas, and riparian habitat.

10.Z.5 Conduct a feasibility study of the need for a multipurpose community/cultural facility. The study should be coordinated with the County Tourism Development Council and area business groups.

10.AA Phillips Creek Greenway Policy

10.AA.1 Work with the North Clackamas Parks and Recreation District, public agencies, the private sector, and the community to implement the Phillips Creek Greenway Framework Plan, adopted by reference.

10.BB Urban Design Standards Policies

10.BB.1 Urban design standards shall be implemented to meet the goals of the Clackamas Regional Center Area Design Plan through standards in the Zoning and Development Ordinance.

10.BB.1.1 All new buildings in the Regional Center shall be oriented to existing or new private or public streets.

10.BB.1.2 Maximum front yard setbacks with pedestrian amenities are required in the Regional Center to further develop a high-quality pedestrian environment.

10.BB.1.3 Buildings on corner lots are encouraged to have entrances at the corner.

10.BB.1.4 When feasible and practical, buildings shall be placed to allow future infill and intensification of the site.

10.BB.1.5 Pedestrian amenities, as defined by the Zoning and Development Ordinance, may be used to satisfy specific percentages of landscape requirements.

10.BB.1.6 Where appropriate, the County may allow developments to utilize regional storm water facilities and/or for multiple property owners to utilize joint facilities.

10.BB.1.7 Drive-through facilities may be prohibited, limited, or conditioned to support the goal of creating high-quality pedestrian environments.

10.BB.1.8 Architectural design shall support and promote urban character.

Transportation Policies

10.CC Roads and Streets System Policies

10.CC.1. Construct all roadway improvements identified in Map 10-CRC-4 to maintain regional accessibility to the Regional Center and provide a network for all transportation modes that interconnects neighborhoods and districts, the Station Community, commercial areas, community centers, parks, libraries, employment places, other major activities, off-street pedestrian linkages, regional multi-use paths, and area greenway trails.

10.CC.2. Street Connectivity Policies

10.CC.2.1 Develop a block and grid street network that serves all transportation modes with short and direct public right-of-way routes.

10.CC.2.2 In all new developments adjacent to corridor arterial streets, require public street, private street, or private driveway connections to provide traffic flow parallel to the arterial.

10.CC.2.3 On major arterial streets, encourage public or private street connections at intervals of no more than 660 feet. Encourage more frequent public or private connections on other streets, especially those in areas planned for mixed-use or dense development.

10.CC.2.4 To reduce the number of local trips using 82nd Avenue, require and develop local street and commercial driveway connections on the east side of 82nd Avenue from Causey Avenue to Otty Road. These public or private connections shall be open to public access, and may be indirect if appropriate direct routes are not feasible. This policy applies to all land use, transportation, and development permits.

10.CC.3. Require public local streets, private streets, and driveway connections between developments to provide public access and circulation between land uses and reduce local trips on collectors and arterials. This policy applies to all land use, transportation, and development permits.

10.CC.4. In the Station Community, a network of public and private streets, including arterial, collector, and local streets, will provide excellent connectivity and pedestrian access to support transit access and utilization. Generally blocks will be no more than 450 feet in length.

10.DD Transit Policies

10.DD.1 Coordinate with Tri-Met to implement Clackamas Regional Center Area transit service improvements planned in the Tri-Met Primary Transit Network and Tri-Met Choices for Livability, and implement additional transit improvements identified on Map 10-CRC-6.

10.DD.2 Coordinate with Tri-Met, Metro, the Oregon Department of Transportation, and other agencies in funding and implementing the planned Clackamas Regional Center Area transportation improvements identified on Map 10-CRC-6.

10.DD.3 Coordinate with Tri-Met in evaluating a fareless square for the Clackamas Regional Center Area.

10.DD.4 Coordinate with a Transportation Management Association (TMA) to develop and operate a frequent, fareless or low-fare Loop Shuttle Service. A conceptual alignment for the shuttle service is indicated on Map 10-CRC-6; the actual alignment is to be determined by Tri-Met and the TMA.

10.DD.5 Establish park-and-ride lots at the periphery of the Regional Center. Future shuttle bus routes should include stops at potential park-and-ride sites and employer locations.

10.DD.6 To improve transit speed and the capacity of 82nd Avenue, add bus queue bypass lanes which allow buses to bypass auto traffic at traffic signals.

10.DD.7 Coordinate with Tri-Met to encourage and support development of structured park-and-ride lots at high-capacity transit stations. When surface parking facilities are provided, encourage TriMet to re-use these sites for transit-oriented development.

10.EE Pedestrian and Bikeway Network Policies

10.EE.1 Construct all pedestrian and bikeway network improvements identified on Maps 10-CRC-3, 10-CRC-7, and 10-CRC-7a, in Table 10-1 and in the Clackamas Regional Center Pedestrian/Bicycle Plan adopted by reference in Appendix A, in order to provide a network connecting Clackamas Regional Center Area neighborhoods and districts with transit stops, commercial areas, community centers, parks, libraries, employment places, other major activities, off-street pedestrian linkages, regional multi-use paths, and area greenway trails. Other local pedestrian and bikeway network improvements may be identified and developed during land use review and as part of public improvements.

10.EE.2 Collaborate with public agencies and private property owners, as appropriate, to implement the sign plan element of the Clackamas Regional Center Pedestrian/Bicycle Plan adopted by reference in Appendix A.

10.EE.3 Consider the prioritized list of projects identified in the Clackamas Regional Center Pedestrian/Bicycle Plan adopted by reference in Appendix A, when allocating public funds for pedestrian and bicycle network improvements in the Regional Center.

10.EE.4 In the development review process, new residential and mixed-use developments within the Station Community, Corridors, and Regional Center shall encourage pedestrian and bicycle travel by:

10.EE.4.1 Providing direct and convenient public right-of-way routes connecting residential uses with planned commercial uses, schools, parks, and other neighborhood facilities.

10.EE.4.2 Providing bike and pedestrian connections on public easements or right-of-way when full street connections are not possible, with connection spacing of no more than 330 feet, except where topography, barriers such as freeways, railroads, or environmental constraints such as streams, rivers, slopes, or environmentally sensitive areas prevent street extension.

