Ready-to-Build Downtown Commercial Lots on Hwy 20/Cascade Sisters, Oregon by Suzanne Carvlin, Principal Broker, Licensed in Oregon

Sisters, Oregon

371 & 361 W. Cascade Ave 2 Downtown Commercial Lots 0.08 acres each, or 0.16 acres for both

www.SistersCommercial.com

361 & 371 W Cascade Avenue Sisters, OR 97759 PROPERTY FEATURES www.SistersCommercial.com Information deemed reliable, but not guaranteed. Buyer to conduct own due diligence. ● ● ● ●

2 Vacant Land Downtown Commercial Lots - purchase together or individually 371 and 361 were divided into 2 parcels in 2023. $650,000 for both lots (total 0.16) $325,000 for one lot (0.08 acres each)

FEATURES AND HIGHLIGHTS OF THE PROPERTY ● Prime downtown location with Highway 20 and Cascade Avenue frontage ● Per ODOT- 9,000 cars pass by these lots per day, with 1,300 vehicles passing by per hour (as of December 2021) ● Downtown Commercial Zoning: includes retail outlet, professional oﬀice, child care center, art gallery, hotel, and health club. Residential allowed in connection with commercial use. ● Potenial Cascade Mountain views from future building second story ● All utilities, water, electricity and sewer are available. UNIQUE INFORMATION FOR EACH LOT 371 W CASCADE, SISTERS, OR 97759: ● Map and Taxlot: 151009BB02001 ● Parcel No. 287362, Lot 8, Block 8 ● 2022 taxes are $3758.09 for 371 and should be divided between 371 and 361 as $1879.05 for each lot, owner is currently confirming with the assessor. ● 371 has water, and sewer located on the lot from the former building and has a utility credit with the City of Sisters. The water meter is present with a 3/4'' pipe/water line on the lot, good for must uses. A fire sprinkler system may need a larger pipe and meter for service. Olin Sitz excavation removed the existing

Information deemed reliable but not guaranteed

Property Features Page 1 of 7

structure and filled and compacted voids with crushed rock. The property was scanned with a ground penetrating radar to confirm no underground fuel tanks were present (report available). Some preliminary site plans were produced by C A Rowles Engineering in Bend. 361 W CASCADE, SISTERS, OR 97759: ● Map and Taxlot: 151009BB02000 ● Parcel No. 134776, Lot 7, Block 8. ● 2022 taxes are currently showing as $0/zero for 361, but they should be divided between 371 and 361 as $1879.05 for each lot, owner is currently confirming with the assessor. ● 361 has had utilities placed at the property line. ● The sewer has been stubbed out at the alley. ● The water has been stubbed at Cascade Ave. with a 2'' water line, good for nearly every use, and only needs the appropriate meter installed. ● Electricity, phone and internet conduits are stubbed at the south property line near the alley access. ● The property was scanned with a ground penetrating radar to confirm no underground tanks were present. ZONING ● County Zoning - DC - Downtown Commercial: https://www.codepublishing.com/OR/Sisters/#!/SistersDevCode02/SistersDevCode 0204.html#2.4 PERMITS ● Permits for the properties prior to the division are shown in DIAL under 361 W. Cascade: https://dial.deschutes.org/Real/Permits/134776 UTILITIES HOA – none Zoning- Downtown Commercial (see link in Zoning section)

Information deemed reliable but not guaranteed

Property Features Page 2 of 7

CC&Rʼs- Davidson Addition to Sisters: https://s3.us-west-2.amazonaws.com/westerntitle.com/wp-content/uploads/2021/1 1/01202739/davidson-addition-sisters-ccrs_0.pdf Deschutes County InformationTotal of 0.24 acres (3 parcels) Map and Tax Lots 151009BB02301 and 151009BB02200 Accounts 134772 and 134774 Garbage & Recycling Service – Republic Services for home service (541) 548-4984 https://www.republicservices.com/locations/oregon Northwest Transfer Station in Sisters for drop oﬀ (541) 388-6599 / (541) 317-3163 www.co.deschutes.or.us Sisters Recycling - 328 Sisters Park Drive, Sisters, OR 97759 Electricity Service – Central Electric Cooperative Sisters Oﬀice (541) 549-5698 www.cec.coop Water Service – City of Sisters - (541) 549-6022 Sewer Provider – City of Sisters - (541) 549-6022 Internet/Cable TV/Phone Service – Options: Bend Broadband Susan Chapelle, Customer Service Rep for New Owners - (541) 312-6564 Email: SChapelle@BendBroadband.net Century Link - landline & internet - https://www.centurylink.com/home/ Satellite Internet only (Companies: Viasat or HughesNet) speed= 26 mbps $69.99 first 3 months, goes up to $100 month, client would need to install a dish Dish - (800) 333-3474

Information deemed reliable but not guaranteed

Property Features Page 3 of 7

Direct TV – (800) 531-5000 DirectTV.com Yellowknife Wireless - internet provider http://www.ykwc.com/ 136 NW Greenwood Ave, Bend, OR 97701 (541) 385-0111 Call for Upload download speeds and options. Pricing for 12 x 3, or 15 x 6, 22 x 6 found online. Mail Service – contact the Sisters Post Oﬀice to see if there are onsite delivery options Options: Post Oﬀice, Sisters (541) 549-0412 694 N. Larch Street, Sisters, OR 97759 Pony Express - (boxes, FedEx & UPS service) (541) 549-1538 160 S. Oak Street, Sisters, OR 97759 Newspapers – Sisters Nugget Newspaper (541) 549-9941 442 E. Main Ave. Sisters, Oregon Mail to: PO Box 698, Sisters, OR 97759 https://nuggetnews.com Bend Bulletin 1777 SW Chandler Avenue, Bend, OR 97702 Mail to: P.O. Box 6020, Bend, OR 97708-6020 Home delivery – (541) 385-5800 or 1-800-503-3933 Main line: (541) 382-1811 circ@bendbulletin.com City Services City of Sisters - (541) 549-6022 520 E. Cascade Avenue, Sisters, OR 97759 Mailing Address: PO Box 39, Sisters, OR 97759 City Hall Lobby Hours:

Information deemed reliable but not guaranteed

Property Features Page 4 of 7

Monday - Thursday: 7:300 am - 4:30 pm, except Holidays Friday: 7:30 am-noon Incorporated: 1946 Elevation: 3,182′ Population: 3,081 (2021) Area code: 541 ZIP code: 97759 County Services – Deschutes County - (541) 388-6570 In Deschutes County, call (541) 388-6570, or visit www.DIAL.org to view your property report and Service Providers online. For a full list of services for your property, please see your countyʼs property report and review your information from your title & escrow company.

FAQs - FREQUENTLY ASKED QUESTIONS Important Note: For oﬀicial zoning and building questions, please see the Zoning link for DC-Downtown Commercial and contact the planning department with the City of Sisters ● “What size is the lot?” ○ Each 0.8 acre lot is 30 feet at the front and back (north property line bordering Cascade Avenue and south property line) and 114 long on each side ● “What are the minimum setbacks?” ○ 5 feet from the front of the property line along Cascade Ave. ○ 0 feet from the sides of the property line ● “If there were to be two buildings, one on each lot, could each building go to the lot line?” ○ A firewall would be placed between buildings if separate buildings were constructed on each lot. ● “Can any overhang go over the property line?” ○ No. (We asked nicely, and still got a, “Nope.”)

Information deemed reliable but not guaranteed

Property Features Page 5 of 7

● “What is the maximum building height allowed?” ○ 30 feet maximum height. Except… ○ If appropriately combined with residential, the maximum height is 35 feet. ○ A three story building is allowed, with a height maximum of 50 feet, only if anything above 35 feet cannot be habitable space, storage space/attic only. ● “Why do the taxes say $0 for 361 W Cascade?” ○ Taxes are currently on the county report for 371 W Cascade in the amount of They are expected to be divided between the 2 lots. The seller has contacted the assessor to request a tax assessment reduction since the previous structure was removed. ● “Who removed the previous structure?” ○ Daryl Tewalt, Tewalt Excavation ● “Who removed the basement?” ○ Olin Sitz Excavation ● “

COMMUNITY ● Centrally located in Downtown Sisters amidst shops, restaurants, schools, seasonal farmerʼs market, and events ● 19 miles (typically 27 minutes) to Cascade Shopping Village in North Bend: Target, Best Buy, Home Depot, Sportsmanʼs Warehouse ● 21.4 miles (typically 31 minutes) to US Foods Store, Wholesale Foods, Chefʼs and Kitchen Supply Story ● 24.1 miles (typicallly 30 minutes) to Costco (Costco is being relocated North of Cascade Shopping Village in 2024, and will be less than 19 miles/27 minutes) ● 21.5 miles (typically 33 minutes) to the Redmond Municipal Airport Skiing, Trails & Adventure: ● 21.5 miles (typically 25 minutes) to the Sisters HooDoo Ski Area: https://skihoodoo.com/ ● 44 miles (typically 1 hour, 6 minutes) to Mount Bachelor, Ski & Sports Lodge & Red Chair Li Parking: https://www.mtbachelor.com/ ● All Trails in Oregon: https://www.alltrails.com/parks/us/oregon/deschutes-national-forest ● Sisters - Nearby public lands for access to numerable local hiking and oﬀ-road biking trails including the Peterson Ridge Trail system: https://www.sisterstrails.org

Information deemed reliable but not guaranteed

Property Features Page 6 of 7

● Sisters & Central Oregon - Multiple on-road bike routes including the Oregon Scenic Bikeway: https://www.sisterstrails.org ● Sisters Park & Recreation District: https://sistersrecreation.com/ ● Bend Trail System: https://bendtrails.org/ Bend Park & Recreation: https://www.bendparksandrec.org/

Information deemed reliable but not guaranteed

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MAPS

MAPS 361 & 371 W. Cascade Ave., Sisters, OR NOTE: Building has been removed

371 W Cascade Avenue, Sisters, OR 97759 Map and Taxlot: 151009BB02001 , Account: 287362 , Lot 8, Block 8

Source: Esri, Maxar, E arthstar Geographics, and the GIS User Community, Deschutes County GIS

0 Date: 7/20/2023

± 80

1 i nc h = 9 4 feet

160 ft

371 W Cascade Avenue, Sisters, OR 97759 Map and Taxlot: 151009BB02001 , Account: 287362 , Lot 8, Block 8

Source: Esri, Maxar, E arthstar Geographics, and the GIS User Community, Deschutes County GIS

0 Date: 7/20/2023

± 80

1 i nc h = 9 4 feet

160 ft

371 W Cascade Avenue, Sisters, OR 97759 Map and Taxlot: 151009BB02001 , Account: 287362 , Lot 8, Block 8

Source: Esri, Maxar, E arthstar Geographics, and the GIS User Community, Deschutes County GIS

0 Date: 7/20/2023

162.5

± 325

1 i nc h = 3 76 feet

650 ft

371 W Cascade Avenue, Sisters, OR 97759 Map and Taxlot: 151009BB02001 , Account: 287362 , Lot 8, Block 8

Source: Esri, Maxar, E arthstar Geographics, and the GIS User Community, Deschutes County GIS

0 Date: 7/20/2023

625

± 1,250

1 i nc h = 1 ,5 0 5 feet

2,500 ft

371 W Cascade Avenue, Sisters, OR 97759 Map and Taxlot: 151009BB02001 , Account: 287362 , Lot 8, Block 8

Source: Esri, Maxar, E arthstar Geographics, and the GIS User Community, Deschutes County GIS

0 Date: 7/20/2023

1,250

± 2,500

1 i nc h = 3 ,0 0 9 feet

5,000 ft

371 W Cascade Avenue, Sisters, OR 97759 Map and Taxlot: 151009BB02001 , Account: 287362 , Lot 8, Block 8

0 Date: 7/20/2023

1,250

± 2,500

1 i nc h = 3 ,0 0 9 feet

Deschutes County GIS, Sources: Esri, USGS, NOAA

5,000 ft

361 W Cascade Avenue, Sisters, OR 97759 Map and Taxlot: 151009BB02000 , Account: 134776 , Lot 7, Block 8

Source: Esri, Maxar, E arthstar Geographics, and the GIS User Community, Deschutes County GIS

0 Date: 7/20/2023

± 80

1 i nc h = 9 4 feet

160 ft

361 W Cascade Avenue, Sisters, OR 97759 Map and Taxlot: 151009BB02000 , Account: 134776 , Lot 7, Block 8

Source: Esri, Maxar, E arthstar Geographics, and the GIS User Community, Deschutes County GIS

0 Date: 7/20/2023

± 80

1 i nc h = 9 4 feet

160 ft

361 W Cascade Avenue, Sisters, OR 97759 Map and Taxlot: 151009BB02000 , Account: 134776 , Lot 7, Block 8

Source: Esri, Maxar, E arthstar Geographics, and the GIS User Community, Deschutes County GIS

0 Date: 7/20/2023

162.5

± 325

1 i nc h = 3 76 feet

650 ft

361 W Cascade Avenue, Sisters, OR 97759 Map and Taxlot: 151009BB02000 , Account: 134776 , Lot 7, Block 8

Source: Esri, Maxar, E arthstar Geographics, and the GIS User Community, Deschutes County GIS

0 Date: 7/20/2023

625

± 1,250

1 i nc h = 1 ,5 0 5 feet

2,500 ft

361 W Cascade Avenue, Sisters, OR 97759 Map and Taxlot: 151009BB02000 , Account: 134776 , Lot 7, Block 8

Source: Esri, Maxar, E arthstar Geographics, and the GIS User Community, Deschutes County GIS

0 Date: 7/20/2023

1,250

± 2,500

1 i nc h = 3 ,0 0 9 feet

5,000 ft

361 W Cascade Avenue, Sisters, OR 97759 Map and Taxlot: 151009BB02000 , Account: 134776 , Lot 7, Block 8

0 Date: 7/20/2023

1,250

± 2,500

1 i nc h = 3 ,0 0 9 feet

Deschutes County GIS, Sources: Esri, USGS, NOAA

5,000 ft

BIG VIEW DR

YEL DA LOW ISY LN

RD DR

LAKE

LOCUST ST

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ROPE ST

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RK E DA ORS H LN

N CANTER INGTO T CT N U PERIT

DEE WRIGHT ST

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TAMARACK

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LN MAPLE

HORSE BACK TRL RANCH AVE

Sisters State Park

TYLER AVE COYOTE

STA R SKI RY SPA ES CT R WA KLIN TER G CT

TYEE DR

MAPLE ST

City Park

SPRINGS

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126

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DESPARADO TRL

TYEE DR

CREEKS

LN ATO

CASCADE

BLACK BUTTE AVE

TIMBER PINE TIMBER PINE DR PL TIM CREEK VIEW DR BE R CR R E CT KD SID CREEK

NEW MOON CT

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LARCH

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Village Creek Park E

TE R

ASH ST

LOCUST

Sisters ES

AVE

PARKSIDE LN

SPRUCE

GREEN RIDGE AVE

HELENS AVE

SISTERS VIEW AVE

reek

FIR

ELM ST

WASHINGTON

THREE GTON

EDGIN

BROOKS SCANLON LOGGING RD

SUN R AN

SISTERS PARK WAY CURTIS CT AY CT CT LO R AR K SONGBIRD DR ST ST

ASH

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Squaw C

4500'

AVE

JEFFERSON

BIRCH ST

ST JE FF E WA RSO Y N REDWOOD ST

PINE MEADOW

MAIN

AVE

CASCADE AVE HOOD

Scale

CAMP POLK

SQUAW BACK RD

PINE ST

SENTRY DR

PL BLACK BUTTE AVE ASPENWOOD AVE

ADAMS

COTTONWOOD

LP SE DESERT RO

AY TRINITY W

BROOKS CAMP RD

HINDEMAN ST LA FOLLETTE ST

MCKINNEY RANCH RD FREEMONT ST

SI MIDSTER DL S ED R

PARK

SISTERS

Triangle Park

SISTERS VIEW PL

3000'

BARCLAY PL

COLLIER GLACIER DR

MCKENZIE HWY

1500'

BAR

LAY CT

HOPE AVE

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WHEELER LP

Sisters Eagle Air Airport

HAW TY KIT N L

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Sisters MS

LUNDGREN MILL DR

ALLINGHAM AVE HILL AVE CARSON AVE

MCKINNEY BUTTE RD

HEISING DR

Y HW

Sisters HS

D SA SS R NTIAM PA VILLAGE RD MEADOWS

LAMBERT AVE AITKEN AVE

PER POIN T

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SISTERS HIGH DR

BARCLAY LN

126

PILOT DR

OAK

ST ET SO N

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Sisters

EDGIN

ST EA SY

KY WA UC Y GO L LAD N W HE EL

KED HORSESHOE RD

ER N DE G E L RID

MP CA AN TO ERM SH

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City of Sisters: Comprehensive Plan Map MCKINNEY RANCH RD

TRAPPER POINT RD R YD LA RC A B

R-MFSD

PL E CREEK VIEW DR

E ST HELENS AVE

LM E TYEE DR

R-MFSD

0.5

Map prepared by City of Sisters March, 2005. Parcel data from Deschutes County GIS, December, 2004. WILDWING RD

1 Miles

ELM ST

0.25

R-MFSD

HWY 126

R UAR

RO PE

N CEDAR ST

E WASHINGTON AVE

S LOCUST ST

EDGINGTON RD

S PINE ST

AVE

N OAK ST

S COTTONWOOD ST

Land Use Designations

E CASCADE AVE

E HOOD AVE

PF E JEFFERSON

S BIRCH ST

S PINE MEADOW ST

Stream

E CASCADE AVE

E RANCH AVE

E CREEKSIDE CT

Tax Lots

E MAIN AVE

N FIR ST

W HOOD AVE

Urban Growth Boundary

N PINE ST

N ASH ST

NO NAME 16

BROOKS CAMP RD

W MAIN AVE

N TAMARACK ST

E ADAMS AVE

N MAPLE ST

Legend

PARK PL

R-MFSD

N MAPLE LN

UAR

N LOCUST LN

TRINITY WAY

CH MCKINNEY BUTTE RD

R-MFSD

UAR

Y HW

E BARC LAY

N LARCH ST

R 20

COUNTY & TAX INFO

CC&Rs

SHORT TERM RENTAL

ZONING

Chapter 2.4 – Downtown Commercial (DC) District Sections: 2.4.100

Purpose

2.4.200

Uses

2.4.300

Development Standards

2.4.100 Purpose The purpose of the Downtown Commercial District is to strengthen and reinforce the downtown of Sisters as the “heart” of the community. This chapter is intended to support this purpose through design and appropriate mixed-use development in the Downtown Commercial District, consistent with the following principles: •

Strongly encourage downtown revitalization

•

Encourage efficient use of land and urban services

•

Provide a mix of land uses to encourage walking as an alternative to driving

•

Expand employment

•

Provide more options for housing

•

Improve accessibility between the Downtown Commercial District and neighborhoods and other employment areas

•

Enhance visitor accommodations and tourism amenities

•

Provide standards that maximize the pedestrian friendly scale and quality of the District

•

Sustain the historic tourist character of the City of Sisters through the Western Frontier Architectural Design Theme standards. [Ord. 486 § 2 (Exh. B), 2018].