10.EE.5 Sidewalks shall be constructed on all public and private streets in the Clackamas Regional Center Area, subject to topography and environmental constraints.

10.FF Transportation Demand Management Policies

10.FF.1 Work with Clackamas Regional Center Area employers and businesses to develop strategies that will reduce vehicle miles traveled to decrease congestion and improve air quality. Strategies to be considered include, but are not limited to, the following:

10.FF.1.1 Employer strategies that increase vehicle occupancy, encourage work trips outside peak travel times, and promote telecommuting.

10.FF.1.2 Facility improvements to encourage non-auto transportation modes, including:

• • building the area bike/pedestrian network;
• • implementing transit preference systems that give buses advantage over other vehicles;
• • providing transit and pedestrian amenities such as covered bus stops and lighting; and
• • providing on-site shower and dressing areas.

10.FF.1.3 Identifying County resources and incentives needed to promote and develop transportation demand management (TDM) programs for 82nd Avenue employers, and monitor the performance of 82nd Avenue corridor TDM programs conducted by employers.

10.FF.2 Develop a Transportation Management Association (TMA) with businesses within the Clackamas Regional Center Area and Tri-Met to manage TDM strategies and operate a Loop Shuttle Service.

10.FF.3 Work with employers and businesses within the Regional Center boundary and other targeted TDM areas to initiate a TMA to manage area TDM strategies and operate a Loop Shuttle Service.

10.GG Access Management Policies

10.GG.1 Implement the following access management standards on 82nd Avenue within the Clackamas Regional Center Area.

10.GG.1.1 Consolidate driveways/accesses to the targets shown on Map 10-CRC-8.

10.GG.1.2 Reduce signal spacing requirements from 1,320 feet to 500 feet, contingent on maintaining adequate signal progression.

10.GG.1.3 Coordinate with the Oregon Department of Transportation to reassess 82nd Avenue access management standards if the balance of efficient traffic flow with local access needs changes as adjacent land uses develop to the Corridor and Boulevard designs.

10.GG.2 Develop Clackamas Regional Center Area access management standards for the other areas of the Clackamas Regional Center Area that:

10.GG.2.1 Require driveway/access spacing to support the County functional classification of the road.

10.GG.2.2 Require new driveways/accesses to line up with driveways/accesses or public streets on the opposite side of the Corridor to promote safety and efficient access and egress.

10.GG.2.3 Encourage shared driveways/accesses with adjacent properties to meet minimum driveway access spacing standards that support the functional classification of the road.

10.GG.2.4 Encourage connecting driveways/accesses with adjacent properties.

10.GG.2.5 Require developments to provide rear access to public streets whenever feasible.

10.GG.3 Other than the new public street access identified on Map 10-CRC-8, do not allow additional access on Johnson Creek Boulevard between 82nd Avenue and I-205.

10.HH Parking Standards Policies

10.HH.1 Encourage more efficient land use, promote non-auto trips, and improve air quality within the Clackamas Regional Center Area by establishing, by zoning, minimum and maximum parking ratios.

10.HH.2 Encourage parking on all local and collector street classifications to provide a buffer between pedestrians and vehicle traffic, and provide public shared parking.

Housing Policies

10.II Housing Policies

10.II.1 Provide for a range and variety of housing types (size and density) and variety of ownership and rental opportunities, in a range of prices.

10.II.2 Encourage housing opportunities for employees in the Clackamas Regional Center Area by investigating partnerships to develop housing for workers in the area.

10.II.3 Limit expansion of commercial zoning into residential neighborhoods along the 82nd Avenue corridor.

10.II.4 Preserve existing manufactured dwelling parks by requiring a relocation plan to be developed and implemented by the developer for residents of manufactured dwelling parks whenever the zoning district designation on a manufactured dwelling park is changed to one other than MR-1. The County must approve the relocation plan as part of the zone change application.

10.II.5 Replace housing capacity lost in the study area by future Comprehensive Plan amendments or zone changes. Any application for a change in land use plan designation within the Clackamas Regional Center Area will be accompanied by a demonstration of how an equal amount of housing capacity is replaced on another site, or constructed on the site as part of a mixed-use development.

10.II.5.1 The purpose of this policy is to maintain the potential for the amount of housing identified in the Clackamas Regional Center Area Design Plan.

10.II.5.2 This policy would apply to Comprehensive Plan amendments or zone changes made subsequent to adoption of the Clackamas Regional Center Area Design Plan.

10.II.5.3 This policy would apply to quasi-judicial changes from residential to a non-residential use.

10.II.5.4 Replacement housing capacity could be located anywhere within unincorporated Clackamas County located within the Urban Growth Boundary.

10.II.5.5 Approval of a design review application and any other applicable land use permit for the required amount of replacement housing on a site in a commercial or office district, not including PMU sites, will meet the requirements of policy 10.II.5.

10.II.6 Form a County Housing Advisory Committee to counsel and advise the Board of County Commissioners on housing issues.

10.II.6.1 Clackamas County shall review its policies and ordinances regarding affordable housing and develop an affordable housing strategy with a series of tools to provide for a mix of housing types and prices in the County.

Sunnyside Corridor Community Plan

The Sunnyside Corridor Community Plan Area is one of the most rapidly urbanizing areas of Clackamas County. Most of the development has occurred in the last 20 years, and there is capacity for additional growth. The Sunnyside Village area has developed rapidly since adoption of the Sunnyside Village Plan in 1993, and has provided many lessons about integrating land use and transportation, mixing uses, and accommodating higher density housing types. New planning rules affect the ways the remaining areas must be planned. These include:

• The Region 2040 Urban Growth Management Functional Plan. Sunnyside Road was identified by regional planning efforts as appropriate for designation as a Corridor design type. Corridors are planned to be areas featuring a high-quality pedestrian environment, convenient access to transit, and higher employment concentrations and housing densities than surrounding areas. In order to support high-quality transit service, they are planned to be developed at densities that are somewhat higher than today (2000). Typical new development would include townhouses, and one- to three-story office, multifamily, and retail buildings.
• The National Marine Fisheries Service has listed several runs of Chinook Salmon and Steelhead in the Clackamas River as "threatened" under the Endangered Species Act. The Region 2040 Urban Growth Management Functional Plan, and the County water quality plans are responding to the listings. The listings may require additional protection of riparian corridors and area streams.

In addition, the recently completed Environmental Assessment for widening Sunnyside Road identifies opportunities and limits for the types of development that are feasible and prudent in the area. The Sunnyside Corridor Community Plan is designed to support the transportation improvements planned for Sunnyside Road by limiting land uses and thus traffic generation on Sunnyside Road, limiting accesses on Sunnyside Road, and increasing the connectivity within the neighborhood so that local trips won't have to use Sunnyside Road.

The Sunnyside Corridor Community Plan is designed to promote an urban form that will support alternative modes of transportation, such as walking, bicycling, and transit. Permitted land uses, the transportation network, and development standards are all designed to support alternative modes as well as auto use, and create a development pattern conducive to face-to-face community interaction. Designations for employment and higher density housing are located to support adopted public policy for the development of the regional transportation system.

The Sunnyside Corridor Community Plan is designed to focus the most intense development in two "development nodes" centered on 122nd Avenue and Sunnyside Road and on 132nd Avenue and Sunnyside Road. 122nd Avenue and 132nd Avenue must be improved to support the levels of traffic projected. There are three schools in the vicinity of 132nd Avenue, and it is heavily used by school children. A street design to promote safety, convenience, and comfort is of utmost importance.

The remainder of the Comprehensive Plan applies to the Sunnyside Corridor Community Plan Area. The Sunnyside Corridor Community Plan describes the goals and policies that are specific to the Sunnyside Corridor Community Plan Area. The Sunnyside Corridor Community Plan takes precedence where conflicts exist between it and the remainder of the Comprehensive Plan.

The Sunnyside Corridor Community Plan applies to the area shown on Map 10-SC-1, from 117th Avenue to the western boundaries of the Sunnyside Village. The primary focus of the Plan is the area immediately adjacent to Sunnyside Road and other areas with vacant and redevelopable land, especially the future urban areas east of 132nd Avenue.

Goals

• Ensure the efficient use of land and urban services.
• Provide a mix of housing types, densities and price ranges to accommodate the diverse housing needs of the projected population.
• Encourage jobs and services along the Sunnyside Corridor to be concentrated at major intersections.
• Provide a transportation network that emphasizes an interconnection of streets, alleys and pedestrian ways that encourage transit, bicycle and pedestrian trips and provide opportunities for neighborhood circulation that avoids having to use Sunnyside Road.
• Reduce access points along Sunnyside Road.
• Facilitate development of sub-regional storm drainage detention and sediment control facilities that enhance water quality in area streams and provide adequate storm water detention.
• Provide adequate infrastructure.
• Provide for joint-use public facilities to reduce the land area committed to public uses.
• Protect the character of existing neighborhoods.

Land Use

10.JJ General Land Use Policies

10.JJ.1 Map 10-SC-2 illustrates the land use plan designations for the Sunnyside Corridor Community Plan Area. The following designations may be allowed: Low Density Residential, Medium High Density Residential, Office Apartment, Community Commercial, and Public and Community Use. Policies directing the application of these land use plan designations are located in Chapter 4. In addition, policies establishing special standards for these designations when applied in the Sunnyside Corridor Community Plan Area are set out in Policies 10.JJ.2 to 10.LL.5, below.

10.JJ.2 The Corridor design type, as defined in Chapter 4, shall be applied along Sunnyside Road from approximately 117th Avenue to 138th Avenue. The Corridor design type location shall be defined within the Sunnyside Corridor Community Plan Area as development nodes, which are delineated on Map 10-SC-1.

10.JJ.2.1 The development nodes will contain concentrations of higher intensity development, separated by Office Apartment or Low Density Residential uses.

10.JJ.2.2 Corridor Policies 4.I.1.1 through 4.I.1.5 of the Urban Growth Concept section of Chapter 4 shall be applicable to the development nodes.

10.JJ.2.3 The development nodes will include a complementary mix of land uses. The following uses are expected to be found in the Corridor design type area: retail, services, offices, schools, religious facilities, community facilities, and multifamily residential.

10.JJ.2.4 The following land use plan designations may be located within the development nodes: Community Commercial, Office Apartment, Medium High Density Residential and Low Density Residential.

10.JJ.2.5 The Corridor design type development nodes shall not be expanded to include additional land area.

10.KK Residential Policies

10.KK.1 Residential land use plan designations shall be allowed in the Sunnyside Corridor Community Plan Area to provide for a variety of housing choices that are compatible with the character of the area, support current and projected demographics and ensure a range of densities to promote an efficient use of the land and urban services.

10.KK.1.1 The Low Density Residential designation shall be applied in many locations in the Sunnyside Corridor Community Plan Area, including locations on Sunnyside Road between development nodes. R-7 zoning shall be applied to areas designated Low Density Residential that are located east of 132nd Avenue, south of Sunnyside Road and west of the Sunnyside Village.

10.LL Commercial Policies

10.LL.1 The Office Apartment land use plan designation shall be applied in the Sunnyside Corridor Community Plan Area to provide for employment and limited housing uses. The Office Apartment designation shall be applied as depicted on Map 10-SC-2 and may be applied in other locations when the Chapter 4 criteria for designation of Office Apartment areas are met.

10.LL.2 The Community Commercial land use plan designation shall be allowed only on the south side of Sunnyside Road within the development node at the intersection of 122nd Avenue. This designation is provided to meet the retail needs of the Sunnyside Corridor Community Plan Area.

Transportation

10.MM Streets, Alleys, and Pedestrian Connections

10.MM.1 Integrate land use with the transportation network in the Sunnyside Corridor Community Plan.

10.MM.2 All new developments shall provide streets, vehicular connections and pedestrian connections as shown on the Map 10-SC-3 and Map 5-4a.