2.4.200 Uses A.

Permitted uses. Uses allowed in the Downtown Commercial District are listed in Table

2.4.1 with a “P.” These uses are allowed if they comply with the development standards and other regulations of this Code.

Special Provisions. Uses that are either permitted or conditionally permitted in the

Downtown Commercial District subject to special provisions for that particular use are listed in Table 2.4.1 with an “SP.” Uses subject to an SP shall comply with the applicable special use standards included in Chapter 2.15. C.

Conditional uses. Uses that are allowed in the Downtown Commercial District with

approval of a conditional use permit are listed in Table 2.4.1 with either a Minor Conditional Use “MCU” or a Conditional Use “CU.” These uses must comply with the criteria and procedures for approval of a conditional use set forth in Chapter 4.4 of this Code. D.

Similar uses. Similar use determinations shall be made in conformance with the

procedures in Chapter 4.8 – Interpretations.

Table 2.4.1 Use Table for the Downtown Commercial District Land Use Category

Permitted/Special Provisions/Conditional Uses

Residential Dwelling(s) located above, within, or attached P/SP to a commercial building not including singlefamily detached dwellings. Accessory dwelling on a single-family or

P/SP

manufactured dwelling lot Child care home (Care for no more than 16

children) Single-family, Duplex, Townhomes (up to 2 units)

P, Type I review process; applies to lots fronting Adams Avenue and on lots that are located within 114' of Adams Avenue to the south, and 256' to the north of Adams Avenue. (See Figure 1 Map of DC Areas where Single-Family, Duplex, Townhomes allowed)

Manufactured Dwelling on an individual lot.

P/SP, Type I review process; applies to lots fronting Adams Avenue and on lots that are located within 114' of Adams Avenue to the south, and 256' to the north of Adams Avenue. (See Figure 1 Map of DC areas where Manufactured Dwellings on individual lots allowed)

Land Use Category

Permitted/Special Provisions/Conditional Uses

Triplex, Multi-Family Development

MCU; applies to lots fronting Adams Avenue that are located within 114' of Adams Avenue to the south, and 256' to the north of Adams Avenue, and only west of Fir Street. (See Figure 2 Map of DC Area described above where Triplex, Multi-Family Development Allowed)

Multi-Family Development at a Minimum of

MCU; applies to land shown in Figure 2 (map

30 units per acre and up to 50 units per acre

of DC subareas where multi-family development is allowed). Developments between 40 and 50 units per acre must meet the requirements of SDC 2.3.300(G)(2).

Residential facilities

P/SP

Cottage Developments

P/Chapter 4.6 SDC; applies to lots fronting Adams Avenue and on lots that are located within 114' of Adams Avenue to the south, and 256' to the north of Adams Avenue.

Commercial Amusement Uses

Artist studio

Assembly, Club

Concert Hall

Child Care Center

Gallery

Hotel

Brewery and Distillery

MCU

Eating and drinking establishments

P/See Section 2.4.300.K

Retail sales establishment

Professional and personal services (dry

cleaners, barber shops/salons, etc.) Offices (medical, dental, professional)

Animal veterinary clinics

Neighborhood market

Land Use Category

Permitted/Special Provisions/Conditional Uses

Health club (e.g. gym, yoga studio, martial

arts, etc.) Small item repair services (e.g., jewelry,

small appliances, etc.) Light manufacture (e.g., small-scale crafts, electronic equipment, furniture, similar

goods) when in conjunction with retail Theater

Service Stations

MCU/SP

Public and Institutional Community centers and similar uses

Churches and places of worship

Service clubs, lodges, etc.

Government offices

Museums

Public parking lots and garages

Public parks and recreational facilities

Schools

Miscellaneous Accessory uses and structures

P/SP

Adult business

P/SP

Bed and breakfast inn

P/SP

Communication facility

CU/SP, incl. height exception

Home Occupation

P/SP

Hostel

P; accessory use to primary permitted use; 25 guest occupancy limit plus staff, and 14 day stay limit for each 30 day period

Short-term rental

P/SP

PROHIBITED USES Drive-through facilities, motorized vehicle repair uses and sales, and outdoor storage, except for service stations (MCU) Key: P = Permitted SP = Special Provisions MCU = Minor Conditional Use Permit CU = Conditional Use Permit

Figure 1

Figure 2

[Ord. 526 § 3 (Exh. B), 2022; Ord. 497 § 2 (Exh. B), 2019; Ord. 489 § 2 (Exh. B), 2018; Ord. 486 § 2 (Exh. B), 2018].

2.4.300 Development Standards The following property development standards shall apply to all land, buildings and uses in the Downtown Commercial District. Setbacks and other development standards for stand-

alone residential uses are found in Table 2.4.2.a A.

Lot Area, lot frontage, setbacks, lot coverage and building height. See Table 2.4.2.

Table 2.4.2 Development Standards for the Downtown Commercial District Development Standard

Downtown Commercial District

Comments/Other Requirements

Minimum lot area

2,250 square feet

No minimum for condominium lots. Cottage lots are subject to the minimum lot areas in Chapter 4.6.

Lot frontage

25 feet

No minimum for condominium or cottage lots.

Front yard setback

First Floor – 5 feet minimum;

Except where vision clearance

10 feet maximum standards apply. Second and third floor – 0 feet. First Floor – The maximum setback may be increased to 20 feet when a usable public space with pedestrian amenities is provided between the building and the front property line.

Development Standard

Downtown Commercial

Comments/Other Requirements

District First Floor – No more than 50 percent of the front building elevation shall exceed the maximum 10 foot setback Through-Lots. For buildings on through-lots (lots with front and rear frontage onto a street), the front yard setbacks shall apply. The following features are allowed to encroach into the required setback: eaves, chimneys, overhangs, canopies, fire escapes, landing places, outside stairways, and similar architectural features. Balconies, overhangs, bay windows, awnings, eaves, signs and similar features may extend into the right-of-way subject to the following requirements: A. Support posts are permitted in compliance with the Building Codes B. Awnings may extend over public property but no portion shall extend nearer than two feet to the face of the nearest curb line measured horizontally. C. Encroachments shall not obstruct or prevent the placement of street trees or other improvements within the public right-of-way. D. All permanent encroachments (part of the building structure) which infringe into the City ROW require the execution of an encroachment agreement. E. The lowest point of the overhead architectural feature, (Signs use Chapter 3.4), must be

Development Standard

Downtown Commercial

Comments/Other Requirements

District at least eight (8) feet above the sidewalk. Interior Side yard setback a. Abutting non-residential

No minimum

district b. Abutting residential district

5 foot minimum

Development Standard

Downtown Commercial

Comments/Other Requirements

District Exterior Side Yard setback

First Floor – 5 feet minimum;

First Floor – The maximum

10 feet maximum setback may be increased to 20 Second and third floor – 0 feet. feet when a usable public space with pedestrian amenities is provided between the building and the property line. First Floor – No more than 50 percent of the building elevation shall exceed the maximum 10 foot setback The following features are allowed to encroach into the required setback: eaves, chimneys, overhangs, canopies, fire escapes, landing places, outside stairways, and similar architectural features. Balconies, overhangs, bay windows, awnings, eaves, signs and similar features may extend into the right-of-way subject to the following requirements; A. Support posts are permitted in compliance with the Building Codes. B. Awnings may extend over public property but no portion shall extend nearer than two feet to the face of the nearest curb line measured horizontally. C. Encroachments shall not obstruct or prevent the placement of street trees or other improvements within the public right-of-way. D. All permanent encroachments (part of the building structure) which infringe into the City ROW require the execution of an encroachment agreement. E. The lowest point of the overhead architectural feature, (Signs use Chapter 3.4), must be

Development Standard

Downtown Commercial

Comments/Other Requirements

District at least eight (8) feet above the sidewalk. Rear yard setback a. Rear yard lot line abutting

No minimum

Except where vision clearance standards apply.

non-residential district b. Rear yard lot line abutting residential district

5 foot minimum

Lot coverage

No maximum

Compliance with other sections of the Code (landscaping, parking, pedestrian circulation, etc.) may preclude 100 percent lot coverage for certain uses

Building height

30 feet; 35 feet if building includes second-floor

See exceptions to building height in Section 2.4.300.C.

residential use

Table 2.4.2.a Development Standards for Stand-Alone Residential Uses located within the Downtown Commercial District. These standards only apply to lots fronting Adams Avenue and on lots that are located within 114' of Adams Avenue to the south, and 256' to the north of Adams Avenue Development Standard

Downtown Commercial District

Comments/Other Requirements

Minimum lot area: Townhouse

3500 square feet

Single Family Dwelling;

4000 square feet

Manufactured Home Duplex Dwelling

4500 square feet

Triplex Dwelling

6000 square feet

On lots that are located west of Fir Street only

Multi-Family Development (4

7500 square feet for first 4

On lots that are located west

or more units)

units, plus 1500 square feet for each additional unit.

of Fir Street only

Lot frontage No minimum

Development Standard

Downtown Commercial

Comments/Other

District

Requirements

Setbacks Front Porch

10 ft. min., 20 ft. max.

Primary Building/Living

10 ft. min., 20 ft. max.

Space (Enclosed habitable area)/Accessory Building

The following features are allowed to encroach into the required front setback up to 24": eaves, chimneys, overhangs, canopies, fire escapes, landing places, outside stairways, and similar architectural features.

Garage (front-loaded)

20 ft. min.

Garage (side-loaded)

10 ft. min.

Recessed 10 ft. min. behind front wall of house

Interior Side Yard Setbacks Primary Building/Living

5 ft. min.

Space (Enclosed habitable area)/Accessory Building Exterior Side Yard Setbacks Primary Building/Living

10 ft. min.

Lots that are less than 35'

Space (Enclosed habitable

wide may reduce the exterior

area)/Accessory Building

side yard setback to 5'.

Garage (front-loaded) when

20 ft. min.

accessed from a street Garage (side-loaded) when

front wall of house. 10 ft. min.

accessed from a street Rear Yard Setbacks Primary Building/Living

15 ft. min.

Space (Enclosed habitable area)/Attached garage (street accessed) Accessory Building

5 ft. min. per story

Detached Garage (street

5 ft. min. per story

accessed) Garage (front-loaded) when accessed from an alley

Recessed 10 ft. min. behind

20 ft. min.

Development Standard Garage (side-loaded) when

Downtown Commercial

Comments/Other

District

Requirements

3 ft. min.

accessed from an alley See also garage requirements 2.4.300.B Accessory dwelling units shall comply with living space setbacks Other Standards Lot coverage 60% Building height 35 feet Parking See Chapter 3.3 for lot/aisle

The parking exception in

dimensions, and Subsection 2.4.300B

3.3.200D does not apply to stand-alone residential uses.

Pre-existing lots. A single family, town home or manufactured dwelling may be developed on an existing lot or parcel that is smaller than the requirements listed above if the lot or parcel was established as a legal lot of record provided all other applicable development standards can be met.

Garage Requirements. In addition to Table 2.4.2.a, the following standards shall apply; 1. Minimum one car garage shall be required per unit for single-family detached dwelling, town home, duplex and triplex dwelling. 2.

Garages and carports shall be accessed from alleys where available.

Side loaded street accessed garages. The street facing elevation of the garage

shall include windows and landscaping shall be provided between the dwelling unit and the driveway and between the street facing elevation of the garage and front property line. The throat of the driveway shall be a maximum of 12 feet in width. 4.

Garage and Carport Requirements for Multi-Family. Minimum one car garage or

carport shall be required for 50 percent of the units provided. Garage and carport design shall use the same architectural features as the multi-family development. Affordable multi-family developments are exempt from the garage and carport requirements. C.

Exceptions to Building Height

The maximum height for buildings containing a residential use is 35' of habitable

area. The building may extend up to 50' provided all areas above 35' are nonhabitable. 2.

The building height increase allowed for housing shall apply only to vertical mixed

use buildings, and shall only apply to that portion of the building that contains housing. 3.

Not included in the maximum height limit are bell towers, steeples, flagpoles, and

similar features that are not intended for human occupancy and by their vertical orientation do not block views. 4.

Not included in the maximum height limit are western design theme facades (false

front facades), which may extend to 35 feet for a maximum 25 percent of the streetfacing building length. D.

Building Orientation Standards. The building orientation standards are intended to

promote the pedestrian-oriented, storefront character of the Downtown Commercial District by placing buildings with a primary entrance facing the sidewalk. Development in the Downtown Commercial zone is subject to the following standards: 1.

Buildings shall have their primary entrance(s) oriented to (facing) the street. On

corner lots, buildings shall have at least one entrance oriented to the street. All other street facing elevations shall comply with the Design Standards in Section 2.4.300.E. Building entrances may include entrances to individual units, lobby entrances, entrances oriented to pedestrian plazas, or breezeway/courtyard entrances (i.e., to a cluster of units or commercial spaces). 2. Off-street parking, driveways or other vehicular circulation areas shall not be placed between a building and the street used to comply with the building orientation standard. Parking, driveways and other vehicle areas are prohibited between buildings and street corners. E.

Design Standards. The design standards for buildings within the Downtown Commercial

District are intended to promote pedestrian orientation rather than auto-oriented uses. Buildings in the Downtown Commercial zone, excluding standalone residential buildings, are subject to the following standards: 1.

Active ground floor uses. The street-level, street-facing façade(s) of a structure

shall contain active uses including but not limited to the commercial uses listed in Table 2.4.1, lobbies, retail, commercial, or other active uses oriented toward pedestrians. 2.

Transparency. Fifty percent of the street-facing facade between 3 feet and 7 feet

above the sidewalk or raised walkway/patio shall contain windows for viewing the activity inside of the building. 3.

Blank facades. Blank facades are prohibited along all street frontages. For

purposes of this section, facade segments are considered blank if they exceed 20 lineal

feet and do not include at least one of the following: a.

Windows;

Entryways or doorways;

Stairs, stoops, balconies, or porticos;

Other architectural features including but not limited to façade offsets,

recesses, projections, offsets or breaks in roof lines of 2 feet or greater in height. F.

Major Retail Development, as defined, shall refer to Chapter 2.15, Special Provisions.

Pedestrian Amenity Standards. Except for single family, manufactured dwelling,

townhouse and duplex residences (where permitted), all development in the Downtown Commercial District shall provide at least two (2) of the pedestrian amenities listed below. Pedestrian amenities may be provided within a public right-of-way (i.e., on the sidewalk, curb, or street pavement) when approved by the City (for city street), Deschutes County (for county roads) or ODOT (for state highways). 1.

A plaza, courtyard, square or extra-wide sidewalk next to the building entrance

(minimum width of 8 feet); and/or 2.

Sitting space (i.e., benches or ledges between the building entrance and sidewalk,

with a minimum of 16 inches in height and 30 inches in width); and/or 3.

Building canopy, awning, pergola, or similar weather protection (minimum

projection of 4 feet over a privately owned sidewalk or pedestrian space); and/or

Public art; and/or

Water feature.

Outdoor Displays, Sales, and Dining. Outdoor display, sale of merchandise, and dining

associated with the primary use is permitted and shall be limited to the private property of that primary use. Merchandise shall be limited to items such as cards, plants, floral products, food, books, newspapers, bicycles, and similar small items for sale or rental to pedestrians (i.e., non-auto oriented). A minimum clearance of 4 feet shall be maintained at all times to allow pedestrians to pass by the displays, sales and dining areas. Display of larger items, such as automobiles, trucks, motorcycles, buses, recreational vehicles/boats, construction equipment, building materials, and similar vehicles and equipment is prohibited. This section does not include public art; see Special Provisions. I.

Screening. The following screening standards address specific unsightly features which

detract from the appearance of commercial areas.

Garbage and recycling collection areas. Garbage and recycling collection

enclosures are required and shall be orientated away from the street and adjacent properties. Enclosures shall be constructed of solid, durable and attractive walls/fences, a minimum of six (6) feet in height, with solid doors, and shall be visually consistent with project architecture. Trash receptacles for pedestrian use are exempt. Enclosures shall be compliant with all applicable fire codes. 2.

Mechanical equipment. Mechanical equipment located on the ground, such as

heating or cooling equipment, pumps or generators, must be screened from the street and any abutting residential zones by walls, fences, or vegetation. Landscaping and screening shall be tall enough to screen the equipment. Mechanical equipment placed on roofs must be screened by a parapet around the facade or the equipment that is as tall as the tallest part of the equipment. Screening shall be compliant with all applicable fire codes and height requirements. J.

Western Frontier Design Theme. See Special Provisions, Chapter 2.15.

Formula Food Establishments. The City of Sisters has developed a unique community

character in its commercial districts. The City desires to maintain this unique character and protect the community’s economic vitality by ensuring a diversity of businesses with sufficient opportunities for independent entrepreneurs. To meet these objectives, the City limits Formula Food Establishments to a maximum of one within this zone. [Ord. 486 § 2 (Exh. B), 2018].

Mobile Version

EASEMENTS

SELLER DISCLOSURES

ADDITIONAL DOCUMENTS

Transportation System Plan (TSP) Adopted December 2021 Prepared by Joe Bessman, City of Sisters Transportation Engineer & Principal Engineer with Transight Consulting, LLC City of Sisters Public Works Department

In Cooperation with

Table of Contents

Chapter 1. Executive Summary............................................................. 1-1 INTRODUCTION............................................................................................................... 1-1 PLAN PURPOSE .............................................................................................................. 1-1 PLAN PROCESS AND COMMITTEES ............................................................................. 1-1 2018 REFINEMENT PLAN ................................................................................................ 1-2 2021 REFINEMENT PLAN ................................................................................................ 1-3 DOCUMENT OUTLINE ..................................................................................................... 1-3 KEY FINDINGS ................................................................................................................. 1-4 Pedestrian ................................................................................................................... 1-4 Bicycle ......................................................................................................................... 1-6 Motor Vehicle .............................................................................................................. 1-7 Other Modes................................................................................................................ 1-8 FUNDING NEEDS ............................................................................................................ 1-8

Chapter 2. Goals and Policies ............................................................... 2-1 INTRODUCTION............................................................................................................... 2-1 GOALS AND POLICIES .................................................................................................... 2-2 Goal 1: Livability .......................................................................................................... 2-2 Goal 2: Safety.............................................................................................................. 2-2 Goal 3: Economic Vitality ............................................................................................. 2-3 Goal 4: Sustainability ................................................................................................... 2-3 Goal 5: Travel Choices ................................................................................................ 2-3 Goal 6: Quality Design................................................................................................. 2-4 Goal 7: Reliability and Mobility ..................................................................................... 2-4 Goal 8: Efficient and Innovative Funding ..................................................................... 2-5 Goal 9: Compatibility ................................................................................................... 2-5

Chapter 3. Existing Conditions ............................................................. 3-1 INTRODUCTION............................................................................................................... 3-1 STUDY AREA ................................................................................................................... 3-1

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PEDESTRIANS ................................................................................................................. 3-4 Facilities ...................................................................................................................... 3-4 Pedestrian Destinations ............................................................................................... 3-7 Connections to Schools ............................................................................................... 3-7 Pedestrian Volumes .................................................................................................... 3-8 Pedestrian Collision History ......................................................................................... 3-9 Existing Issues ............................................................................................................ 3-9 BICYCLES ...................................................................................................................... 3-10 Facilities .................................................................................................................... 3-10 Bicyclist Destinations ................................................................................................. 3-13 Parks and Recreation Areas Connections to Schools ................................................ 3-14 Bicycle Volumes ........................................................................................................ 3-14 Existing Issues .......................................................................................................... 3-15 TRANSIT......................................................................................................................... 3-16 Facilities .................................................................................................................... 3-16 Existing Issues .......................................................................................................... 3-18 MOTOR VEHICLES ........................................................................................................ 3-19 Motor Vehicle Facilities .............................................................................................. 3-19 Motor Vehicle Volumes.............................................................................................. 3-25 Traffic Operations ...................................................................................................... 3-28 Traffic Safety ............................................................................................................. 3-32 Safety Mitigation Plan ................................................................................................ 3-37 Existing Issues .......................................................................................................... 3-39 RAIL FACILITIES ............................................................................................................ 3-39 AIR FACILITIES .............................................................................................................. 3-39

Chapter 4. Future Conditions and Needs ............................................. 4-1 INTRODUCTION............................................................................................................... 4-1 FUTURE PEDESTRIAN NEEDS ....................................................................................... 4-1 Planned Pedestrian Facilities ...................................................................................... 4-1 Projected Pedestrian Volume Growth .......................................................................... 4-2 Future Pedestrian Issues ............................................................................................. 4-2 FUTURE BICYCLE NEEDS .............................................................................................. 4-3 Planned Bicycle Facilities ............................................................................................ 4-3 Projected Bicyclist Volume Growth .............................................................................. 4-4 Future Bicycling Issues................................................................................................ 4-4 FUTURE MOTOR VEHICLE NEEDS ................................................................................ 4-4 Sisters Transportation System Plan Table of Contents

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Planned Roadway Improvements ................................................................................ 4-5 Existing and Forecast Land Uses ................................................................................ 4-5 Projected 2040 Traffic Volumes ................................................................................... 4-6 Traffic Operating Conditions ...................................................................................... 4-10

Chapter 5. Pedestrian Plan .................................................................... 5-1 INTRODUCTION............................................................................................................... 5-1 FACILITIES ....................................................................................................................... 5-1 STRATEGIES ................................................................................................................... 5-1 Walkable Community Strategies for Sisters ................................................................. 5-2 Policies to Promote Walking ........................................................................................ 5-3 NEEDS.............................................................................................................................. 5-5 PEDESTRIAN MASTER PLAN AND ACTION PLAN ........................................................ 5-5 Recommended Pedestrian Improvements ................................................................... 5-6 Intersection Improvements .......................................................................................... 5-7 Shared-Use Paths ....................................................................................................... 5-7 PROJECT PRIORITIZATION AND ACTION PLAN ........................................................... 5-9 Selected Sisters Pedestrian Projects ........................................................................... 5-9 PROJECT COSTS .......................................................................................................... 5-12

Chapter 6. Bicycle Plan ......................................................................... 6-1 INTRODUCTION............................................................................................................... 6-1 FACILITIES ....................................................................................................................... 6-1 STRATEGIES ................................................................................................................... 6-1 Bikeable Community Strategies for Sisters .................................................................. 6-1 Policies to Promote Bicycling ....................................................................................... 6-3 NEEDS.............................................................................................................................. 6-4 BICYCLE MASTER PLAN AND ACTION PLAN ................................................................ 6-4 Bicycle Facilities .......................................................................................................... 6-4 Bike Lanes as Part of New Street Construction ........................................................... 6-1 Bike Lanes as Part of Roadway Widening Projects ..................................................... 6-1 Bicycle Boulevards/Shared Streets.............................................................................. 6-1 Shared use Paths ........................................................................................................ 6-2 Opportunities to Formalize/Enhance Existing Paths .................................................... 6-3 New Path Corridors ..................................................................................................... 6-3 Bicycle Wayfinding Signage ........................................................................................ 6-3

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Parking Requirements ................................................................................................. 6-4 Facility Design Requirements ...................................................................................... 6-5 PROJECT PRIORITIZATION AND ACTION PLAN ........................................................... 6-5 Selected Sisters Bicycle Projects................................................................................. 6-6 PROJECT COSTS ............................................................................................................ 6-8

Chapter 7. Motor Vehicle Plan............................................................... 7-1 INTRODUCTION............................................................................................................... 7-1 System Needs ............................................................................................................. 7-1 Strategies .................................................................................................................... 7-2 TRANSPORTATION SYSTEM MANAGEMENT (TSM) ..................................................... 7-2 Neighborhood Traffic Management ............................................................................. 7-3 Cross-Section Standards ........................................................................................... 7-11 Access Management ................................................................................................. 7-17 Local Street Connectivity ........................................................................................... 7-20 TRANSPORTATION DEMAND MANAGEMENT (TDM) .................................................. 7-23 MOTOR VEHICLE IMPROVEMENT PLAN ..................................................................... 7-25 Highway 20 Alternatives Analysis .............................................................................. 7-25 Roadway Improvement Projects ................................................................................ 7-26 Motor Vehicle System Performance .......................................................................... 7-32 TRUCK ROUTE DESIGNATIONS................................................................................... 7-35

Chapter 8. Other Modal Plans ............................................................... 8-1 INTRODUCTION............................................................................................................... 8-1 TRANSIT........................................................................................................................... 8-1 RAIL .................................................................................................................................. 8-2 AIR .................................................................................................................................... 8-2

Chapter 9. Financing ............................................................................. 9-1 INTRODUCTION............................................................................................................... 9-1 CURRENT FUNDING SOURCES ..................................................................................... 9-1 Street Fund ................................................................................................................. 9-1 Urban Renewal District ................................................................................................ 9-2 Transportation System Development Charges ............................................................ 9-2 Summary ..................................................................................................................... 9-3 TRANSPORTATION COSTS ............................................................................................ 9-3

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Action Plan Costs ........................................................................................................ 9-4 City Planning, Operations, and Maintenance Costs ..................................................... 9-4 Total Transportation Costs .......................................................................................... 9-4 NEW FUNDING SOURCES .............................................................................................. 9-5 ODOT Contribution ...................................................................................................... 9-6 Employment Taxes ...................................................................................................... 9-6 Local Gas Taxes ......................................................................................................... 9-6 Street Utility Fee .......................................................................................................... 9-6 Exactions..................................................................................................................... 9-7 Assessments ............................................................................................................... 9-7 Direct Appropriations ................................................................................................... 9-7 Grants ......................................................................................................................... 9-7 Statewide Transportation Improvement Fund (STIF) ................................................... 9-8 Debt Financing ............................................................................................................ 9-8 Recommended New Sources ...................................................................................... 9-9

Chapter 10. Implementation .............................................................. 10-1 INTRODUCTION............................................................................................................. 10-1

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List of Tables

Table 1-1: Estimated Transportation Costs through 2040 (2018 Dollars) ................................ 1-9 Table 1-2: Current and Recommended New Funding Sources through 2040 (2018 Dollars)... 1-9 Table 3-1: Heavy Vehicle Activity in the City of Sisters.......................................................... 3-28 Table 3-2: Study Intersection 30th HV Operating Conditions .................................................. 3-31 Table 3-3: Study Intersection Collision Summary (2014-2018) .............................................. 3-35 Table 4-1: Land Use Projection within Sisters Urban Growth Boundary .................................. 4-5 Table 4-2: Year 2040 Study Intersection 30th HV Operating Conditions ................................ 4-11 Table 5-1: Pedestrian Master Plan Projects .......................................................................... 5-13 Table 6-1: Existing Bike Parking Requirements....................................................................... 6-4 Table 7-1: Allowed Traffic Calming Measures by Roadway Functional Classification .............. 7-4 Table 7-2: Access Spacing Standards for City Street Facilitiesa ............................................ 7-19 Table 7-3: ODOT Access Management Standards ............................................................... 7-20 Table 7-4: Transportation Demand Management Strategies ................................................. 7-24 Table 7-5: Motor Vehicle Master Plan Projects...................................................................... 7-28 Table 7-6: Forecast Study Intersection 30th HV Operating Conditions ................................... 7-34 Table 9-1: Estimated Transportation Revenues through 2040 (2018 Dollars) ......................... 9-3 Table 9-2: Estimated Transportation Costs through 2040 (2018 Dollars) ................................ 9-5

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List of Figures

Figure 3-1. Study Area ............................................................................................................ 3-1 Figure 3-2. Existing Pedestrian Facilities................................................................................. 3-5 Figure 3-3. Existing Bicycle Facilities .................................................................................... 3-12 Figure 3-4. Existing Functional Classification ........................................................................ 3-20 Figure 3-5. Initial recommendation of transition speed zone locations .................................. 3-22 Figure 3-6. Vehicle Speed Limits .......................................................................................... 3-24 Figure 3-7: 2020 30th Highest Hourly Traffic Volumes ........................................................... 3-26 Figure 3-8: Average Daily Traffic (ADT) Growth Trends in and near Sisters.......................... 3-26 Figure 3-9: Illustration of Citywide Crashes, January 2014 through December 2018. ............ 3-33 Figure 3-10. Annual City of Sisters Crash Experience ........................................................... 3-33 Figure 3-11. Reported Pedestrian and Cyclist Collision Locations......................................... 3-34 Figure 3-12. Study Intersection Crash Frequency ................................................................. 3-36 Figure 3-13. Summary of Near-Term Safety Projects. ........................................................... 3-38 Figure 4-1. Population Forecast Comparison for the City of Sisters ........................................ 4-6 Figure 4-2: Average Daily Traffic (ADT) Growth Trends In and Near Sisters ........................... 4-7 Figure 4-3. Annual traffic volume trends between 2003 and 2020. .......................................... 4-8 Figure 4-4: Forecast Year 2040 30th Highest Hourly Traffic Volumes ...................................... 4-9 Figure 5-1: Pedestrian System Improvements ........................................................................ 5-8 Figure 5-2: Proposed Pedestrian-Bicycle Improvement Grant Project Extent ........................ 5-12 Figure 5-3: Proposed Washington Avenue Cross Section ..................................................... 5-12 Figure 6-1: Bicycle System Improvements .............................................................................. 6-6 Figure 7-1: Functional Class ................................................................................................... 7-7 Figure 7-2: Arterial Street Cross Sections ............................................................................. 7-12 Figure 7-3. Barclay Drive Layout ........................................................................................... 7-13 Figure 7-4: Collector Street Cross Sections .......................................................................... 7-14 Figure 7-5: Neighborhood Route ........................................................................................... 7-15 Figure 7-6: Local Street Cross Section .................................................................................. 7-16 Figure 7-7: Local Street Connectivity Plan ........................................................................... 7-22 Figure 7-8: Motor Vehicle Improvement Projects................................................................... 7-27 Figure 7-9 Motor Vehicle Improvement Plan 2040 Volumes .................................................. 7-33 Figure 7-10: Truck Routes .................................................................................................... 7-36

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Chapter 1. Executive Summary

Introduction This chapter is an executive summary of the Sisters Transportation System Plan (TSP) update that was prepared in 2008 and updated through a refinement plan in 2018 and additional safety and operational updates in 2021. It provides a brief overview of the purpose of the plan and process used to develop it. It also outlines the different chapters, summarizes the key findings by transportation mode, and reviews recommended funding sources to implement the transportation action plans.

Plan Purpose This Sisters Transportation System Plan (TSP) identifies specific transportation projects and programs needed to support the City’s goals and policies and to serve planned growth through the TSP horizon year (2040). This TSP builds on the previous plan that was developed for the City in 2003 and addresses changes in local and regional growth patterns and new transportation planning policies adopted by the state. In addition, it provides refined analysis used to determine a preferred alternative that addresses congestion on Highway 20 through the downtown commercial district. This plan update is aimed at fulfilling Transportation Planning Rule (TPR) requirements for comprehensive transportation planning in the cities of Oregon, and presents the investments and priorities for the pedestrian, bicycle, and motor vehicle systems along with new transportation programs to correct existing shortfalls and enhance critical services. For each travel mode, a master plan project map and list are identified to support the City’s transportation goals and policies. Projects that are reasonably expected to be funded over the next 20 years are identified and are referred to as action plans. This TSP also estimates transportation costs and revenues through the 2040 horizon year and recommends new funding sources to support the implantation of the pedestrian, bicycle, and motor vehicle action plans.

Plan Process and Committees The plan was developed in close coordination with City of Sisters staff and a formal Project Advisory Committee (PAC) comprised of agency staff and citizen representatives. The public agencies included the Oregon Department of Transportation (ODOT), Deschutes County, and the City of Sisters. Citizens on the committee were city council and planning commission members, local business owners, and local citizen volunteers. The committee participated in reviewing the

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technical methods and findings of the study, providing input and feedback throughout the alternatives selection process, and reaching consensus on new recommendations. Additionally, public open houses were held to allow citizens to comment on the plan, make suggestions, voice concerns, and provide feedback. In overview, the Sisters TSP process included the following steps:

Update City of Sisters Transportation Goals and Policies

Evaluate Existing Transportation Conditions

Develop a Travel Demand Modeling Tool for the City of Sisters Transportation Network

Estimate Future Travel Needs

Determine a Preferred Transportation Alternative to Address Highway 20 Congestion

Update Transportation Needs by Mode and Prioritize Improvement Projects

Determine Planning Level Cost Estimates of Improvements

Identify Financing Sources

Draft TSP

2018 Refinement Plan In 2016, the City of Sisters initiated a refinement of the 2010 TSP. The purpose of this update was to refine:

the plan for improvements on Barclay Drive and Locust Street along the Alternate Route;

the planned intersection improvements at the following intersections:

Barclay Drive/Locust Street

US 20/Locust Street

US 20/OR 126

the local circulation and access along US 20 and OR 126 east of Locust Street to City limits; and

the pedestrian and bicycle plans.

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To evaluate these objectives, the City engaged with a Project Advisory Committee (PAC) to review and comment on improvement alternatives. The results of this refinement have been incorporated throughout the TSP document. Further detail on this refinement effort, including the technical analysis conducted to evaluate alternatives and public feedback received, is included in Appendix S. To evaluate these objectives, the City engaged with a Project Advisory Committee (PAC) to review and comment on improvement alternatives. The results of this refinement have been incorporated throughout the TSP document. Further detail on this refinement effort, including the technical analysis conducted to evaluate alternatives and public feedback received, is included in Appendix S.

2021 Refinement Plan In 2021 a refinement process was undertaken to reevaluate forecast growth and assess whether additional improvements were needed. This review focused on current safety and operations data and is intended to align the Transportation System Plan with the City’s Comprehensive Plan horizon of 2040. This assessment effectively showed that the population growth originally planned to occur by 2030 was now expected by 2040, resulting in only minor changes to the City’s previously identified project lists.

Document Outline This document is divided into seven chapters and a separate technical appendix. The title and focus of each chapter are listed below:

Chapter 1. Executive Summary: Summarizes the purpose of and process followed to develop this TSP, the content of this document, the key findings for each transportation mode, and the funding needed to implement the transportation modes’ action plans.

Chapter 2. Goals and Policies: Presents transportation goals and policies for the City.

Chapter 3. Existing Conditions: Documents the current transportation system including the existing facilities, how well the facilities perform and comply with current policies, and where outstanding deficiencies exist.

Chapter 4. Future Conditions and Needs: Discusses estimated transportation needs through the 2040 forecast year (assuming projected traffic growth and no additional transportation improvements).

Chapter 5. Pedestrian Plans: Presents proposed pedestrian master and action plans.

Chapter 6. Bicycle Plans: Presents proposed bicycle master and action plans.

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Chapter 7. Motor Vehicle Plans and Standards: Presents proposed motor vehicle master and action plans, along with other transportation standards (including street cross sections, access spacing standards, and functional class designations).

Chapter 8. Financing and Implementation: Identifies estimated revenues and costs for the transportation projects and programs developed in this TSP update and presents new funding sources that can be used to bridge the expected revenue shortfall.

Technical Appendix: Contains detailed information and technical documentation, such as existing transportation inventories, forecasting data and analysis, design standards, the recommended safe routes to school (SR2S) plan, and other background materials.

Key Findings The key findings of the TSP are summarized below for each transportation mode. Pedestrian This TSP proposes multiple strategies to help Sisters become a truly walkable community. Some of the key strategies include the following: Develop Pedestrian Programs

Sidewalk Infill Program: to promote connectivity

Spot Improvement Program: to respond quickly to location-specific pedestrian infrastructure improvement needs

Education programs: to increase the awareness of pedestrian needs and rights

Encouragement programs: to promote walking as a convenient, healthy, safe, and viable transportation mode

Enforcement programs: to ensure that pedestrians, bicyclists, and motorists obey traffic laws

Routine maintenance schedule: to address on-going facility upkeep and repair needs

Prepare Pedestrian Plans

Safe Routes to School Plan: to establish and strengthen Safe Routes to School (SR2S) Programs at the Elementary School, Middle School, and High School; to prioritize facility improvements throughout the city on SR2S travel corridors; and to ensure longterm, successful programs at each school

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Americans with Disabilities Act (ADA) Transition Plan: to identify strategies and priorities for upgrading the City’s current transportation infrastructure to accommodate persons with disabilities

Address Specific Concerns

Highway 20 Design: Pursue a Special Transportation Area (STA) designation and complete design standards to implement the design exception obtained for Highway 20 in order to narrow highway crossings; widen sidewalks; provide increased access to community activities, businesses, and residences; and better accommodate pedestrian, bicycle, and transit movement along and across the highway (2018 Update: Subsequent to the completion of the 2010 TSP, the City and ODOT completed a project that implemented the design exceptions for Highway 20. Given that this project achieved the stated objectives, the city is no longer planning to pursue an STA designation.)