10.MM.2.1 New streets and connections identified on Map 10-SC-3 as "location determined" may be modified only when it can be shown that the depicted street or connection is impractical to develop due to wetlands, topographic conditions, resource protection, or pre-existing lotting patterns.
10.MM.2.2 The precise location for new streets and connections depicted as "location flexible" will be determined during the development review process.

10.MM.3 In addition to the vehicular and pedestrian connections required on Map 10-SC-3, safe and convenient pedestrian connections shall be used to enhance access between residential and commercial developments, public facilities, activity centers, and streets when public streets are not feasible.

10.MM.3.1 A system of pedestrian connections shall be provided from subdivisions and multifamily developments to the following commercial or public facilities: existing or planned transit facility, school, park, outdoor activity area, plaza, day care center, children's play area, library, church, or similar facility; and

10.MM.3.2 Pedestrian access shall be provided from a dead-end street, cul-de-sac, or mid-block where the block is longer than 330 feet; and

10.MM.3.3 Commercial developments shall be integrated with the neighborhood. If direct pedestrian access is not provided between commercial developments and adjacent residential areas via public streets and sidewalks, additional pedestrian and bicycle access shall be provided.

10.MM.4 132nd Avenue south of Sunnyside Road shall be constructed to the street standards as depicted in Figure 10-SC-1.

10.MM.4.1 No new residential driveway accesses shall be allowed on 132nd Avenue south of Sunnyside Road.

10.MM.4.2 The fronts or sides of primary dwelling units shall be oriented to 132nd Avenue. Back yards shall not line 132nd Avenue.

10.MM.4.3 Facades facing 132nd Avenue shall not consist of a blank wall.

10.MM.5 New local streets and new connector streets shall comply with the following design standards

10.MM.5.1 Orient local streets whenever practical so that at least 50 percent of the lots front north or south to take advantage of solar access.

10.MM.5.2 Provide on-street parking, landscape strips between sidewalk and street, sidewalks on both sides of the street, street trees, and short pedestrian crossing distances at intersections. Figure 10-SC-2 illustrates a typical street cross section.

10.MM.6 Provide vehicular and/or pedestrian connections between residential developments, public facilities, neighborhood services, and the collector and arterial street system.

10.MM.7 Alleys shall be allowed in all residential zoning districts. All alleys shall be private streets and shall be constructed as depicted in Figure 10-SC-3.

10.MM.8 Access controls on Sunnyside Road shall be consistent with the preliminary design for Sunnyside Road as shown in the Sunnyside Road Environmental Assessment or more detailed design and engineering work undertaken for Sunnyside Road. In addition, the following shall be applied:

10.MM.8.1 Consolidate driveways to the targets shown on Map 10-SC-5, Access Management Targets for Sunnyside Road.

10.MM.8.2 Whenever possible, driveway accesses shall be consolidated as development and re-development occurs. Temporary accesses may be allowed when Office Apartment sites develop incrementally, but only if a master plan has been approved demonstrating how and when further driveway consolidation shall occur.

10.MM.8.3 To maintain the flow of traffic on Sunnyside Road, driveways may be restricted to right-in, right-out only.

10.MM.8.4 Office Apartment and Commercial developments shall minimize vehicular access to Sunnyside Road, with primary access provided on side streets whenever possible.

Parks, Recreation, and Natural Resources

10.NN Natural Resource Protection

10.NN.1 Restrict development of natural resource areas, including: slopes greater than 20 percent, confirmed landslide hazard areas, flood hazard areas, stream buffers, wetlands, and significant natural areas.

10.NN.2 Except in stream corridor and wetland buffers, residential development may be allowed within restricted areas when it is consistent with the policies in the Natural Hazards section of Chapter 3 and the Open Space and Floodplains section of Chapter 4.

10.OO Parks, Open Space, and Recreation Trails

10.OO.1 Provide parks that are equitably distributed and accessible from throughout the Sunnyside Corridor Community Plan Area.

10.OO.2 Facilitate park and recreation and storm water detention and treatment providers to cooperate in the development of facilities that meet the needs of both agencies.

10.OO.3 At the time of site development, trails shown on Map 10-SC-6 shall be constructed to standards established by the North Clackamas Parks and Recreation District (NCPRD).

10.OO.4 Map 10-SC-6 depicts the general location of a trail that will connect to an adjacent trail in the Sunnyside Village. The final location of this trail will be determined as development occurs.

10.OO.5 All designated trails identified on Map 10-SC-6 shall be either dedicated to, or granted as an easement to, NCPRD, which will be responsible for their maintenance.

McLoughlin Corridor Design Plan

The Portland metropolitan area has changed significantly in the past 20 years, and will likely experience more changes in the future. McLoughlin Boulevard, and the business and residential areas that surround it, have also changed – reflecting population and traffic changes, shifts in retail market and development types, and infill and maturation of the nearby residential neighborhoods.

A number of issues affect the future of the McLoughlin Corridor, which provided the impetus for a special study of the area in 1998-99, including:

• McLoughlin Boulevard has been identified as a Regional Street in the Region 2040 Urban Growth Management Functional Plan, and is expected to continue to support high levels of through and local vehicular traffic.
• The area along McLoughlin is designated a Corridor in the Region 2040 Urban Growth Management Functional Plan. A Corridor is intended to feature a high-quality pedestrian environment and convenient access to transit, while continuing to meet the needs of the automobile. Corridor areas are expected to transition to higher residential and employment densities through infill and redevelopment.
• The Oregon Highway Plan designates McLoughlin Boulevard as a District Highway. As a District Highway, McLoughlin Boulevard provides a link between urbanized areas and also serves local access and traffic. The management objective is to provide for safe and efficient, low-to-moderate-speed traffic flow and for pedestrian and bicycle movements.
• McLoughlin Boulevard has been designated for frequent bus service.
• The Oregon Department of Transportation (ODOT) needs to evolve policies and standards for state highways in urban areas such as the McLoughlin Corridor.

The County worked with state and local agencies, a citizen's workgroup, and the general public through a series of open houses, to develop a plan in response to these issues.