Design Standards: Update and clarify pedestrian facility construction standards and incorporate them into the City's Public Works Standards and Development Code

Existing Facilities: Retrofit existing pedestrian facilities to current standards to promote safety, connectivity, and consistency

This TSP also includes recommendations and resources that can be used to pursue these strategies. One key resource is a list of prioritized pedestrian network improvements. This list is provided in Chapter 5 and includes various projects that fill pedestrian facility gaps, upgrade intersections for safer pedestrian crossings, expand the shared-use path network, and implement other infrastructure projects to encourage walking. Suggested improvements include low-cost measures yielding immediate results, such as signing and filling small sidewalk gaps in the existing system. Other suggested improvements, such as expanding the local trail system and improving pedestrian crossings, represent longer-term strategies for transforming Sisters into a truly pedestrian-friendly community. Each improvement project is categorized as either high, medium, or low priority. Only the high priority projects are included in the pedestrian action plan, which has identified funding sources. A Safe Routes to School Plan is also provided in this TSP. It is included as Appendix J. Recommended design standards for pedestrian facilities are provided in Appendix K. In addition, various suggestions for pedestrian programs are included in Appendix L.

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Bicycle This TSP proposes multiple strategies to help Sisters become a truly bikeable community. Some of the key strategies include the following: Develop Bicycle Programs

Sidewalk Infill Program: to promote connectivity

Spot Improvement Program: to respond quickly to location-specific bicycle infrastructure improvement needs

Bicycle Network Signing Program: to determine sign placement locations and sign content (e.g., locations, distance, and travel time)

Education programs: to increase the awareness of bicyclist needs and rights

Encouragement programs: to promote bicycling as a convenient, healthy, safe, and viable transportation mode

Enforcement programs: to ensure that pedestrians, bicyclists, and motorists obey traffic laws

Routine maintenance schedule: to address on-going facility upkeep and repair needs

Prepare Bicycle Plans

Address Specific Concerns

Highway 20 Corridor: Create safe, comfortable, and convenient facilities parallel to Highway 20 for pedestrians and bicyclists of all ages and abilities

Design Standards: Update and clarify bicycle facility construction standards and incorporate them into the City's Public Works Standards and Development Code

Existing Facilities: Retrofit existing bicycle facilities to current standards to promote safety, connectivity, and consistency

This TSP also includes recommendations and resources that can be used to pursue these strategies. One key resource is a list of prioritized bicycle network improvements. This list is provided in Chapter 6 and includes various projects that fill on-street bikeway gaps, upgrade intersections for safer bicycle crossings, expand the shared-use path network, and construct other infrastructure projects to encourage and facilitate bicycling. Suggested improvements include Sisters Transportation System Plan Executive Summary | Key Findings

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low-cost measures yielding immediate results, such as striping bicycle lanes where sufficient street width already exists. Other suggested improvements, such as expanding the local trail system, represent longer-term strategies for transforming Sisters into a truly bicycle-friendly community. Each improvement project is categorized as either high, medium, or low priority. Only the high priority projects are included in the bicycle action plan and have identified funding sources. In conjunction with the pedestrian plans and programs, a Safe Routes to School Plan is provided in this TSP and also addresses bicycle routes. It is included as Appendix J. In addition, recommended design standards for bicycle facilities are provided in Appendix K, and various suggestions for bicycle programs are included in Appendix L. Motor Vehicle This TSP proposes multiple strategies to help Sisters meet its motor vehicle needs through the year 2040. Some of the key strategies include the following:

Develop a Motor Vehicle Improvement Plan that provides the necessary capacity and circulation improvements.

Pursue a Special Transportation Area (STA) designation and complete design standards to implement the design exception obtained for Highway 20 in the downtown core. (2018 Update: Subsequent to the completion of the 2010 TSP, the City and ODOT completed a project that implemented the design exceptions for Highway 20. Given that this project achieved the stated objectives, the city is no longer planning to pursue an STA designation.)

Acquire right of way from developers to meet cross-section needs

Perform Transportation System Management (TSM) – Improve management of the existing transportation system through one or more measures, including:

Neighborhood Traffic Management

Functional Classification

Cross-section standards

Access Management

Local Street Connectivity

Perform Transportation Demand Management (TDM) – Encourage other transportation modes during the peak travel demand period besides single occupant vehicles.

Designate Truck Routes through Sisters.

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This TSP also includes recommendations and resources that can be used to pursue these strategies. One key resource is a list of motor vehicle intersection and roadway improvements that will allow the roadway network to support projected growth in Sisters through the year 2040. This list is provided in Chapter 7 and is based on the implementation of an alternate route that circumvents downtown Sisters during peak periods of congestion. This alternate route provides relief to Highway 20 and consists of improvements on Barclay Drive and Locust Street, intersection improvements at either end of the route, a roundabout at the Barclay Drive/Locust Street intersection, and intelligent transportation system (ITS) technology that detects congestion on the highway and directs traffic onto the alternate route. (2018 Update: The 2018 refinement plan documents a phased approach to implementation of the alternate route.) Other Modes Other transportation modes include transit, rail, and air. Regarding transit, due to the demand for transportation options for employees and residents needing to travel between Bend and Sisters and Redmond and Sisters, increased transit service around the city is considered important. Transit connections to neighboring cities and other locations of interest are desirable and have been placed in service by Cascade East Transit (CET). The existing transit plan for Sisters is discussed in more detail in Chapter 3. Public opinion should be sought on the issue and used for guidance in managing the existing transit plan and developing future transit plans if needed to meet livability goals as growth continues. For rail, no facilities are planned in or near the City of Sisters. For air, no additional facilities are considered necessary within the City of Sisters.

Funding Needs The City of Sisters must incorporate new funding sources in order to construct all of the transportation improvement projects listed in the Motor Vehicle, Pedestrian, and Bicycle Action Plans and to provide transportation maintenance and operations services. Based on current funding sources and the total costs of maintenance, transportation programs, and infrastructure improvements (including the pedestrian, bicycle, and motor vehicle action plans), the City of Sisters expects to experience a funding shortfall of approximately $20 million dollars through the year 2030. Recommended funding sources to cover the expected shortfall include increased transportation systems development charges (SDCs), Oregon Department of Transportation (ODOT) Statewide Transportation Improvement Program (STIP) and ODOT’s Statewide Transportation Improvement Fund (STIF) Discretionary Grant, US Department of Transportation’s Rebuilding American Infrastructure with Sustainability and Equity (RAISE) and fronting development exactions. The total estimated transportation costs through the year 2040 are listed in Table 1-1. The current and recommended new funding sources through the year 2040 are listed in Table 1-2. As shown, the new funding sources would allow the city to meet its expected costs through the year 2040. The result is that the City would be expected to generate sufficient resources to fully fund its

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proportional share of the capital improvement projects listed in the Motor Vehicle, Pedestrian, and Bicycle Action Plans as well as ongoing maintenance and operations of City facilities. Table 1-1: Estimated Transportation Costs through 2040 (2018 Dollars) Transportation Element (by Project Type)

Estimated Cost (in $1,000’s)

Action Plan Projects Motor Vehicle

15,270

Pedestrian

3,768

Bicycle

3,176

Total Capital Projects

22,214

Materials & Services ($ 280,000 per year)

3,360

Capital Outlay ($130,000 per year)

1,560

Personal Services ($260,000 per year)

3,120

Total Planning, Operations, and Maintenance Programs

8,040

30,254

Planning, Operations, and Maintenance Programs and Services

Total Costs through 2040 (2018 Dollars)

Table 1-2: Current and Recommended New Funding Sources through 2040 (2018 Dollars) Transportation Funding Source

Estimated Revenue (in $1,000’s)

Current Funding Source Street Fund

8,075

Urban Renewal District

170

System Development Charges

2,050

Total Current Revenue through 2040

10,295

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Chapter 2. Goals and Policies

Introduction This chapter presents transportation-related goals and policies for the City of Sisters. These goals and policies were used to guide development of the City of Sisters Transportation System Plan (TSP) Update and can be incorporated into appropriate sections of the City’s code. These goals and policies were reviewed by the public at the open house held on December 5, 2007. The comments received at the open house are incorporated, and the goals are listed in the surveyed order of importance. These goals support the City’s Vision Statement adopted by the City Council on February 22, 2007. Sisters Community Vision Statement We have a modern western community that honors and preserves its history. Sisters is a safe community with an authentic village atmosphere and a variety of public gathering places that invites walking and cycling. We especially support our youth and elders and provide services for all. We have a belief in all aspects of education and the presence of community institutions that foster individual and community growth. We create our future through a strong planning process that protects the town character, encourages environmental sustainability, and defines future development including housing options for all citizens. The surrounding natural environment provides a spectacular setting for the community, and there are strong connections to it for personal, social, and economic purposes. We have a strong tourism economy because of this beauty. But we are also a diversified entrepreneurial economy that includes arts and culture, light industry, natural resource-based businesses and small retail. This economy especially supports locally conceived and owned businesses that provide a wide variety of year-round family wage jobs. Highly developed local leadership and an active and informed citizenry make Sisters a fine example of community self-sufficiency and grassroots democracy. Furthermore, during the city visioning process, action teams formed around certain aspects of the city vision statement and created goals for the community. Many of these goals are consistent with the goals established for the TSP process. The following three goals relate to transportation issues in the City of Sisters:

Goal 1: There is a reduction in through traffic in downtown Sisters and adequate parking for visitors.

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Goal 2: Sisters has a public transportation system and a pedestrian and bicycle-friendly city core that minimizes motor vehicle use.

Goal 3: The community focuses on the preservation of spaces that help preserve the historic community character.

Goals and Policies The goals established for this TSP update are listed below along with general descriptions and a number of associated policies designed to assist the City to accomplish the goals. Goal 1: Livability Design and construct transportation facilities in a manner that enhances the livability of the Sisters neighborhoods and business community. Policy a.

Provide convenient walking and bicycling facilities to promote the health and physical well-being of citizens.

Policy b. Protect residential neighborhoods from excessive through traffic and travel speeds while providing reasonable access to and from residential areas. Policy c.

Protect residential neighborhoods from excessive noise and pollutants associated with higher functional class streets and industrial uses.

Policy d. Minimize the “barrier” effect that wide and/or high-volume transportation facilities have on non-motorized modes of travel. Policy e.

Construct a transportation system that is accessible to all members of the community.

Policy f.

Provide a seamless and coordinated transportation system that is barrier-free, provides affordable and equitable access to travel choices, and serves the needs of all people and businesses, including people with low income, people with disabilities, children, and seniors.

Goal 2: Safety Develop and maintain a safe and secure transportation system. Policy a.

Design and maintain safe and secure pedestrian and bicycle ways between parks, schools, and other activity centers.

Policy b. Design and construct transportation-related improvements to meet applicable City and Americans with Disabilities Act (ADA) standards. Policy c.

Adopt and implement access control and spacing standards for all streets under the City’s jurisdiction to improve safety and promote efficient through-street

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movement. Access control measures should be generally consistent with County and ODOT access guidelines to ensure consistency on City, County, and State roadways. Goal 3: Economic Vitality Promote the development of the City, Region, and State economies through the efficient movement of people, goods, and services and through the distribution of information. Policy a.

Ensure a safe and efficient freight system that facilitates the movement of goods to, from, and through the City, Region, and State while minimizing conflicts with other travel modes.

Policy b. Provide transportation facilities that support land uses that are consistent with the City’s Comprehensive Plan. Policy c.

Evaluate land development projects to determine possible adverse traffic impacts.

Policy d. Ensure that all new development contributes a fair share toward on-site and offsite transportation system improvements. Goal 4: Sustainability Provide a sustainable transportation system that meets the needs of present and future generations. Policy a.

Encourage an energy efficient transportation system.

Policy b. Increase the use of walking and bicycling for all travel purposes. Policy c.

Decrease reliance on the automobile and increase the use of other modes to minimize transportation system impacts on the environment.

Policy d. Practice stewardship of air, water, land, wildlife, and botanical resources. Take into account the natural environments in the planning, design, construction and maintenance of the transportation system. Policy e.

The City will support the expansion of infrastructure to accommodate and encourage electric vehicle and other non-internal combustion engine (ICE) technologies, including review of City fleet vehicles when seeking replacements.

Goal 5: Travel Choices Plan, develop, and maintain a transportation system that provides travel choices and allows people to reduce the number of trips made by single-occupant vehicles. Policy a.

Provide a citywide network of convenient walkways and bikeways that are integrated with other transportation modes and regional destinations.

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Policy b. Support travel options that allow individuals to reduce single-occupant vehicle trips. Policy c.

Encourage local employment and commercial opportunities to target local employees and retail customers.

Goal 6: Quality Design Establish and maintain a set of transportation design and development regulations that are sensitive to local conditions. Policy a.

Design streets to support their intended users.

Policy b. Integrate bicycle and pedestrian facilities into all street planning, design, construction, and maintenance activities. Policy c.

Require developers to include pedestrian, bicycle, and transit-supportive improvements within proposed developments and to adjacent rights-of way in accordance with adopted policies and standards.

Policy d. Promote context-sensitive transportation facility design, which fits the physical context, responds to environmental resources, and maintains safety and mobility. Policy e.

Minimize private property impacts.

Policy f.

Minimize construction impacts.

Goal 7: Reliability and Mobility Develop and maintain a well-connected transportation system that reduces travel distance, improves reliability, and manages congestion. Policy a.

Enhance street system connectivity wherever practical and feasible.

Policy b. Maintain traffic flow and mobility on arterial and collector roadways. Policy c.

Facilitate truck movements by providing adequate turn lane storage and turning radii at intersections and accesses used by trucks.

Policy d. Adopt City mobility standards to evaluate the impacts of growth on City facilities. The standard for signalized, all-way stop, or roundabout intersections should be level of service D and a volume to capacity ratio equal to or less than 0.85. The standard for unsignalized, two-way stop control intersections should be a volume to capacity ratio equal to or less than 0.90. Mobility should be evaluated by methods approved by the City Engineering or Public Works Department (e.g. Highway Capacity Manual).

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Goal 8: Efficient and Innovative Funding Efficiently allocate available funding for recommended transportation improvements and pursue additional transportation funding that includes innovative funding methods and sources. Policy a.

Plan for an economically viable and cost-effective transportation system.

Policy b. Identify and develop diverse and stable funding sources to implement recommended projects in a timely fashion. Policy c.

Make maintenance of the transportation system a priority.

Policy d. Identify local street improvement projects that can be funded by the State of Oregon to improve the state highway system. Policy e.

Provide funding for local match share of jointly funded capital projects with other public partners.

Policy f.

Prioritize funding of projects that are most effective at meeting the goals and policies of the Transportation System Plan.

Goal 9: Compatibility Develop a transportation system that is consistent with the City’s Comprehensive Plan and that coordinates with County, Regional, and State plans. Policy a.

Coordinate and cooperate with adjacent jurisdictions and other transportation agencies to develop transportation projects that benefit the City, Region, and State as a whole.

Policy b. Work collaboratively with other jurisdictions and agencies so the transportation system can function as one system. Policy c.

Coordinate with other jurisdictions and community organizations to develop and distribute transportation-related information.

Policy d. Review City transportation standards periodically to ensure consistency with Regional, State, and Federal standards. Policy e.

Coordinate with the County and State agencies to ensure that improvements to County and State highways within the City benefit all modes of transportation.

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Goal 10: Technology The City of Sisters will seek to leverage advancements in transportation technologies to better connect goods, services, and residents within the City of Sisters. This may include exploration of alternative fuel sources to pilot programs and review of personal electric mobility devices to address transportation needs.

Policy a.

Collaborate with transportation partners to help manage travel impacts between the Highway 20 (Cascade Avenue) corridor and the Alternate Route with adaptive signage.

Policy b. The City of Sisters will partner with private and public agencies to review emerging technologies and the potential benefits to meet travel needs within the City. Policy c.

The City will develop and revise policies, ordinances, public outreach, and Code requirements to respond to changing mobility technologies.

Policy d. The City recognizes that personal mobility devices may become an increasingly critical element of Citywide mobility needs and will work to support and implement policies and measures to support their safe integration into the transportation network. Policy e.

Recognizing advancements in self-driving and/or assisted vehicles with passive control systems the City will proactively work to assess how additional impacts can be managed while the benefits in supporting mobility needs are supported.

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Chapter 3. Existing Conditions

Introduction This chapter documents the existing conditions of the transportation system in the City of Sisters for all travel modes, including pedestrians, bicycles, transit, motor vehicles, rail, and air. The existing transportation needs for each mode are also specified. The subsequent updates included textual and project list updates to reflect completed projects. The operational analysis that formed the basis of the motor vehicle planned projects was not updated as part of the 2018 refinement and continues to reflect the existing conditions reported in the 2010 TSP. Updated analyses for the intersections specifically evaluated as part of the 2018 refinement are reflected in Appendix S.

Study Area The study area is shown in Figure 3-1 and includes the transportation system network within the Sisters Urban Growth Boundary (UGB). To understand existing travel patterns and conditions, an inventory of the existing transportation infrastructure was conducted in the spring and summer of 2020 to establish base year conditions. In addition to the citywide inventories of study area roadways, focused operational analysis was performed for 20 specific study intersections:

McKenzie Highway (OR 242)/West McKinney Butte Road

North Trinity Way/West McKinney Butte Road

North Brooks Camp Road/West McKinney Butte Road

US 20/West Rail Way

US 20/West McKinney Butte Road –West Barclay Drive

US 20/West Hood Street

West Hood Avenue/OR 242 – West Cascade Avenue

North Pine Street/West Cascade Avenue (US 20)

North Elm Street/South Cascade Avenue (US 20)

US 20/East Hood Avenue

South Locust Street/US 20

US 20/East Jefferson Avenue

US 20/OR 126

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North Pine Street/West Barclay Drive

East Sun Ranch Drive/West Barclay Drive

Camp Polk Road/East Barclay Drive

South Pine Street/West Hood Avenue

North Larch Street/East Main Avenue

South Spruce Street/East Washington Avenue

South Spruce Street/East Jefferson Avenue

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Figure 3-1. Study Area Sisters Transportation System Plan Existing Conditions | Study Area

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Pedestrians Pedestrians play a key role in the community identity of Sisters, and a great deal of emphasis is put on their ability to safely and efficiently traverse town and access the schools, parks, businesses, and other attractions and venues throughout Sisters. This section reviews the various pedestrian facilities in the City of Sisters, summarizes pedestrian volume data, identifies major pedestrian destinations (with particular emphasis on the walking environment near the schools in Sisters), and discusses other critical pedestrian elements such as transit connections. It also summarizes existing and anticipated system deficiencies of the pedestrian network. This assessment served as a basis for identifying site-specific and system-wide pedestrian improvements in the City of Sisters. Facilities Pedestrian travel is accommodated and enhanced by sidewalks, shared use paths, crosswalks, Americans with Disabilities Act (ADA) accommodations, curb ramps and other infrastructure. Figure 3-2 depicts the current pedestrian network in the City of Sisters. The inventory and assessment largely focused on the arterial and collector street system, as citywide transportation system plans focusing on system framework typically do not address site-specific conditions on local streets; however, general observations on local streets were performed to gain an understanding of potential pedestrian issues on these corridors. Sidewalks The presence and condition of sidewalks in Sisters have improved drastically with several key pedestrian improvement projects completed since the 2010 TSP. Sidewalk widths throughout the city measure five to eight feet, and planter strips separate sidewalks from traffic in some areas, with widths ranging between 4-feet and 16-feet, except in some blocks downtown, as noted below. A complete sidewalk system (with sidewalks on both sides of streets) exists in the downtown core (i.e. the area bounded by Hood Avenue, Main Avenue, Locust Street and Pine Street). The downtown core’s sidewalk environment includes a variety of complementary pedestrian facilities at various locations, including ADA-compliant curb ramps, curb-extensions, pedestrian-scale lighting, and amenities such as benches and trash receptacles. In addition, diagonal parking creates a spatial buffer between pedestrians and motorists along Hood and Main Avenues. .

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Figure 3-2. Existing Pedestrian Facilities Sisters Transportation System Plan Existing Conditions | Pedestrians

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Pedestrian Paths In some residential areas and along collectors outside the downtown area, narrow asphalt paths (less than 6 feet) take the place of sidewalks. These paths exist along portions of Barclay Drive, McKinney Butte, Larch St and within residential areas such as Timber Creek and the Edge of the Pines. Although intended specifically for pedestrians, bicyclists and other non-motorized transportation users also take advantage of these facilities. Shared Use Paths Over the past decade the City of Sisters has progressed in efforts to construct shared-use pathways along primary transportation routes. This was initiated with the Safe Routes to School project along McKinney Butte Drive and continued along the US 20 corridor. Future plans are in place to build a new pathway along Pine Street and the Barclay Drive Alternate Route, providing a location outside the travel way for the increasing share of multimodal trips. In addition, a pathway is planned along Barclay Drive to support pedestrian and cyclist travel within the constrained right-of-way. Roadway Shoulders Roadway shoulders are utilized for two-way pedestrian travel in areas of Sisters where sidewalks do not exist. Some major streets where shoulders are the only pedestrian facilities include the following:

Portions of Highway 20 within the city limits

Highway 126

Portions of Barclay Drive

Although roadway shoulders may appropriately accommodate pedestrians in rural and lower volume residential areas, the gradual outward expansion of Sisters urban development has resulted in higher traffic volumes on most roads, necessitating the provision of additional pedestrian and bicycle facilities to separate pedestrians and motorists. The completion of the shared-use pathways along US 20 from Pine Street to Rail Way has addressed a critical missing pathway segment. Street Crossings The majority of pedestrian street crossings occur at intersections, and the quality of these crossings varies by location. Marked crosswalks and curb ramps exist at many intersections within downtown Sisters following the City’s streetscape improvements, and in areas outside the downtown that were built or rebuilt after 1999. These crosswalks vary in design and are primarily located at intersections near the schools and other pedestrian trip generators. Marking of intersections along lower-order streets varies by location, and outside of downtown Sisters, most intersections either lack curb ramps or may lack curbs and sidewalks altogether. The crosswalk striping varies today but is being standardized by the City to provide solid

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perpendicular crosswalk bars along stop-sign controlled approaches, and broken “Continental” striping along uncontrolled approaches to provide clear control queues to motorists. Pedestrian Destinations Major pedestrian destinations typically include schools, employment areas, shopping areas, neighborhood commercial areas, and parks. Within Sisters, popular pedestrian destinations include:

Downtown Sisters retail and commercial businesses

Sisters Elementary School

Sisters Middle and High Schools

Post Office

Five Pine

Recreational trails including Peterson Ridge, Deschutes National Forest trails, and Sisters community trails

Community facilities

Parks and recreation areas (e.g. The Village Green, Fir St. Park and Creekside Park)

Connections to Schools Schools are important pedestrian destinations that should receive particular consideration due to the high levels of youth, child, and family pedestrian activity they typically generate. The following sections describe pedestrian access for the City of Sisters public schools, which include elementary, middle, and high schools; the middle and high schools are analyzed together due to their proximity. Sisters Elementary School Sisters Elementary School is located at the corner of Locust Street and Cascade Avenue on the east side of town. The McKenzie Highway (US 20/OR 126) runs along the southwest edge of the property and is a significant barrier for pedestrian access. Pedestrian facilities have been constructed in the vicinity. As shown in Figure 3-2, sidewalks exist on both sides of Cascade Avenue east of the school and along Maple Street, Tamarack Street and Locust Street. In addition, several marked crosswalks and accompanying warning signs exist in the vicinity of the school, primarily at intersections. One existing crossing location that is a safety concern for pedestrians is at the intersection of the McKenzie Highway (US 20/OR 126) and Locust Street; this location has high traffic volumes and speeds.

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The Sisters School District is currently exploring relocation of the elementary school to a new location adjacent to the Middle School, which will create a single cohesive campus. While this will help resolve concerns surrounding the US 20/Locust Street intersection the concentration of schools will need to be managed so that it does not overwhelm the constrained transportation system and connections to US 20. Sisters Middle and High Schools Sisters Middle and High Schools are located in adjoining facilities on the west side of town near the intersection of the McKenzie Highway (OR 242) and McKinney Butte Road. Several pedestrian paths, including one on McKinney Butte Road, serve the schools. A ten-foot wide shared use path connects the Tollgate Housing development to the school. Two marked crosswalks exists on McKinley Butte Road in front of the high school, but there are no facilities on the McKenzie Highway (OR 242) near the middle school entrance. Pedestrian Volumes Pedestrian volumes were not counted separately, but data was available in conjunction with motor vehicle traffic counts collected at TSP study intersections in 2020. The counts were performed on July 16, 2020 during peak motor vehicle traffic conditions (i.e., 4:00 p.m. to 6:00 p.m.) and reflective of peak tourism summertime activity but with the summertime closure of the schools. Due to COVID restrictions that were in place at the time, pedestrian activity was likely impacted to some degree, though highway traffic volumes were similar to 2019 pre-COVID conditions. Most intersections in the City reported ten or fewer pedestrian crossing movements per hour, though intersections in downtown served higher volumes. The highest count occurred at Cascade Avenue (US 20) and Elm Street and consisted of 210 pedestrians. The nearby intersections of Cascade Avenue (US 20)/Pine Street and Hood Avenue/Pine Street had 60 and 51 pedestrians recorded, respectively, during the peak weekday commute hour, which is likely much lower than conditions on midday summer weekends. While the counts were collected in the summer when schools were closed, there were no pedestrian crossings recorded at the US 20 and Locust Street intersection near Sisters Elementary School. Pedestrian crossing demands are present during the school year, particularly during the arrival and dismissal school peaks, and public concern has been expressed due to the higher traffic volumes and speeds at this location as drivers leave the downtown core area. The traffic counts capture a brief snapshot of pedestrian activity, but do not accurately capture the entire picture. While the 4:00 p.m. to 6:00 p.m. traffic count timeframe during the weekday captures peak vehicle volumes, these hours don’t always correspond to peak pedestrian volumes. Weekend and/or midday or evening pedestrian activity may be significantly higher throughout the downtown core, and pedestrian volumes surrounding the schools peak earlier in the day. In the future, a better picture of existing pedestrian activity levels may be obtained by counting pedestrians at key locations during periods known for having high activity.

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Pedestrian Collision History The Oregon Department of Transportation provided collision data for 2014 through 2018. Within this time period, there were seven collisions that reported the involvement of a pedestrian. In two of these collisions, a pedestrian was hit and injured; this occurred at the intersection of Cascade Avenue (US 20/OR 126) and Pine Street and Cascade Avenue/Spruce Street. 1 The other five collisions were rear-end or sideswipe collisions that cited the involvement of pedestrians as a factor in the crash; based on the crash type and locations (i.e. at various intersections along Cascade Avenue), this appeared to primarily be associated with the front vehicles slowing or yielding to allow pedestrians to cross the road when they were struck by following motorists. Existing Issues Based on the existing pedestrian facilities inventory, the following issues were identified (a more detailed explanation of existing pedestrian issues faced by the City of Sisters can be found in the attached document): Highway 20 (US 20/OR 126) Concerns

High traffic volumes along Cascade Avenue (US 20/OR 126) create challenging pedestrian crossing conditions and, in effect, form a barrier dividing the city. This is especially true during summer months and during special events such as the Quilt Show, Sisters Rodeo, Folk Festival, or and holiday weekends.

Awkward intersection geometry in places along Cascade Avenue (US 20/OR 126) creates challenging pedestrian crossing conditions. Locations of specific concern include the intersection of McKenzie Highway (US 20/OR 126) and Locust Street due to its proximity to the elementary school.

Other Concerns

Discontinuous streets (as well as circuitous streets such as those in northern and western Sisters) impede direct travel between pedestrian destinations.

Shared use path network is not sufficiently comprehensive or connected.

Sidewalk networks are fragmented along Adams Avenue and near public schools.

Facilities are lacking in key locations where there is demand, as indicated by informal paths created by pedestrians along Cascade Avenue near Sisters Elementary School and along Highway 242 near Sisters Middle and High Schools.

Lack of sidewalks and ditches on roadway shoulders force pedestrians to walk on roadways.

Street lighting is poor in some places, and illumination can conflict with dark skies goals.

Inadequate curb ramps make travel difficult for disabled persons.

1 The location of this vehicle-pedestrian collision is shown in Figure 3-11.

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Auto bumper intrusion decreases sidewalk width available for pedestrian usage.

High vehicle speeds create pedestrian safety and comfort issues on Locust Street near Sisters Elementary School and on Highways 20, 126, and 242 as motorists transition from rural speeds approaching the downtown core, or as motorists rely on parallel streets to avoid highway congestion.

Bicycles This section reviews the various bicycle facilities in the city, summarizes bicycle volume data at study intersections, identifies major bicycle destinations (with particular emphasis on facilities near Sisters’ schools), and discusses other critical bicycle elements. It also summarizes the existing and anticipated deficiencies of the bicycle network. This assessment served as a basis for identifying site-specific and system-wide bicycle improvements in Sisters. Facilities Several types of bicycle facilities exist in Sisters, including shared roadways, shoulder bikeways, bike lanes, and shared-use paths (also known as trails or multi-use paths). Figure 3-3 depicts the current bike network. The inventory and assessment largely focused on the arterial and collector street system, as citywide transportation system plans typically do not address site-specific conditions on local streets; general observations on local streets were recorded to gain an understanding of current conditions and potential issues on these corridors. Shared Roadways Most local streets in Sisters are low speed/low volume roadways that could be classified as shared roadways. These streets can accommodate bicyclists of all ages and currently have little need for dedicated bicycle facilities (e.g., bicycle lanes). They generally have low vehicle volumes (3,000 ADT or less) and low posted speeds (25 MPH or less). On some streets, however, motorists have been observed exceeding posted speeds (e.g., Barclay Drive). Curb-tocurb (or edge of pavement where curbs are absent) widths range between 25 and 40 feet with typical street cross-sections including two vehicle travel lanes (with or without striping) and onstreet parking. Shoulder Bikeways Shoulder bikeways accommodate bicyclists on rural roadways connecting Sisters with outlying communities. Sisters has shoulder bikeways on Highway 126 and Highway 20 east of Locust Street. Although shoulder bikeways are appropriate in rural areas, Sisters is gradually expanding its urban area, resulting in higher traffic volumes on outlying roads; therefore, there is a need to provide additional designated facilities for cyclists.

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Bike Lanes State highways, arterial streets, and collector streets comprise the majority of the bike lane network in Sisters. The bike lanes are generally 5 feet wide and are throughout Sisters. Bike lanes are striped in the downtown core along Main Ave and Hood Ave as well as on many of the roadways on the edges of town.

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Figure 3-3. Existing Bicycle Facilities Sisters Transportation System Plan Existing Conditions | Bicycles

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Shared Use Paths Construction and development of the shared use path system is directed by the Sisters Community Trails Plan (2011). The Safe Routes to School project was the first bicycle/pedestrian project completed from this plan and accommodates bicycles and pedestrians around all three school facilities. There are a number of additional existing, paved shared use paths within the City, as shown in Figure 3-3. Bicycle Parking Bicycle parking is an essential component of a community’s bikeway network and can significantly influence whether a person decides to complete a trip via bicycle. The City of Sisters Comprehensive Plan notes that new developments are required to have bike parking, as described in Chapter 4 of the City of Sisters Development Code. In Sisters, the quantity of bike parking facilities varies by location. Bike racks exist at several commercial locations, schools and government buildings in the downtown core. Most parking facilities consist of a bicycle rack located in a parking lot or near a building entrance. Some key bicycle parking locations include Sisters City Hall, Sisters Country Chamber of Commerce, Deschutes County Public Library / Sisters, Sisters Market, and Sisters’ Elementary, Middle and High Schools. The quality of existing bicycle parking varies by location, primarily due to the style, upkeep and/or placement of the rack. Racks situated immediately adjacent to walls or shrubbery have reduced capacity by limiting user access to one side of the rack. Some existing racks are considered substandard because they do not allow a bicycle frame and at least one wheel to be locked to the rack without the use of a long cable or unless the bicycle hangs over the rack. The shortage of quality bicycle racks in high-demand locations typically generates informal bicycle parking activities with cyclists securing their bikes to handrails, poles and other objects. Cycling Destinations Major bicyclist destinations typically include schools, employment areas, shopping areas, neighborhood commercial areas, and parks. Within Sisters, popular bicycle destinations include the following locations:

Downtown Sisters retail and commercial businesses

Sisters Elementary School

Sisters Middle and High Schools

Recreational trails including Buckrun, Three Creeks, Sisters community trails and others

Community facilities (e.g. post office)

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Parks and Recreation Areas Connections to Schools Schools are important bicycle destinations that should receive particular consideration due to the moderate levels of youth and child bike activity they typically generate. The following sections describe bicycle access for Sisters’ public schools, which include elementary, middle, and high schools. Sisters Elementary School Sisters Elementary School is located at the corner of Locust Street and Cascade Avenue on the east side of town. Facilities to service bicyclists traveling to and from the school include bike lanes on Main Avenue, Hood Avenue, North Locust Street (Camp Polk), and asphalt paths on Cascade Avenue east of Locust Street. Some students were also observed riding on sidewalks and other facilities intended for pedestrians. The planned relocation of the elementary school adjacent to the middle and high schools will provide efficiencies in terms of consolidated school routes and a reduced number of school speed zones. Sisters Middle and High Schools Sisters Middle and High Schools are located in adjoining facilities on the west side of town near the intersection of the McKenzie Highway (OR 242) and McKinney Butte Road. Bicyclists are accommodated by a paved multi-use path on the north side of McKenzie Highway (OR 242) and a shared use path that connects the Tollgate Housing development to the school with a 10-foot wide compact-gravel path. In addition, the McKenzie Highway (OR 242) has marked bike lanes. Bicycle Volumes Bicycle volumes were not counted separately, but data were available in conjunction with motor vehicle traffic counts collected at TSP study intersections on July 16, 2020 during peak motor vehicle traffic conditions (i.e., 4:00 p.m. to 6:00 p.m.). Most intersections experienced five or fewer bicyclist crossing movements per hour. Some intersections, including several along existing bicyclist facilities, served higher volumes. These intersections include Cascade Avenue at Hood Avenue and Pine Street at Barclay Drive. The intersection of S Pine Street with W Hood Avenue served the highest number of cyclists of all count intersections with 10 cyclists during the peak hour. These counts capture a brief snapshot of bicycling activity but may not accurately capture the entire picture. The 4:00 p.m. to 6:00 p.m. timeframe during the weekday captures peak vehicle volumes, but these hours don’t always correspond to peak bicycle volumes. For example, these counts may not include seasonal cyclists passing through town on a tour or children traveling to school for recreation on neighborhood streets. Weekend and/or midday or evening bicycle activity may be significantly greater due to the higher numbers of recreational bicycling trips. In the future, a better picture of existing bicycling activity levels may be obtained by counting cyclists at key locations during periods known for having high activity.

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Existing Issues Based on the existing bicycle facilities inventory, the following issues were identified (a more detailed explanation of existing bicycle issues faced by the City of Sisters can be found in the attached document): Highway 20 (US 20/OR 126) Concerns

High traffic volumes along Cascade Avenue (US 20/OR 126) create challenging bicyclist crossing conditions and, in effect, form a barrier dividing the city.

Minimal bicycle crossing treatments exist along Cascade Avenue (US 20/OR 126), with particular concern at the intersection of McKenzie Highway (US 20/OR 126) and Locust Street due to its proximity to the elementary school.

Other Concerns

Discontinuous streets (as well as circuitous streets such as those in northern and western Sisters) impede direct travel between bicyclist destinations.

Shared use path network is not sufficiently comprehensive or connected.

Long distances between bike lane pavement markings in some places (e.g. Locust Street) create a feeling of facility discontinuity.

Lack of shoulders in some locations forces cyclists to share travel lanes with motorists on some higher volume roads.

Street lighting is poor in some places.

High vehicle speeds create bicyclist safety and comfort issues on Locust Street near Sisters Elementary School and on Highways 20, 126, and 242 as motorists approach the downtown core.

Significant gaps exist in the bicycle network, especially along Locust, Jefferson and Pine Streets, which are locations where improvements were suggested in the 2001 Transportation System Plan 2.

Inadequate bike parking exists (e.g. lack of spaces and use of ‘wheel-bender’ racks), especially near Sisters Elementary School.

2 City of Sisters Transportation System Plan (TSP), David Evans and Associates, June 2001.

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Transit Transit systems provides service so that passengers may access a variety of different destinations, including essential trips such as those for healthcare or employment jobs. Existing transit facilities and issues in the City of Sisters are described in this section. Facilities The City of Sisters is served by CET with limited fixed transit routes. CET provides transit service (the Community Connector shuttle) between Bend and Sisters (Route 29) and Redmond and Sisters (Route 28) with roundtrip service three times per weekday. There are currently three transit stops in city limits, one at City Hall on Main Avenue, one stop at the Kiwanis Food Bank and one along Arrowleaf Trail near St. Charles Medical clinic. The Community Connector has one morning route from Bend to Sisters and two afternoon routes from Sisters to Bend. These routes originate and terminate at Hawthorne Station in Bend. The Redmond to Sisters route offers two morning runs from Redmond to Sisters and one afternoon run. This route originates and terminates at the Downtown Redmond transit Center. Additional routes between Sisters and Three Creeks Lake, Black Butte Ranch, Suttle Lake, Hoodoo ski resort and Santiam Pass are currently being evaluated through a grant opportunity via the Federal Lands Access Program (FLAP). Additional community-stakeholder input and will be necessary for the success of this project. Additionally, CET provides dial-a-ride service to all residents of the Sisters area on a demandresponsive basis. Residents must schedule a ride 24 hours in advance but can ride anywhere in the service area, which extends five-miles from the City center. Additionally, dial-a-ride service allows for bicycle transport. Providing a central location or transit hub that brings bicycle, pedestrian, and public and private transit vehicles together is important for local, regional, and state-wide connectivity purposes. As a result, the City of Sisters and the Oregon Department of Transportation have identified land located on the westside of the City, commonly referred to as the Deschutes National Forest Service’s East Portal (460 W Hwy 20 / tax lot 151005D000400), as the last remaining central location in Sisters large enough to support a multi-modal transit hub to accommodate bike, pedestrian, and public and private transit vehicle needs. The site is in the true center of the City with ease of access to Hwy 20 / 126 & Hwy 242, the local street network, and many adjacent bicycle and walking trails.