The focus of the McLoughlin Corridor Study became the design of the street itself. McLoughlin Boulevard was the first four-lane highway constructed in the State. It was constructed in the 1930s and has been improved incrementally since then. It generally has 120 feet of right-of-way, with an improved width of 80 to 90 feet. Several of the State and County policies that describe how a District Highway or major arterial is to be designed and constructed remain to be implemented.

The McLoughlin Corridor Design Plan is not intended to repeat policies that cover issues already addressed by other State and County plans, such as the need for continuous sidewalks, bike lanes, street lighting, and transit improvements. The Design Plan also does not attempt to modify existing State or County policies for access control. Instead, the Design Plan focuses on designing aspects of the street for greater safety, aesthetics, and utility, especially including a landscape strip between the curb and sidewalk. Both safety and appearance will be improved by consistent design, including continuous bike lanes, landscape strips, sidewalks, street lights, transit amenities, fewer driveways, and no on-street parking. The Design Plan includes typical cross sections, with strategies to apply them in the context of design work leading up to a reconstruction of McLoughlin Boulevard and in the context of development review.

Land uses in the McLoughlin Corridor were reviewed. A market analysis addressed the market for a range of land uses, and the types of employment and housing densities that are suitable for the Corridor. It was determined that the employment and housing uses and densities appropriate to a Corridor are already feasible under the existing land use plan designations provided for in the Comprehensive Plan.

Land uses would be better served in terms of access and circulation if there were better connectivity between parking lots, and between parking lots and streets to the side or rear of the development. The image of McLoughlin Boulevard would be improved if the existing sign ordinance were better enforced. An improved appearance may lead to more investment, more patronage of businesses, and more job creation.

The remainder of the Comprehensive Plan is applicable to the McLoughlin Corridor. The McLoughlin Corridor Design Plan describes the goals and policies that are specific to the McLoughlin Corridor. This Design Plan takes precedence where conflicts exist between it and the remainder of the Comprehensive Plan.

Goals

• Design and improve McLoughlin Boulevard to serve the needs of travelers by all modes of transportation along and across the roadway.
• Design McLoughlin Boulevard to serve a balance between regional through traffic and local access for businesses and residents.
• Design McLoughlin Boulevard to serve regional and local traffic, including public transportation, bicycles and pedestrians.
• Enhance safety for all travel modes and improve the aesthetic appeal of McLoughlin Boulevard.
• Create a high-quality pedestrian environment, convenient access to transit, and a mix of land uses that implement the Corridor design type.
• Enhance pedestrian safety, especially pedestrian crossings near schools.

Land Use

10.PP Land Use Policies

10.PP.1 The Corridor design type, as defined in Chapter 4 and displayed on Map 10-MC-1, shall be applied along McLoughlin Boulevard.

10.PP.2 The Corridor design type is applied to properties within the McLoughlin Corridor study area that have the following Comprehensive Plan land use designations: General Commercial, Special High Density Residential, High Density Residential, Medium High Density Residential, and Medium Density Residential, and are no more than 650 feet from the McLoughlin Boulevard right-of-way.

10.PP.3 Corridor Policies 4.I.1.1 through 4.I.1.5 of the Urban Growth Concept section of Chapter 4 shall be applicable within the Corridor design type area.

10.PP.4 Commercial developments shall integrate with adjacent neighborhoods by providing, at minimum, excellent pedestrian access.

10.PP.5 A range of land use designations may be applied within the Corridor design type area. Land use designations that provide primarily for employment and shopping and land use designations that provide primarily for multifamily dwellings shall be considered. Land use designations applicable in the Corridor design type area are:

10.PP.5.1 Commercial land use designations that may be applied include: General Commercial, Retail Commercial, Office Commercial, and Office Apartment. Any site designated for a commercial use shall be located adjacent to McLoughlin Boulevard.

10.PP.5.2 Residential land use designations that may be applied include: Special High Density Residential, High Density Residential, Medium High Density Residential, and Medium Density Residential. Residential land use designations should generally be located so as to form a buffer between commercial uses adjacent to McLoughlin Boulevard and low density residential areas.

10.PP.5.3 When applying for a Comprehensive Plan map amendment to a Residential land use designation in the McLoughlin Corridor, the applicant's property shall have access to a street designated as a major or minor arterial, collector, connector, or local. Siting should not result in significant traffic increase on local streets serving low density residential areas.

Transportation

10.QQ Transportation Policies

10.QQ.1 Encourage circulation to occur between businesses by requiring that adjacent parking lots be connected to each other or to a street at the side or rear of the development.

10.QQ.2 Develop a program for enforcement of the County's sign ordinance on McLoughlin Boulevard. Potential strategies include: providing additional funding and establishing priority with the County's Code Enforcement Section; and setting up a "Corridor Committee" of property owners and business owners who would work toward compliance by setting a good example, discussion, persuasion, and soliciting compliance in a friendly way.

10.QQ.3 ODOT's access standards are applicable to McLoughlin Boulevard, as are their roadway standards between the curbs.

10.QQ.4 Apply the typical cross sections as shown on Figures 10-MC-1a and 10-MC-1b. Map 10-MC-2 shows where the various cross sections generally apply. These cross sections for the area of the roadway adjacent to a development (generally sidewalks and landscape strips) shall be required during development review.

10.QQ.4.1 The standard arterial segment cross section is preferred at locations between intersections. In areas where the topography adjacent to the outside of the sidewalk slopes so that a retaining wall higher than three feet would be required, the landscaped buffer may be reduced in width. The topographically constrained cross section on Figure 10-MC-1a portrays the maximum reduction in the improved width (landscaped buffer reduced to zero, but no reduction is allowed in sidewalk width). Reduction in the width of the landscaped buffer shall be the minimum necessary, considering a retaining wall three feet high.

10.QQ.5 The typical cross sections as shown on Figures 10-MC-1a and 10-MC-1b, and indexed on Map 10-MC-2 shall be used as guidelines for specific designs for reconstruction of McLoughlin Boulevard. More specific design work produced in preparation of a reconstruction of McLoughlin Boulevard may replace the typical cross sections in regard to requirements for development and redevelopment. Design work for road reconstruction should start with the Final Report of the McLoughlin Corridor Land Use and Transportation Study as a guide.