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The City of Sisters and surrounding Sisters Country area has grown exponentially in the last ten years. Through its 2019 Community Visioning process, transit and the need for greater multimodal travel was named as one of the top needs for improvement and investment to accommodate this growing population. Sisters’ large retiree community continues to need Dial-A-Ride and on-demand services to reach various destinations related to healthcare and shopping in Bend and Redmond. The City of Sisters’ proposed multi-modal transportation hub will support the needs of these riders by allowing the two primary public transportation providers serving Sisters [Cascades East Transit (CET) and Pacific Crest Bus-lines] to use the site for intercity, regional, and statewide connections. While CET’s Dial-A-Ride service and its small shopper shuttle is expected to grow, they are both door-to-door service. On the other hand, Pacific Crest Bus Line and future intercity service providers see a great opportunity in the proposed multi-modal transit site for a more efficient and safer place to stop. They currently make stops at Sisters City Hall and have significant challenges getting back into traffic. The transit hub site would allow the larger buses to utilize all right-hand turns and the Barclay roundabout to safely access the highway in either direction. In addition, the City of Sisters is part of a large regional service district. Cities located in this regional service district are employment hubs where many people live in one location of the county but work in a different locale. The multi-modal transit hub will assist in providing a more efficient transportation system through a central location for boarding and deboarding transit vehicles to and from these employment destinations. Thus, providing greater reliable transport to and from work. A number of large destination resorts are dispersed between these cities also employing numerous residents who, for example, live in Bend, Redmond, or Sisters but commute to work at Black Butte Ranch, Eagle Crest, or Hoodoo Ski Resort. Thus, per CET’s 2040 Transit Master Plan section on Recreational Services (Pg. 103) there are opportunities to serve low-income seasonal and full-time industry workers, who may not have a vehicle or cannot easily access the different resorts. Active and public transportation ridership in and from eastern Deschutes County will increase by serving various demographics ranging from those who are active bike riders & walkers – to our senior population -- to our low-income workforce constituencies. Many segments of our local and regional society are seeking alternative transportation options due to a number of contributing factors. These factors include fixed income and its relationship to vehicle affordability, traffic volume on road & highways and drive time associated with commuting to and from Bend and Redmond, inclement weather, etc. For example, many bike riders will ride to the transit hub, load their bike to the transit vehicle, and ride public transportation to and from their primary destination. Sisters Transportation System Plan Existing Conditions | Transit

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The west and south faces of the property are gaps in ODOT’s pedestrian-bicycle network. Sisters Transportation System Plan (TSP) identifies multi-use paths as the preferred infill improvements for those gap segments. With City and ODOT East Portal ownership, these infills could be constructed more rapidly than relying on future development. Providing safe/comfortable walking and biking in East Portal will take on increasing importance as the lands west Hood Ave/242 and north of US 20 increasingly develop. Also, completing the multi-use path gap on the south side of the triangle would eliminate the last ped/bike facility gap between Sisters Middle School, High School, Downtown Sisters, and residential neighborhoods south of Downtown, enhancing non-motorized access and routes to school. Existing Issues Based on the existing transit facilities inventory, the following issues were identified:

Transit connections between Sisters and Bend and between Sisters and Redmond are in demand. Transit connections to other neighboring cities and other locations of interest are infrequent or nonexistent.

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Motor Vehicles The use of personal motor vehicles is the predominant method of transportation to, from, and within the City of Sisters. Existing motor vehicle facilities, volumes, intersection operations, safety, and issues within the City of Sisters are described in this section. Motor Vehicle Facilities The motor vehicle system within the City of Sisters includes city streets and state highways. The existing jurisdiction, classifications, standards, and physical conditions of these facilities are documented. Roadway Jurisdiction Roadway ownership and maintenance responsibilities of the various roads in the Sisters UGB depend on the roadway’s jurisdiction. The State highways are under the jurisdiction of the Oregon Department of Transportation (ODOT), and the City of Sisters is responsible for the remainder of the roads within the city limits. The exceptions are designated private roadways, where maintenance and improvements are the responsibility of the owner. Functional Classification Functional classification is the designation of a roadway by the level of access or mobility it is intended to provide. The three principal classification designations are local (more access but less mobility), collector (transition between access and mobility), and arterial (less access but more mobility). The existing functional classifications from the 2001 Sisters TSP are shown in Figure 3-4. Three categories were identified including: arterial, collector, and local streets. For State highways in the Sisters UGB, ODOT classifications and designations exist and are also shown in Figure 3-4. The Oregon Highway Plan identifies the Santiam Highway (US 20), the McKenzie-Bend Highway (US 20), and the segments of the McKenzie Highway passing through Sisters (US 20/OR 126) and heading east towards Redmond (OR 126) as Statewide Highways. The segment of the McKenzie Highway west of Sisters (OR 242) is a District Highway and a non-freight route. 3 In addition, the Santiam (US 20), McKenzie-Bend (US 20), and McKenzie (US 20/OR 126) Highways are designated as freight routes along their entire length through Sisters, and the portions of these highways east of the City limits are designated as expressways. These designations generally correspond to more stringent mobility standards.

3 1999 Oregon Highway Plan (OHP).

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Figure 3-4. Existing Functional Classification Sisters Transportation System Plan Existing Conditions | Motor Vehicles

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Posted Speeds An inventory of the posted speeds in the Sisters UGB is shown in Figure 3-5. The majority of streets within the UGB have posted speed limits of 25 miles per hour (mph). Arterial roadways outside of the downtown area have higher speeds, ranging from 35 mph to 45 mph, and the main downtown streets (Main, Cascade, and Hood Avenues) have a lower speed of 20 mph. The City’s safety audit identified a desire by the City to move toward a Citywide residential speed of 20 miles per hour following the approach applied within the City of Portland through the approved 2017 House Bill 2682. Implementation of this plan will require citywide approval for the reduced speed through ODOT’s speed zone change process. This will need to confirm that the roads identified meet the Oregon Revised Statutes and may also require that ODOT rescind any conflicting speed zone orders already in place. The review of historical crash data summarized by ODOT’s Crash Analysis and Reporting unit, review of traffic counts, and resident comments indicated higher crashes and safety concerns where Sister’s roadways transition from rural County routes. These streets, such as Pine Street, Three Creeks Road, OR 242, US 20, and even Camp Polk Road experience wider speed profiles with a higher proportion of motorists continuing into the City at these higher rural speeds. Signage along US 20 entering the City of Sisters from the east and west incorporates a stepped speed reduction, with posted speeds incrementally dropping to the posted 20 mph downtown speed. This has been observed to be effective, as it provides clear guidance for motorists to reduce speeds and prevents highway speeds from entering the urban area. The City has indicated a desire to incorporate these same treatments at other transitory roadways as shown in Figure 35. It is recommended that as the Forest Service properties along the western portion of the highway develop, extending the core area, that the City continues to work with ODOT to monitor and manage speeds and speed zones.

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Figure 3-5. Initial recommendation of transition speed zone locations

As cited above, ODOT’s speed zoning policies allow implementation of transition speed zones to avoid abrupt speed reductions from a rural (statutory) 55 mile per hour speed into an urban 25 mile per hour residential district and/or City street. In developing recommended speed zone sections, transition speed zones should each be ¼ mile, but can be a minimum of 1,000 feet long pending engineering judgement and area context. The City has indicated a desire to include similar transition speeds entering the eastern and western side of the City and review of the transition points as land uses change within the downtown city core area. Similar to changes with the statutory speed, these requests for transition speed zones must be formalized through a speed zone request. ODOT is currently backlogged with speed zone requests and indicated that they could not conduct these investigations until 2022. However, with identification of the applicable locations these speed zone surveys can be initiated with ODOT and placed in queue. On-Street Parking Existing striped on-street parking is shown in Figure 3-6 and is concentrated in downtown Sisters. All the on-street parking on Cascade Avenue (US 20/OR 126) is parallel parking, consistent with ODOT standards. Most of the other streets in the downtown network have parking on both sides of the street, with the majority being diagonal parking. Outside of the downtown core area there is limited striped on-street parking along collectors and neighborhood Sisters Transportation System Plan Existing Conditions | Motor Vehicles

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routes. The majority of local streets allow on-street parking, but no striping or demarcation is provided to designate stall locations.

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Figure 3-6. Vehicle Speed Limits Sisters Transportation System Plan Existing Conditions | Motor Vehicles

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Intersection Control There are no traffic signals located within the Sisters UGB. Two roundabouts exist within Sisters city limits; one at the intersection of US 20 and Barclay Drive and one at the intersection of Trinity Way and Rail Way. The placement of the unsignalized intersection controls (i.e., stop and yield signs) for the TSP study intersections are shown in Figure 3-7. Motor Vehicle Volumes Existing motor vehicle volumes were reviewed on key roadways and intersections throughout the study area. Two commonly utilized motor vehicle volume measures include average daily traffic (ADT) volumes along roadways and peak hour turn movement volumes at intersections. The ADT volumes (from historical data) were used to estimate growth trends, and adjustments were made to intersection turn movement counts (TMCs) to determine model volumes for use in intersection operations analysis. Average Daily Traffic (ADT) Volumes Historic average daily traffic (ADT) volumes along various roadways were obtained from ODOT and Deschutes County. Average daily traffic (ADT) volumes are typically collected during a 24hour period during the peak month (e.g., July or August) of the year and provide a general comparison of traffic growth from year to year. The historical ADT counts were analyzed from 2010-2019, and the growth ranged from 0.5% to 3.1% per year. The highest percentage of growth occurred at the Automatic Traffic Recorder on US 20 at the Three Sisters Viewpoint. Average daily traffic (ADT) growth trends are shown in Figure 3-8.

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Figure 3-1: 2020 30th Highest Hourly Traffic Volumes

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16,000

Annual Average Daily Traffic

14,000 12,000 10,000 8,000 6,000 4,000 2,000 0 2010

2011

2012

2013

2014

2015

2016

2017

2018

2019

Year US 20 (East of Locust)

OR 126 (East of US 20)

US 20 (South of OR 126)

OR 242 (East of Edgington)

US 20 (South of Barclay)

ATR US 20/OR 126 (Northwest of Sisters)

ATR US 20 Three Sisters Viewpoint

Figure 3-2: Average Daily Traffic (ADT) Growth Trends in and near Sisters

30th Highest Hourly Volumes (30th HV) The Oregon Department of Transportation (ODOT) has specified that 30th Highest Hourly Volumes (30th HV), as measured from yearly count data, should be used for design and analysis purposes due to the fact that they have been shown to represent the typical peak hour during the peak month of the year. 4 The 30th HV conditions are also important to analyze in the City of Sisters because seasonal variation in Highway 20 traffic volumes is a key focus of this TSP update. One method for obtaining yearly count data is from an ODOT automatic traffic recorder (ATR). The Sisters ATR (#09-014) is the closest recorder and is located on N Santiam Highway (US 20) approximately seven miles west of City limits. This location is a good representation of study area traffic volume fluctuations by regional travelers since it is on the main highway of interest and no other cities or highway junctions are located between it and Sisters. The 3 Sisters Viewpoint ATR (#09-015) is another nearby ODOT recorder and is located southeast of Sisters, between Sisters and Bend, and is more reflective of Sisters residents and commute trends. Based 4 Developing Design Hour Volumes, ODOT Analysis Procedure Manual, Chapter 4, September 2006.

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on data collected in 2006 at these two recorders, the 30th HV occurs from 4:00 p.m. to 5:00 p.m. (PM peak hour) on a typical Friday in the summer (i.e. on a non-holiday weekend). To quantify current traffic operations throughout the City of Sisters video data collection efforts were conducted on July 16, 2020 to capture the mid-summer peak travel and peak tourism conditions. The collection of mid-July counts approximates the 30th highest hourly traffic volumes on ODOT facilities and assesses conditions when tourism and travel is at its highest level during the year. The selection of study intersections was based on the more critical collector and arterial intersections within the City of Sisters, with this list supplemented with locations of known safety issues. Each of the locations was recorded between 4:00 and 6:00 p.m. to capture the evening commute period. The base traffic counts generally showed a maximum hourly total entering traffic volume occur between 4:00 and 5:00 p.m. throughout nearly all of the study area intersections. During this time period there were nearly 1,300 vehicles entering and leaving the City on US 20 at the Rail Way intersection, with about 1,260 vehicles traveling to and from Bend and 680 vehicles traveling to and from Redmond on the City’s eastern junction with OR 126. The primary challenge with the 2020 counts was the COVID-19 related shutdowns that remained in effect. In mid-July the Deschutes County area was in Phase 2 of its reopening, which allowed gatherings of up to 50 persons indoors and 100 persons outdoors, offices were re-opened with various safety measures in place, restaurants and bars were re-opened but subject to a 10:00 p.m. curfew and limited capacity, and other venues were opened with various restrictions. In mid-July schools were closed for the normal summer period, so the counts do not reflect school impacts. Accordingly, to replicate 30th highest hourly traffic conditions the mid-July 2020 traffic counts were factored with a six-percent adjustment based on a detailed review of travel volumes between 2019 and 2020. This factor was applied universally throughout all of the movements at each of the study locations (highway and non-highway locations) to replicate the reduced travel during COVID conditions that impacted Citywide locations. The resultant base year counts are provided in Figure 3-7 at the 20 study locations throughout the City. Heavy Vehicles Heavy vehicles play an important role in the economical movement of raw materials and finished products. Providing efficient heavy vehicle movement significantly benefits businesses and consumers and should be a goal of a city’s transportation network; however, it is important that other goals, including neighborhood livability, public safety, and minimized roadway maintenance costs, not be overlooked when considering the accommodation of trucks. The designation of freight routes encourages efficient movement while also directing truck traffic away from neighborhoods and other locations of concern. As noted previously while discussing functional classification (and shown in Figure 3-4), the Santiam (US 20/OR 126), McKenzie (US 20/OR 126), and McKenzie-Bend (US 20) Highways are designated as freight routes along their entire length through Sisters. Trucks traveling through town use these routes. Sisters Transportation System Plan Existing Conditions | Motor Vehicles

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Heavy vehicle volumes and percentages along the freight routes were collected at study intersections as part of the turn movement counts. Table 3-1 lists the approximate percentage of trucks traveling along the key corridors (i.e. the arterials) in Sisters during the PM peak hour. Historically, the portion of US 20/OR 126 in Sisters has had a significant level of heavy vehicle traffic, though it was reduced in 2020. Given the narrow cross-section (2 lanes) and absence of turn lanes on Cascade Avenue, high levels of truck traffic can significantly affect highway performance and livability in the downtown core. Table 3-1: Heavy Vehicle Activity in the City of Sisters Location

Approximate 2020 30th HV Truck Values Truck Percentage

Number of Trucks

McKenzie HWY (OR 242)

Santiam HWY (US 20/OR 126)

Cascade Ave (US 20/OR 126)

McKenzie-Bend HWY (US 20)

McKenzie HWY (OR 126)

Traffic Operations Existing traffic operations were analyzed at the 20 study intersections based on the Highway Capacity Manual 6th Edition methodology 5. Focus is on intersections because they are the controlling bottlenecks of traffic flow and the ability of a roadway system to carry traffic efficiently is nearly always diminished in their vicinity. Prior to presenting the analysis results, commonly used intersection operation performance measures are explained, and the applicable thresholds that have been incorporated into agency mobility standards are given. Intersection Performance Measures The level of service (LOS) is a performance measure that is similar to a “report card” rating and is based on average vehicle delay. Level of service A, B, and C indicate conditions where traffic moves without significant delays over periods of peak hour travel demand. Level of Service D and E are progressively worse operating conditions. Level of service F represents conditions where average vehicle delay has become excessive and demand is near capacity; this condition is typically evident in long queues and delays, with delays often being difficult to measure because congestion may extend into and be affected by adjacent intersections. The average delay value (in seconds) corresponding to each level of service designation, along with additional level of service descriptions, are provided in Appendix D. The unsignalized intersection level of service calculation evaluates each movement separately to identify problems (typically left turns from side streets). The calculation is based on the average total delay per vehicle for stop-controlled movements (typically on the minor side street or left 5 Highway Capacity Manual, 6th Edition, Transportation Research Board, Washington DC, 2016.

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turn movements). Level of service (LOS) F indicates that there are insufficient gaps of suitable size to allow minor street traffic to safely enter or cross the major street. This is generally evident by long delays and queuing on the minor street. Level of service F may also result in more aggressive driving, with side street vehicles accepting shorter gaps. It should be noted that the major street traffic moves without delay and the LOS F is for side-street or left turns, which may be only a small percentage of the total intersection volume. It is for these reasons that level of service results must be interpreted differently for signalized and unsignalized locations. A summary of the descriptions for level of service is provided in Appendix D. The volume-to-capacity (V/C) ratio is another performance measure and represents the level of saturation (i.e. what proportion of capacity is being used). It is given as a decimal (typically between 0.00 and 1.00) and is determined by dividing the peak hour traffic volume by the hourly capacity of a given intersection or movement. A lower ratio indicates smooth operations and minimal delays. As the ratio approaches 1.00, congestion increases and performance is reduced. If the ratio is greater than 1.00, the intersection, lane, or movement is oversaturated and usually results in excessive queues and long delays. Mobility Standards Mobility standards are agency specific and apply to intersections under the agency’s jurisdiction. Within the City of Sisters, ODOT standards apply to intersections along state highways and City standards apply to the remaining intersections. ODOT operating standards are given as V/C ratios and are based on roadway classification, designations, and posted speed limits. 6 As described previously in the functional classification section of this memorandum, there are both Statewide and District Highways in the City of Sisters. There are also freight designations, and speed limits vary between 20 mph and 45 mph. Consistent with Deschutes County requirements, the City of Sisters considers intersections operating at Level of Service “D” or better during the peak fifteen minutes of the peak commute hour to operate acceptably. All of the City of Sisters’ intersections are stop- or yield sign controlled. The mobility standard of each Sisters TSP study intersection is given in Table 3-2 along with operating analysis results. Existing Operating Conditions Existing traffic operations were analyzed at the 20 study intersections using Synchro analysis software and the Highway Capacity Manual 6th Edition methodology7. The 30th Highest Hourly Volumes (30th HV) were used to determine the level of service for the major and minor streets as well as the delay and V/C ratio for the critical movement at each intersection. Table 3-2 summarizes the existing 30th HV operating conditions at the Sisters TSP study intersections. The intersection analysis shown in the table shows that all of the intersections are currently operating acceptably with the exception of the US 20/Locust intersection, which operates over its carrying capacity, and the new Barclay roundabout. Despite other intersections showing acceptable performance, every intersection with the highway exhibits high delays with LOS “D” 61999 Oregon Highway Plan - Amendment, The Oregon Department of Transportation, July 2005. 7 Highway Capacity Manual, 6th Edition, Transportation Research Board, Washington DC, 2016.