10.QQ.6 Transit improvements in the McLoughlin Corridor should include a transit shuttle through the McLoughlin Corridor area.

Last Amended 5/23/18

Mt. Hood Community Plan
Last Amended 5/23/18

Sunnyside Village Plan
Last Amended 7/1/22

Clackamas Industrial Area & North Bank of the Clackamas River Design Plan
Adopted 2/13/97

Clackamas Regional Center Area Design Plan
Last Amended 7/1/22

Sunnyside Corridor Community Plan
Last Amended 7/1/22

McLoughlin Corridor Design Plan
Last Amended 10/13/14

The purpose of Clackamas County's comprehensive planning process is to establish a framework for land use decisions that will meet the needs of County residents; recognize the County's interrelationships with its cities, surrounding counties, the region, and the state; and ensure that changing priorities and circumstances can be met. Coordination with other governmental agencies and refinement of this Plan and County ordinances is essential to achieve this end.

Issues

• Coordination with cities, special districts and federal, state and regional agencies
• Compatibility of County planning programs with those of other jurisdictions and agencies
• Relationship of changing circumstances to County plans and ordinances
• Implementation of County goals and policies
• Public and private costs
• Administration of ordinances and programs

Summary aof Findings and Conclusion

• Comprehensive planning in Oregon is mandated by the State. The 1973 Legislature adopted Senate Bill 100 (ORA Chapter 197) which established the Land Conservation and Development Commission (LCDC) and directed the commission to adopt Statewide Planning Goals and Guidelines. LCDC Goals and Guidelines were adopted in December 1974, and became effective January 1, 1975.

The Statewide Planning Goals require Clackamas County to:

• Provide opportunity for citizen involvement
• Establish a land use planning process and policy framework
• Preserve and maintain agricultural lands
• Conserve forest lands for forest uses
• Conserve open space and protect natural and scenic resources
• Maintain and improve the quality of our air, water and land resources
• Protect life and property from natural disasters and hazards
• Satisfy the recreation needs of the citizens of the state and visitors
• Diversify and improve the economy of the state
• Provide for the housing needs of the citizens
• Plan and develop a timely, orderly, and efficient arrangement of public facilities and services
• Provide and encourage a safe, convenient, and economic transportation system
• Conserve energy
• Provide an orderly and efficient transition from rural to urban land use
• Protect, conserve, enhance and maintain the natural scenic, historical, agricultural, economic and recreational qualities of the Willamette Greenway
• LCDC adopted 19 statewide goals, of which the 15 listed above apply to Clackamas County. The remaining goals (16-19) apply only to Oregon's coastal areas.
• This Plan satisfies requirements and goals of the Land Conservation and Development Commission. The 15 goals that apply to Clackamas County are addressed within various chapters of the Plan, some as individual topic areas, and others covered in more than one chapter.
• Metro is responsible for coordinating land use planning activities of the jurisdictions within its district, including:
• Coordinating local plan review for consistency with statewide goals and guidelines within the Metro jurisdiction. Plans of jurisdictions outside the district are reviewed by the County.
• Requiring, local plans be consistent with the Metro Land Use Framework Element, the Region 2040 Urban Growth Management Functional Plan and Statewide Planning Goals.
• Requiring amendments to the Plan in a timely manner consistent with regional goals and objectives and/or functional elements.
• More than 150 different federal and state agencies, local governments, and special purpose districts provide services and are involved in planning or engage in activities which directly affect the scope and direction of the County's Plan. Agency boundaries seldom coincide.
• Interagency coordination is necessary to assure that the activities of the agencies reinforce each other and this Plan.
• Area-wide management of problems is needed for transportation, air and water quality, housing and solid waste.
• The County contains 15 cities, all of which have adopted or intend to adopt, comprehensive plans, which may include land outside their boundaries.
• The County contains over 100 special districts, which provide services to unincorporated areas.

City, Special District and Agency Coordination

Clackamas County recognizes that many activities and problems spill across political boundaries, making coordination with special districts, cities, and state and federal agencies essential.

City, Special District and Agency Coordination Goals

• Provide a coordinated approach to problems which transcend local government and special purpose district boundaries or responsibilities.
• Coordinate various agency capital improvement programs with the County's Comprehensive Plan.
• Direct the activities of the various agencies toward implementation of this Plan.
• Establish specific areas adjacent to city boundaries within which the County will coordinate land use actions with the individual city, and within which formal plan agreement will be sought.

11.A City, Special District and Agency Coordination Policies

11.A.1 Participate in interagency coordination efforts with federal, state, Metro, special purpose districts and cities. The County will maintain an updated list of federal, state and regional agencies, cities and special districts and will invite their participation in plan revisions, ordinance adoptions, and land use actions which affect their jurisdiction or policies.

11.A.2 Request state and regional governments, cities and special districts to inform the County of needs which should be addressed in the County's planning program.

11.A.3 Encourage and assist Metro in developing and updating its regional database.

11.A.4 Actively participate with Metro in identifying regional needs and priorities and implementing functional plans.

11.A.5 Continue to assist its citizens in contacting and communicating with other governmental agencies.

11.A.6 Adopt Urban Growth Management Agreements with each city and offer to sign such agreements with all special districts.

11.A.7 Apply this Plan to unincorporated dual interest areas, except those areas where the County has adopted city plan designations in accordance with an urban growth management agreement. Such agreements may provide that the County will not plan or zone dual interest areas at urban densities prior to their annexation by a city. After annexation to a city, this Plan will continue to apply, in accordance with the provisions of ORS 215.130, until the city applies its own land use plan and/or zoning designation. The County will revise Urban Growth Management Agreements to ensure that all agreements include provisions consistent with ORS 215.130.

11.A.8 Notify the parties to Urban Growth Management Agreements of proposed land use actions and Plan amendments and encourage participation in formulating and evaluating the proposals. Request necessary technical assistance in assessing impacts on the area and enter all formal comments into the public record.