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through “F” depending on the number of vehicles using the minor approaches. Ultimately, this shows that there are a limited number of gaps in highway traffic through Sisters. Field review during the summer generally validated these measurements. It was noted that often the pedestrian crossings along Cascade Avenue create gaps for side-street vehicles to cross or enter the highway, and courtesy gaps are also common. With the low speed through downtown Sisters of 20 miles per hour queuing along the highway can often be extensive, and delays can be much higher than those reported using the assumed “random arrival” patterns within the analysis software. Vehicles crossing the highway or turning left were observed making right-turns followed by left-turn maneuvers at the next upstream intersection. As a result, these operational results may not fully reflect the actual demands. The operations analysis also shows that the improvements at the US 20/Rail Way and Barclay – McKinney Butte intersections have proven effective in reducing the high delays. The previously failing intersection of Rail Way is now operating at a Level of Service “C”, and while operating over its mobility target, the Barclay roundabout maintains about 15% of its carrying capacity on the US 20 eastbound approach into Sisters and manages travel speeds entering the City. Field observations have noted long queues during the peak summer season, both on the eastbound US 20 approach and the westbound Barclay approach.

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Table 3-2: Study Intersection 30th HV Operating Conditions Intersection Performance Delay LOS V/C

Jurisdiction

Mobility Standard

1: OR 242/W McKinney Butte Rd

ODOT

8.9

A/A

0.04

2: N Trinity Way/W McKinney Butte Rd

City of Sisters

9.7

A/A

0.02

3: N Brooks Camp Rd/W McKinney Butte Rd

City of Sisters

7.7

n/a

ODOT

17.9

A/C

0.38

5: US 20/W McKinney Butte Rd – W Barclay Dr

ODOT

19.5

0.85b

6: US 20/W Hood Ave

ODOT

37.7

B/E

0.21

7: W Hood Ave/OR 242 – W Cascade Ave

ODOT

8.5

n/a

8: N Pine St/W Cascade Ave (US 20)

ODOT

> 50.0

A/F

0.56

9: N Elm St/S Cascade Ave (US 20)

ODOT

33.2

A/D

0.39

10: US 20/E Hood Ave

ODOT

43.3

B/E

0.03

11: S Locust St/US 20

ODOT

>50.0

B/F

>1.00c

12: US 20/E Jefferson Ave

ODOT

24.5

B/C

0.31

13: US 20/OR 126

ODOT

26.4

B/D

0.09

14: N Pine St/W Barclay Dr

City of Sisters

12.5

A/B

0.18

15: E Sun Ranch Dr/W Barclay Dr

City of Sisters

11.0

A/B

0.01

16: Camp Polk Rd/E Barclay Dr

City of Sisters

13.1

A/B

0.31

17: S Pine St/W Hood Ave

City of Sisters

15.8

A/C

0.04

18: N Larch St/E Main Ave

City of Sisters

11.0

A/B

0.16

19: S Spruce St/E Washington Ave

City of Sisters

9.3

A/A

0.02

20: S Spruce St/E Jefferson Ave

City of Sisters

9.5

A/A

0.02

Intersection

4: US 20/W Rail Way

Delay = Average Stopped Delay per Vehicle (seconds) for worst approach LOS = Level of Service (Major Street/Minor Street)

V/C = Volume/Capacity Ratio (of worst movement) Bold Underlined values exceed standards

LOS for all-way stop intersection reported for entire intersection V/C ratio for worst movement c When V/C ratios are greater than 1.0, demand exceeds capacity and causes the formation of excessive queues that spread delay into other hours of the day. b

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Traffic Safety Collision data for the City of Sisters was obtained from the Oregon Department of Transportation (ODOT) and includes all collision records found in the State archives from January 1st, 2014 to December 31st, 2018. This information is only reflective of the reported crashes and the available data within those records and is intended to highlight patterns rather than a specific accounting of collisions. Within the City of Sisters there were a total of 135 reported crashes during the analysis period. Figure 3-9 illustrates the location of each of these for spatial context. Crashes within this map are separated by color to designate the variation in crash severity. Key observations from this map include the following:

The crashes are largely clustered along the US 20 highway corridor.

There is a crash cluster along US 20 on the northwest side of the City where the highway transitions from a rural to urban facility. The crashes illustrate the prior configuration of the City’s entrance before the roundabout was complete and changes were in place at Rail Way.

There are very few crashes surrounding the schools on the west side of Sisters.

Six crashes were reported at the Locust/Cascade Avenue intersection.

Four crashes were reported at the Main Street/Larch Avenue intersection.

There were three reported crashes clustered at the Pine Street/Barclay Drive intersection, all of which are identified as higher-severity injury crashes.

With this understanding of the five-year period, overall crash trends within the City of Sisters were reviewed to identify systemwide issues and annual changes in characteristics. These crashes were then analyzed to determine overall crash frequency, crash types, and crash severity to provide an understanding of the City’s current safety posture. To illustrate the overall trends, Figure 3-10 illustrates the number of crashes by year. This chart shows a generally stable annual crash trend averaging 27 crashes per year, or a crash every 13.5 days.

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Figure 3-9: Illustration of Citywide Crashes, January 2014 through December 2018. Green: Non-injury Collision; Red: Injury Collision. Data Source: ODOT CARS.

35 Number of Crashes

30 30 25

20 20 15 10 5 0 2014

2015

2016

2017

2018

Figure 3-10. Annual City of Sisters Crash Experience Data Source: ODOT CARS.

There were no fatal crashes reported in Sisters throughout the review period, but there were 59 crashes resulting in one or more persons injured and 76 non-injury crashes over this review period. Further review of the available data breaks down to show that within these collisions there were only two persons that experienced severe injuries (Injury “A”) and 21 persons that experienced moderate injuries (Injury “B”). There were 64 “Possible” injuries reported and 211 involved persons reporting no injury.

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Pedestrian and cyclist collisions were separately reviewed given the more vulnerable type of collisions. There were two collisions involving a pedestrian and three reported crashes involving cyclists. All of these crashes were located along or immediately adjacent to the US 20 corridor, as shown in Figure 3-11. Overall, these crashes appear to highlight the critical importance of visibility, speed compliance, and attentiveness, particularly along the highway corridor where the highest levels of activity and conflict are occurring. The City’s downtown streetscape project provided extensive improvements to the City’s walkways, accessible ramps, and illumination, but even with these improvements the corridor experiences more than half the entire City’s crashes. Table 3-3 summarizes the collision data for the study intersections with reported crashes during the five-year study period, which are also illustrated in Figure 3-12. The collisions are broken down by severity, and a calculated collision rate is given for intersections where traffic counts were available. The overall crash rate per Million Entering Vehicles (MEV) was approximated for each intersection and compared to the 90th percentile Statewide crash rate for intersections with similar traffic control and number of approaches.

Figure 3-11. Reported Pedestrian and Cyclist Collision Locations

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Table 3-3: Study Intersection Collision Summary (2014-2018) Total

Collision Rateb

> Statewide 90th Percentile Crash Rate?

Collision Severity Study Intersection

Fatal

Injury

PDOa

US 20 / McKinney Butte Rd - Barclay Dr

0.40

Yes

US 20 / Rail Way

0.45

Yes

N Pine St / W Cascade Ave (US 20)

0.23

US 20 / OR 126

0.18

N Larch St / E Main Ave

1.30

Yes

N Elm St / S Cascade Ave (US 20)

0.21

US 20 / W Hood Ave

0.17

S Locust St / US 20

0.09

N Pine St / W Barclay Dr

0.38

W Hood Ave / OR 242 - W Cascade Ave

0.27

US 20 / W Hood Ave

0.07

US 20 / E Jefferson St

0.06

OR 242 / W McKinney Butte Rd

0.32

Camp Polk Rd / E Barclay Dr

0.11

S Spruce St / E Jefferson Ave

0.48

Yes

N Locust St / Cascade Avec

Yes

PDO = Property damage only. Average annual crashes per million entering vehicles (MEV); MEV estimates based on 30th HV. c Although not a study intersection, this intersection is included in the review due to the number of crashes reported. b

Source: ODOT Collision Data for 2014, 2015, 2016, 2017, and 2018.

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Figure 3-12. Study Intersection Crash Frequency

The Table identifies five intersections that exceed the Statewide 90th percentile crash rate for similar intersection types. A brief summary of these locations is provided below for context:

Two of the intersections, the US 20/Barclay and US 20/Railway, have already been reconfigured as part of an ODOT Statewide Transportation Improvement Project and the impact of this change is not yet reflected in this older crash data. Any future assessment of these intersections should be focused on the “with improvement” condition which is currently showing a significant crash reduction.

The intersection of S Spruce Street/E Jefferson Avenue appears to be an anomaly. As a low-volume intersection the single crash that was reported results in a high crash rate, but there is no pattern and review of the crash report shows that this datapoint appears to be an isolated incident. Additional focus on this location is not recommended.

The intersection of Larch Street and E Main Avenue experienced six separate crashes and is further discussed below.

While not included with the study intersections, review of the crash data also highlighted the N Locust Street/E Cascade Avenue intersection near City Hall as having a high crash experience. Crashes at N Locust Street/E Cascade Avenue are separately discussed below.

The unsignalized intersection of N Larch Street/E Main Avenue experienced six crashes over the 5-year review period. The location of E Main Avenue one block north of Cascade Avenue (US Sisters Transportation System Plan Existing Conditions | Motor Vehicles

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20) makes this an ideal corridor for parallel travel, which results in higher traffic volumes. Review of the historical crash data showed that all of the crashes were classified as angle collisions that cited failure to yield right-of-way or that a motorist passed the stop sign. These crash causes are typical where there are poor sight lines or occluded signing. Intersection sight lines could be substantially limited at this intersection depending on when adjacent parking is being utilized. Achieving adequate intersection sight distance would require a substantial loss of parking for the commercially-zoned lands along Main Street. This issue occurs throughout the Main Avenue corridor. While not included as a study intersection, the N Locust Street/Cascade Avenue intersection experienced seven crashes within the five-year review period. This intersection is located near City Hall, the school district administrative office, the Sisters Library, and Sisters Elementary School is immediately east. There is a shift in the roadway north of the intersection as it transitions from a 42-foot to 32-foot curb-less section. Walkways and accessible crossings were recently installed to the school along Cascade Avenue, and a school zone is in place along Cascade Avenue east of Locust Street. Stop control is in place for east-west traffic. Review of the reported crashes shows a steady crash frequency and low crash severity. The crash types vary, with turning/angle collisions comprising four of the six reported crashes. All but one crash occurred on midweek days, but there was no discernable pattern to the movements and field review did not identify any specific deficiencies. There were three angle collisions reported at the Pine Street/Barclay Drive intersection between May and August 2017. Each of these crashes were reported as angle collisions, and each resulted in moderate injuries, with two of the vehicles rolling over following impact. The crash records cite inattention and passing stop-sign without stopping, but there are no other indicators or patterns as all three collisions involved vehicles traveling from different directions. Illuminated LED sign borders were installed on the stop signs following these crashes to increase driver awareness, and “STOP” stencils are also present on the northbound and southbound approaches. Safety Mitigation Plan The crash review shows that the City’s transportation system provides a high level of safety today, with no reported fatalities within City limits and very few serious injury crashes. The primary focus area remains along the highway, which will primarily be mitigated through the City’s planned creation of the Alternate Route. Recommended safety improvements from this review involve fairly minor traffic control changes and continued monitoring of locations where recent improvements have been installed, as shown in Figure 3-13.

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Figure 3-13. Summary of Near-Term Safety Projects. Sisters Transportation System Plan Existing Conditions | Motor Vehicles

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Existing Issues Based on the existing motor vehicle facilities inventory and operational analysis, the following issues were identified: Highway 20 (US 20/OR 126) Concerns

The US 20/Locust Street and US 20/W McKinney Butte Road – W Barclay Drive roundabout fail to meet jurisdictional operation standards.

Minor street traffic experiences high delays while waiting to enter or cross highway.

Queues form in downtown Sisters and extend beyond the edges of town.

High level of truck traffic likely affects highway performance.

Without improvements at the US 20/Locust Street intersection the Alternate Route is not yet available for eastbound US 20 traffic.

Other Concerns

A significant number of access driveways in downtown Sisters do not conform to ODOT access management standards.

Various arterial and collector streets are in need of pavement improvements.

Rail Facilities There are no rail facilities in or near the City of Sisters.

Air Facilities The Sisters Eagle Air Airport is a privately owned airport located in the northeastern portion of city limits. It is classified as a Category 4 airport in the Oregon Aviation Plan 8, is open to the public, and has a landing fee. In addition, the runway is in good condition. 9 On average, the airport operates twenty-seven times a week with a majority of use coming from general aviation. Other passenger and freight air transportation is available in Redmond at the Roberts Field Airport and in Bend at the Bend Municipal Airport. Both airports are approximately 25 miles away. 8 Oregon Aviation Plan, Oregon Department of Transportation Aeronautics Division, February 2000. 9 Information obtained from http://www.airnav.com/airport/6K5 on February 25, 2008.

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Chapter 4. Future Conditions and Needs

Introduction This chapter summarizes the projected future transportation needs of the City of Sisters through the year 2040. The needs are based on a future conditions analysis that assumes the addition of a few roadway links in areas currently experiencing growth but does not assume any significant system improvements; the purpose of this analysis is to provide the basis for developing future transportation projects within the City of Sisters. These future needs are given for each of the three principal modes: pedestrians, bicycles, and motor vehicles. The 2018 refinement included textual and project list updates to reflect completed projects. The operational analysis that formed the basis of the motor vehicle planned projects was not updated as part of the 2018 refinement but has been revised as part of the 2021 TSP update.

Future Pedestrian Needs Planned pedestrian facilities, projected pedestrian growth, and future pedestrian issues are presented in this section, including: Planned Pedestrian Facilities Pedestrian facilities are planned as sidewalks or curb-extensions along roadways and as separate shared-use paths within the City of Sisters. Sidewalks and Curb-Extensions Recommend future pedestrian facilities along roadways, as listed in the TSP, include:

Completion of infill sidewalk projects in the Downtown Commercial core area from Adams Ave to Washington Ave and Pine St. to Locust St.

Sidewalk improvements on Washington Ave (Pine St. to Locust St.)

In addition, a 1999 City ordinance requires adequate pedestrian provisions along all newly built and reconstructed roadways. This ordinance also requires sidewalk facilities within areas zoned as High or Standard Density Residential and General Commercial. Shared-use paths & Future connections The Sisters Community Trails Plan (2011) specifies that shared-use paths are planned to connect the Crossroads subdivision with the high school and the Five Pines Fitness Center to the Deschutes National Forest. The Trails Plan also identifies paths and trails intended to serve a Sisters Transportation System Plan Future Conditions and Needs | Introduction

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single mode only. These paths will primarily serve to increase connectivity throughout Sisters and improve connections to the surrounding Deschutes County Trail System. In cases where infrastructure does not exist to serve other non-motorized travel in the corridor, these pedestrian paths may also serve as de facto bicycle facilities. There are a number of existing trails, as well as anticipated future trails and shared-use paths, at the edge of city limits extending into the County. The City supports the development of future trails and connectivity to adjacent communities and destinations. Internal shared-use paths connecting to existing and future trails and paths are identified in Figure 5-1 and Figure 6-1. Projected Pedestrian Volume Growth Population growth estimates indicate a probable doubling of the population living within the Sisters UGB by 2040. If walking trips retain their current mode share, then they will also double. Should Sisters be effective in creating a more pedestrian friendly atmosphere throughout the City, they may see pedestrian volumes more than double. The implementation of the Safe Routes to School programs will also likely continue to contribute to increasing numbers of pedestrians. Future Pedestrian Issues Based on the projected future pedestrian conditions, the following issues were identified and are in addition to the existing pedestrian issues discussed in Chapter 3:

Increased crossing challenges at Highway 20 (US 20/OR 126) due to greater traffic volumes and fewer gaps in traffic long enough to facilitate safe pedestrian crossing.

Overflow motor vehicle traffic onto Hood and Main may decrease the quality of the pedestrian experience through increasing noise and pollution associated with greater motor vehicle traffic.

Fewer gaps in traffic may lead to increased instances of aggressive crossing behavior as pedestrians begin to utilize gaps in traffic that are too short to facilitate normal crossing. This will likely have the greatest impact on children, the elderly and disabled pedestrians that require more time to cross or have challenges judging adequate crossing conditions.

Potentially longer pedestrian delay at intersection crossings may degrade the quality of the pedestrian experience.

Increased bicycle and pedestrian volumes will lead to more conflicts between users on shared facilities and sidewalks. Though riding is currently prohibited on sidewalks in Sisters, this type of behavior is especially common among children. Sidewalk riding will probably continue to occur despite education and policing targeted at discouraging this behavior.

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Increased traffic volumes will increase the number of turning movement conflicts. The challenges presented by turning conflicts can occur when pedestrians cross either the major street (halting motor vehicle traffic and decreasing the opportunities of motorists to make unprotected left turns, resulting in increased congestion and reduced motor vehicle capacity) or the minor street (inhibiting the ability of vehicles to turn left or right off the major streets, resulting in increasing congestion and reducing motor vehicle capacity). In addition, increased vehicle volumes may result in vehicles taking advantage of smaller gaps in traffic and speeding through turning movements without checking to see if minor streets are clear of pedestrians.

These issues are mainly associated with unsignalized intersections having increased motor vehicle volumes. While these issues may occur anywhere throughout the City, the greatest number of instances will most likely occur in downtown Sisters along Cascade, Hood and Main Avenues at intersections where operational standards are not met.