11.A.9 Ensure consistency between city and County plans. Any conflicts shall be stated in an Urban Growth Management Agreement, and resolution of these conflicts will occur through the Plan amendment process.

11.A.10 Engage the public in development of intergovernmental agreements.

Amendments and Implementation

Clackamas County citizens need a Comprehensive Plan that will meet and guide changing needs and circumstances for the physical and economic growth within the County. The adoption of the Comprehensive Plan is not an end in itself. The Plan must be implemented by governmental or citizen action. It must be kept current through periodic review and appropriate revision.

Amendments and Implementation Goals

• Ensure that policies in this Plan are implemented.
• Establish Plan review and revision procedures that include provisions for participation by citizens and affected governmental units.
• Ensure an adequate factual base for decisions and actions.

11.B Amendments and Implementation Policies

11.B.1 Ensure that the Comprehensive Plan and County ordinances meet the goals of LCDC, the Region 2040 Urban Growth Management Functional Plan and the Metro Framework Plan.

11.B.2 Ensure that the Comprehensive Plan is regularly reviewed and revised.

11.B.2.1 Establish administrative and organizational procedures to ensure adequate monitoring of population, vacant lands, transportation systems, public facility capacities, and environmental and economic changes, including a computerized data retrieval system.

11.B.2.2 Maintain the adopted citizen involvement program to provide a means for the public to express their views on County or community needs, changes and improvements.

11.B.2.3 Periodically reassess goals, general policies and implementation, as well as the database and alternatives on which this Plan is based.

11.B.2.4 Formally review the Comprehensive Plan at periodic intervals.

11.B.3 Amend the Comprehensive Plan pursuant to the following procedures and guidelines.

11.B.3.1 Allow initiation of a map amendment only by the Board of County Commissioners, the Planning Commission, the Planning Director, or the owner of the property for which a change is requested.

11.B.3.2 Allow initiation of a text amendment only by the Board of County Commissioners, the Planning Commission, or the Planning Director.

11.B.3.3 Consider all proposed Comprehensive Plan amendments at advertised public hearings before the Planning Commission and the Board of County Commissioners, in accordance with state law and County requirements.

11.B.3.4 For quasi-judicial amendments, provide notice of application and public hearing to nearby property owners and the applicable Community Planning Organization a minimum of 20 days prior to the first scheduled public hearing. Provide a copy of the application to the applicable Community Planning Organization a minimum of 35 days prior to the first scheduled public hearing. For legislative amendments, provide notice of proposal and public hearing to all active and recognized Community Planning Organizations a minimum of 20 days prior to the first scheduled public hearing. Ensure that the proposal is available for review a minimum of 35 days prior to the first scheduled public hearing.

11.B.3.5 Provide the opportunity for the Department of Land Conservation and Development and Metro to review and comment on proposed legislative amendments, pursuant to the applicable provisions of state law and the Metro Code .

11.B.3.6 Recognize the Board of County Commissioners as the decision making body for amendments, but provide for the Planning Commission to make recommendations to the Board on these amendments, except in the case of a Plan amendment to designate an historic resource, in which case the Historic Review Board shall be the recommending body.

11.B.4 Coordinate the Plan with regional policies by allowing the acknowledged Plan to be "opened" periodically for amendments that specifically consider compliance with regional goals and objectives and functional elements.

11.B.4.1 "Open" the Plan, each of its elements, and the implementing ordinances for amendments that consider compliance with the goals and objectives and functional plans of Metro on a periodic basis.

11.B.4.2 Recognize that this provision is not to be construed as waiving any legal rights that the County may have to challenge the legality of a regional goal, objective or plan revision.

11.B.5 Authorize the Planning Director to make the initial decision on any questions of interpretation or applicability of this Plan. Provide for the initial decision to be appealed to the Planning Commission and for the Planning Commission's decision to be appealed to the Board of County Commissioners.

11.B.6 Implement this Plan through appropriate ordinances and action.

11.B.6.1 Amend existing ordinances and adopt new ordinances to carry out the policies of this Plan.

11.B.6.2 Apply zoning in a timely manner that is consistent with this Plan.

11.B.6.3 Require all zoning and subdivision ordinances to be consistent with the intent of, and based on, this Plan.

11.B.6.4 Require all actions of the County on conditional uses, variances, and zone changes to be consistent with the intent of this Plan.

11.B.7 Consider the development and adoption of Plan amendments to meet special needs within specific neighborhoods or communities.

11.B.7.1 Develop when necessary detailed plans for areas of significant new development or redevelopment, Rural Communities, additional rural areas or areas of transition from rural to urban areas.

11.B.7.2 Develop appropriate community plans to implement housing, transportation and park policies where necessary at the community level.

11.B.8 Provide public facilities and services appropriate for urban and nonurban designations through participation with regional agencies, cities and special districts in studies to determine needs, service areas and jurisdictional responsibility.

11.B.8.1 Include opportunities for appropriate citizen participation in all facilities and service plans and implementation decisions.

11.B.9 Pursue, as deemed appropriate, enactment or amendment of state statutes and regulations to facilitate opportunities for achieving the goals of this Plan.

11.B.10 Develop public financing systems that are more capable of providing the revenues needed to finance the public improvements needed to implement this Plan.

11.B.10.1 Actively pursue funding possibilities including public/private partnerships, federal or state grants, real estate transfer tax, and tax increment financing to realize practical application and benefit of this Plan's policies.

11.B.10.2 Pursue annual development of a Capital Improvement Program for the coming fiscal year, the next five years, and the long-term outlook.

11.B.10.3 Coordinate with federal, state and regional governments to maximize their contributions to County projects.

11.B.10.4 Evaluate the use of a systems development charge based on the development's impact to help alleviate its impact on transportation facilities, open space and other publicly financed facilities.

11.B.11 Ensure maximum public benefit from the policy directions in this Plan and the provisions in implementing ordinances by continuing to promote public information/education on land use opportunities and constraints.

11.B.12 Continue to administer state agency regulations at the local level in those cases where doing so will improve service to the people of the County. State programs that currently lend themselves to County administration include soil tests for septic tank suitability.

Last Amended 5/23/18

Nearly one third of a million people call the 1,893 square miles of Clackamas County home.

The County's settlement pattern has resulted in small communities, most of which are clustered in the northwest part of the County.  Most of the housing is attractive and structurally sound.  Business and industry have established the reputation of being good neighbors.

County residents value the clean water, the thriving fisheries of the rivers, the glistening year-round snow of Mt. Hood, and the verdant carpet of timber on mountain slopes.  They also value the proximity of jobs, services, and the cultural advantages of Portland.

This combination of an unspoiled natural environment, rich in contrasting beauty, and the pleasant cultural environment of local communities and neighboring Portland, has inspired County residents to turn their attention to what the future may bring.

Why Plan

Planning is essentially an organized attempt at community foresight.  It seeks to guide the future conservation and development of an area within a framework of goals and policies consistent with physical constraints, legal requirements and attitudes and resources of the community.  The basic aim of the Comprehensive Plan is to organize and coordinate the complex interrelationships among people, land, resources, and facilities in such a way as to protect the future health, safety, quality of life and welfare of Clackamas County residents.

Goals

The overall goals of the Plan are:

• Balance public and private interests and adopt a coordinated set of goals and policies to guide future development in Clackamas County.
• Identify the most appropriate land uses for individual sites by evaluating site characteristics in light of market demand, human needs, technology, and state, regional, and County goals.
• Provide for growth in areas where public facilities can economically be provided to support growth.
• Create development opportunities most compatible with the fiscal and financial capacity of the County and its residents.
• Implement the policies of this Plan by adopting a zoning map and set of regulations, and by guiding public investments to support anticipated growth.
• Establish a system whereby individual interests may be compared to stated County policy, and provide a process for review and amendment of those policies as expressed in this Comprehensive Plan.

Foundation in the Past

This Plan is the culmination of Clackamas County's comprehensive planning efforts.  The first Plan was adopted in 1974, with major updates in 1980 and 1992.  In addition, revisions to the plan text and maps have been made periodically in response to an opportunity, or a state, federal or regional requirement.  All revisions to the plan have been developed through a process including public input in development of plan concepts, and public hearings on specific proposed plan language.  Much of the Plan is carried over in each update.

Revisions to the Plan are necessary because:

• The Plan calls for regular review and revision.
• Statewide Planning Goals, adopted by the Land Conservation and Development Commission in 1974, require periodic review.
• The County's population, housing, natural resources, employment and traffic have changed since the first Plan was adopted, and are expected to continue to change over time.
• New state laws, Administrative Rules (OARs), and court decisions regularly occur that further specify the relationship between planning and zoning, or establish new requirements or opportunities.

This Plan considers, and includes as a part of this Plan, the Mt. Hood Community Plan adopted in 1982 by Order No. 76-1855 and all subsequent amendments to it.  All parts of the Mt. Hood Plan are deemed consistent with this Plan.  Procedures for amending the Mt. Hood Community Plan shall be governed by policies for amendments and procedures in Chapter 11 of this Plan.

Hope for the Future

While continuity is one strength of comprehensive planning, the ability to adapt policy to changing needs and conditions is another.  This plan builds on earlier Comprehensive Plans.  It addresses concerns about energy and housing, for instance, which our society ignored previously.  It attempts to resolve administrative problems encountered during the first years the Plan was used.  With each update, the Comprehensive Plan is supported by better information and a more effective citizen involvement process.  Consequently, this Plan can better guide development to the year 2020 than its predecessor, and it contains policies for future revision and amendment.

How to Use this Plan

This Plan, together with its supporting documents and the Court Orders by which it is adopted, is an official policy statement of the County.

Goals and Policies in this Plan direct future decisions on land use actions, ordinance amendments, zone changes, capital expenditures, procedures, and pro­grams.

Plan Maps, in conjunction with the goals and policies, direct development and identify areas subject to various policies.

Each chapter of the Plan consists of:

• Background
• Issues
• Summary of Findings and Conclusions
• Goals
• Policies

The facts on which the Plan is based are in the supporting documents listed at the end of the Plan and in the Court Orders by which the Plan is adopted.

The Land Use chapter defines land use categories, specifies the site conditions used to qualify land for each category of use, and explains allowed uses or uses which may be established under certain conditions.  Other chapters contain policies that are less site specific.  Cross-references are provided where pitfalls to using the Plan are anticipated.  Chapter 10 of the plan includes specific community or design plans, where certain policies may apply that do not apply elsewhere under the plan.

Most development proposals need only comply with provisions of implementing measures such as the zoning and subdivision ordinances.  Some may require a zone change.  Changes of the zoning map may be approved to allow a use equal to, or of less intensity than, the Plan specifies.

If the Plan does not accommodate the requested zone change, the applicant may request a Plan amendment.  In most cases, the easiest way to accomplish this is to seek reclassification on the land use map based on the criteria for designating the desired category and showing that the site in question meets those criteria (see Chapter 11 for amendment procedures).

If a more fundamental change is desired, such as a change in the County's goals or definitions, the same procedure must be followed.  However, changes must comply with state and regional goals and result in a Plan which is internally consistent.

Implementation Costs

Policies throughout this Plan, as well as in Chapter 11, direct how the Plan will be implemented.  The costs involved and the limitations on County financial resources will require that priorities be set to insure that implementation of the Plan is financially responsible.

What Does This Plan Do?

Overall Perspective

• Recognize urban-rural identities
• Resource preservation emphasis in farm, forest, and rural areas
• Manage growth in urban areas
• Diverse, interesting, and active urban community in the northwest corner of the County
• People activities focused at urban centers
• Landscapes, rivers and other natural attractions protected.

Prospects for the Urban Community

• Energy savings in land use patterns, housing, and transportation
• Desirable and affordable housing
• Livable neighborhoods
• More jobs for present and future residents
• Protected open spaces, streams, and hillsides
• Cost efficiency in providing roads, sewers, and other public services
• Fairer system of distributing necessary costs.

Last Amended 5/3/01