Future Bicycle Needs Planned bicycle facilities, projected bicyclist growth, and future bicycle issues are presented in this section. Planned Bicycle Facilities All planned road projects classified as arterials or collectors should include striped bike lanes or shared-use paths. In addition, as mentioned in the planned pedestrian facilities section, there are multiple shared-use paths that are planned for the City of Sisters, including trails connecting the Crossroads subdivision with the high school and the Five Pines Fitness Center to the Deschutes National Forest. The Sisters Trail Plan also recommends various shoulder bikeways, which will primarily serve cyclists and include the following:

Camp Polk Loop to Redmond Highway: Shoulder bikeway connecting Sisters to Panoramic View Estates

Indian Ford Road: Shoulder bikeway accessing the Indian Ford subdivision and forming a loop route with Highway 20 and Camp Polk Road

Three Creek Road: Shoulder bikeway providing access to the National Forest

Highway 20, Sisters to Indian Ford Road: Current 4-foot shoulder bikeway targeted for improvements due to high traffic volumes

Highway 20, Sisters to Jordan Road: Paved shoulder bikeway

McKenzie Highway 242: Shoulder bikeway connecting Sisters to the National Forest

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Projected Bicyclist Volume Growth Population growth estimates indicate a probable doubling of the population living within the Sisters UGB by 2040. Assuming cycling trips retain the current mode share, cycling trips will also double. Sisters may see an increase greater than a doubling due to their efforts to create a bicycle friendly atmosphere throughout the City. Additionally, the implementation of the Safe Routes to School programs will also likely continue to contribute to increasing numbers of cycling trips. Future Bicycling Issues Bicycles and pedestrians share many of the same issues associated with increased motor vehicle volumes. In addition to the issues mentioned previously in the future pedestrian issues section of this chapter and the existing bicycle issues in Chapter 3, cyclists face the following unique challenges:

Increasing traffic volumes along all streets will decrease the comfort of the cycling experience. A general rule of thumb suggests that facilities remain designated as shared when motorist volumes remain below 3,000 vehicles per day. As volumes increase, bicycle facilities may require delineation, which will impact lane width and motor vehicle capacity. Some roadways expected to exceed the 3,000 vehicles per day threshold include the highways (i.e., US 20, OR 126, and OR 242), Hood Avenue, Barclay Drive, and Locust Street (Camp Polk Road).

Discontinuous paved facilities (network gaps) can unexpectedly force cyclists back into the path of motor vehicle traffic, which increases the number of bicycle/motor vehicle conflicts and potential for collisions. This may happen currently, but the frequency would increase due to the greater volumes of bicycles and motor vehicles.

Future Motor Vehicle Needs Future motor vehicle needs estimated through the year 2040 are presented in this section. These needs assume the construction of currently planned roadway improvements and are based on land use and population growth projections. The growth assumptions were translated into PM peak hour trips and routed through the City of Sisters transportation network based on a more simplified linear growth application suitable for smaller cities. These growth rates were based on measured historical growth as well as future population and employment projections for the region. The following sections summarize the planned roadway improvements, existing and forecasted land uses, projected 2040 traffic volumes, and estimated future traffic operating conditions.

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Planned Roadway Improvements Travel forecasts prepared for the TSP update include rerouted trips using the Alternate Route. These projections assume an additional 200 eastbound and 100 westbound vehicles will use this route in the future given the projected highway delay and current time savings provided. The ability to support eastbound use of the Alternate Route will be dependent on completion of improvements at the US 20/Locust Street intersection, which remain a priority project within the City but not yet fully funded. Existing and Forecast Land Uses Land use is a key factor affecting demands placed on a City’s transportation system. The location, density, type, and mixture of land uses have a direct impact on traffic levels and patterns. Existing land uses within the City of Sisters were obtained from tax assessors data, census data, and zoning data and compared with existing aerial photography. In addition, land use inventories were compared and controlled to the data published by the City’s Comprehensive Plan 10. The land uses were grouped into four main categories: households, retail employment, service employment, and other employment. Projected land uses within the Sisters Urban Growth Boundary (UGB) were estimated for the future horizon year by extrapolating growth trends identified in the City’s Comprehensive Plan. The land use growth was allocated to vacant lands in the City’s urban and urban reserve areas. 11 Table 4-1 summarizes the prior existing and future population and employment projections within the Sisters UGB. The existing land use corresponds to a population of approximately 1,800 residents, and the future land use originally corresponded with a year 2030 population projection of approximately 4,700 residents, which has since been revisited with more current information suggesting that a population of approximately 4,750 persons will not be reached until 2040. Table 4-1: Land Use Projection within Sisters Urban Growth Boundary Existing 2007 Land Use

Projected Growth from 2007 to 2030

Projected 2030 Land Use

920

1,215 (+132%)

2,135

Retail Employees Service Employees Other Employees

695 375 755

550 (+79%) 230 (+61%) 530 (+70%)

1,244 605 1,285

Total Employees

1,824

1,310 (+72%)

3,134

Land Use Households Total Households Employees

10 Sisters Urban Area Comprehensive Plan; Sisters, Oregon; Deschutes County; July 2005. 11 Because vacant lands exist mostly on the northern and western edges of the Sisters UGB, the majority of growth is estimated to occur in the corresponding TAZs (i.e. TAZs 12 and 16).

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Projected 2040 Traffic Volumes The 2010 Transportation System Plan (which was prepared in 2006/2007) assessed traffic conditions through the horizon year of 2030 based on the growth projections shown in Table 4-1. This was based on pre-recession conditions when the City was anticipating very aggressive continued population and employment growth. At the time, they were expecting the number of total households to grow 132% and total employment to grow 72% between 2007 to 2030. A review of the more recent coordinated population forecasts prepared in 2015 by the Portland State University (PSU) Population Forecast Program indicates that the projected level of growth is unlikely to occur until closer to the year 2040. Figure 4-1 depicts the comparison between the linear assumed growth and more recent PSU population forecasts. 5,000

4749

4700

4,500 4,000 3,500 3,000 2,500 2,000 1,500

1800

1,000 500 0 2005

2010

2015

2020

2025

2018 PSU

2007 TSP

2030

2035

2040

Figure 4-1. Population Forecast Comparison for the City of Sisters

As shown in the figure, the prior TSP projections are planning for growth of 2,900 persons over the 2007 to 2030 timeframe, which is approximately 800 more persons than is currently projected, and a level that is not likely to be reached until 2040. The revised PSU Coordinated Population projections show the growth rate in Deschutes County remaining positive but at a reduced rate between 2020 and 2030, whereas these prior growth rates assumed increasingly high growth rates. The City of Sister’s 2019 Housing Needs Analysis shows a future City population in 2039 of 4,749 persons, which is nearly identical to the 4,700 persons projected in 2030 within the 2010 Transportation System Plan, but indicative of a lower overall growth rate than previously projected.

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In addition to the population trends, ODOT Automatic Traffic Recorder data from permanent traffic counting stations was also reviewed and compared to the prior TSP projections. Figure 42 illustrates the original Average Daily Traffic projections for each of the major highways outside of the City of Sisters as shown in the 2010 Transportation System Plan. Alongside these projections are 2019 validation points obtained from ODOT’s TransGIS website. Similar to the population projections, these actual Average Annual Daily Traffic values further demonstrate that the projections were substantially higher than the growth that transpired over the past decade.

Figure 4-2: Average Daily Traffic (ADT) Growth Trends In and Near Sisters (Red values show updated 2019 validation points)

An illustration of traffic volume trends along US 20 between Sisters and Bend is provided in Figure 4-3 to highlight the cyclical average annual changes in highway traffic volumes; the averaged 2020 volumes illustrated in the figure do not show the more extreme volume changes that occurred in 2020 with the COVID shutdowns, with a nearly 60% travel decline in midMarch followed by a rapid recovery to nearly pre-COVID travel conditions by the early summer months.

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Figure 4-3. Annual traffic volume trends between 2003 and 2020.

Figure 4-3 also shows that long-term growth in Sisters results in an average annual growth rate of approximately 1.4 percent between 2003 and 2019. This growth rate excludes the 2020 data due to the uncertainty of the long-term impacts of COVID conditions on travel patterns, particularly as traffic volumes have largely rebounded throughout Central Oregon. In looking forward through the planning horizon, the City of Sisters population forecasts show sustained 20-year growth averaging 2.6% annually. Review of historical population and travel changes over the past 15 years show a travel increase of 1.4 percent annually, and during this same time period (2003 to 2018) the population of Sisters increased at an annual average rate of 5.9% from 1,155 persons in 2003 to 2,733 persons in 2018. This shows that travel volumes have not scaled linearly with population changes, likely better tracking with the change in the number of households, which is estimated at 1.7% annually through the 2040 horizon period. This value better matches longer-term historical trends and so was applied to the adjusted 2020 traffic volumes to develop the revised year 2040 travel forecasts shown in Figure 4-4. One of the challenges within the City of Sisters is the high seasonal fluctuations in travel associated with tourism; while local trips may remain fairly constant for a given number of households, regional trips on the highways can vary depending on the season, regional events, and weather patterns. As US 20 serves as the gateway into Central Oregon for the western and southern portion of the Portland-Metro area, as well as the mid-Willamette Valley area, travel conditions can easily exceed typical projections on a given day. With emerging technologies and unknown changes in transportation costs, the travel estimates provided within this TSP update identify a projection to future conditions that are intended to guide the next decade of investment. These forecasts should be validated (or recalibrated) as additional information becomes known.

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Figure 4-4: Forecast Year 2040 30th Highest Hourly Traffic Volumes Sisters Transportation System Plan Future Conditions and Needs | Future Motor Vehicle Needs

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Traffic Operating Conditions Traffic operations were analyzed for 30th Highest Hourly Volume (30th HV) conditions for the future 2040 horizon year. The analysis includes intersection performance of Sisters TSP study intersections and corridor performance of Highway 20 (US 20/OR 126). In addition, intersection operations were analyzed for the 2040 weekday PM peak hour conditions in order to estimate daily performance levels throughout the City and determine which intersections should be fixed first (since they have operational issues year-round rather than just during peak days). 30th HV Intersection Operating Conditions Projected 2040 traffic operations were analyzed at the study intersections based on the Highway Capacity Manual 6th Edition methodology 12 for unsignalized intersections. Table 4-2 summarizes the future 2040 30th HV operating conditions at the study intersections. 13

12 Highway Capacity Manual, 6th Edition Transportation Research Board, Washington DC, 2016. 13 See Appendix S for updated analysis of the eight intersections evaluated as part of the 2018 refinement plan.

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Table 4-2: Year 2040 Study Intersection 30th HV Operating Conditions Intersection Performance Delay LOS V/C

Jurisdiction

Mobility Standard

1: OR 242/W McKinney Butte Rd

ODOT

9.2

A/A

0.04

2: N Trinity Way/W McKinney Butte Rd

City of Sisters

10.0

A/B

0.03

3: N Brooks Camp Rd/W McKinney Butte Rd

City of Sisters

8.5

n/a

ODOT

37.1

B/E

0.69

5: US 20/W McKinney Butte Rd – W Barclay Dr

ODOT

>100

F/F

>1.0

6: US 20/W Hood Ave

ODOT

58.2

C/F

0.37

7: W Hood Ave/OR 242 – W Cascade Ave

ODOT

9.9

n/a

8: N Pine St/W Cascade Ave (US 20)

ODOT

>100

B/F

>1.0

9: N Elm St/S Cascade Ave (US 20)

ODOT

61.8

B/F

0.66

10: US 20/E Hood Ave

ODOT

73.3

B/F

0.93

11: S Locust St/US 20

ODOT

>100

B/F

>1.00

12: US 20/E Jefferson Ave

ODOT

65.7

B/F

0.69

13: US 20/OR 126

ODOT

26.4

B/D

0.09

14: N Pine St/W Barclay Dr

City of Sisters

30.2

A/D

0.51

15: E Sun Ranch Dr/W Barclay Dr

City of Sisters

16.3

B/C

0.12

16: Camp Polk Rd/E Barclay Dr

City of Sisters

>100

A/F

>1.0

17: S Pine St/W Hood Ave

City of Sisters

22.3

A/C

0.08

18: N Larch St/E Main Ave

City of Sisters

12.3

A/B

0.24

19: S Spruce St/E Washington Ave

City of Sisters

9.5

A/A

0.03

20: S Spruce St/E Jefferson Avee

City of Sisters

9.8

A/A

0.03

Intersection

4: US 20/W Rail Way

Delay = Average Stopped Delay per Vehicle (seconds) for worst approach LOS = Level of Service (Major Street/Minor Street)

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Under 2040 projected future 30th HV operating conditions, five study intersections do not meet jurisdictional operations standards, all but one of which is located on Highway 20 (US 20/OR 126):

Santiam Highway (US 20/OR 126) and Barclay Drive–McKinney Butte Road: this recently constructed single-lane roundabout shows failing movements on the eastbound and southbound approaches, with high delays also experienced on the westbound approach).

Cascade Avenue (US 20/OR 126) and Pine Street: the intersection was improved with new left-turn lanes but continues to show high delays for the minor-street approaches.

Cascade Avenue (US 20/OR 126) and E Hood Avenue: The eastern terminus of the E Hood Avenue retail corridor shows high delays and long queues in 2040 due to traffic reentering the highway.

McKenzie Highway (US 20/OR 126) and Locust Street: This unsignalized intersection cannot support future demands with its current two-way stop-controlled configuration under existing or future forecast conditions.

Barclay Drive and Locust Street (Camp Polk Road): The increasingly heavy eastbound travel demands result in failing approach conditions, particularly with additional demands associated with the Alternate Route.

The future travel projections show that with continued growth along the US 20 corridor there will be fewer available gaps and increasing delays for all minor street approaches within the City of Sisters. Similar delays occur at many of the minor approaches to US 20 not identified within this list. 30th HV Corridor Performance The performance of Highway 20 (US 20/OR 126) as a corridor is another significant issue being faced by the City of Sisters. Based on the 2001 Sisters TSP, highway capacity in downtown Sisters drops from 1,800 vphpl (vehicles per hour per lane) to 850 vphpl due to reduced speeds (20 mph speed limit), on-street parking, and frequent pedestrian crossings. 14 Because existing 30th HV traffic demand (approximately 700 to 850 vphpl) is nearly equal to the 850 vphpl capacity level and projected demand is estimated to increase (to approximately 1,400 vphpl near Locust), queuing and delays are expected to worsen, particularly where the Alternate Route rejoins the highway on the east side of Sisters (where capacity is higher than 850 vphpl). To exacerbate the problem, the intersection analysis shows that minor street approach traffic at highway intersections are expected to experience high levels of delay even without considering 14 City of Sisters Transportation System Plan (TSP), David Evans and Associates, June 2001.

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the additional negative effect of queuing spillbacks from adjacent intersections. This analysis does not account for “courtesy gaps” that are common throughout the City of Sisters, and it also does not account for many motorists making right-turns followed by left-turns to cross the highway. Consistent with field observations, the model projects that even with implementation of the Alternate Route some through traffic will divert from Cascade Avenue to the parallel route of Hood Avenue. This trend also appears to occur along the northern routes that parallel the highway (such as Main Avenue), which tends to result in higher through traffic volumes and speeds as motorists attempt to avoid highway delays. This operational analysis provides an assessment of 30th highest annual conditions, which generally correlates to peak fifteen-minute summer conditions during the commute hour. With the sharp seasonal characteristics in Sisters there are many time periods that operate better than those reported. In addition, the forecasts are based on peak summer conditions, and do not capture the temporary delays and congestion associated with area schools. Future Motor Vehicle Issues Based on future traffic volume projections, the following future issues arise and are in addition to the existing motor vehicle issues discussed in Chapter 3:

30th HV operational issues (i.e. queuing and delay) would increase significantly along Highway 20 (US 20/OR 126).

Even with the Alternate Route, typical (non-peak) conditions on the highway in the forecast period would commonly mimic the current peak summertime conditions.

The single-lane roundabouts planned for the Alternate Route connections back to US 20 will operate beyond their carrying capacity during peak periods.

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Chapter 5. Pedestrian Plan

Introduction The recommended pedestrian network includes a diverse set of walking facilities connecting key destinations throughout Sisters. System improvements include filling pedestrian facility gaps, upgrading intersections for safer pedestrian crossings, expanding the shared-use path network, and other infrastructure projects to encourage walking. Suggested improvements include low-cost measures yielding immediate results, such as signing and filling small sidewalk gaps in the existing system and notify adjacent property owners who are responsible for maintenance and repairs per Municipal Code 12.25.020 and 12.25.030 that sidewalk repair is needed. Other suggested improvements, such as expanding the local trail system and improving pedestrian crossings, represent longer-term strategies for transforming Sisters into a truly pedestrian-friendly community. The 2018 refinement included textual and project list updates to reflect completed projects.

Facilities Sisters currently benefits from a relatively complete network of sidewalks and pedestrian pathways in the downtown core and throughout several neighborhoods. Sisters has several existing paths, and there are plans to build additional facilities as well as enhance existing connections. Many intersections have curb extensions that improve visibility, reduce vehicular speeds and reduce the intersection crossing distance for pedestrians. For a comprehensive discussion, see the Existing Conditions Report for Bicycles and Pedestrians contained in Appendix H.

Strategies This TSP proposes the following strategies to help Sisters become a truly walkable community. Strategies requiring additional explanation are addressed after this list. Several strategies include both bicycle and pedestrian elements. In each case where this occurs, the pedestrian-related elements of the project will be discussed here and bicycle-related elements will be discussed in the Bicycle Plan Chapter (Chapter 6). Cost estimates for integrated programs are found in the project tables at the end of the Bicycle Plan Chapter (Chapter 6).

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Walkable Community Strategies for Sisters Develop a Sidewalk Infill Program.

Continue to support policies that promote walking. Specific recommendations include:

Update and clarify pedestrian facility construction standards and incorporate them into the City's Public Works Standards and Development Code.

Retrofit existing pedestrian facilities to current standards to promote safety, connectivity, and consistency, as adjacent development occurs, as funds become available, or as roads are replaced or reconstructed.

Require that all walkways be constructed in a manner that addresses environmental conditions, such as natural, cultural, and historical features.

Require pedestrian connections within and between adjacent developments to provide convenience and safety for pedestrians.

Develop and fund a Spot Improvement Program to respond quickly to location-specific pedestrian infrastructure improvement needs. This program integrates with spot improvement programs for bicycle infrastructure needs (discussed in Chapter 6).

Develop an Americans with Disabilities Act (ADA) Transition Plan to identify strategies and priorities for upgrading the City’s current transportation infrastructure to accommodate persons with disabilities.

Establish a routine maintenance schedule for pedestrian facilities (e.g., repairing damaged sidewalks). This program integrates with suggested routine maintenance for bicycle facilities, discussed in Chapter 6.

Continue implementation of the recommendations made by the Safe Routes to School Plan included with this TSP as Appendix J. Coordinate with the Sisters School District to strengthen Safe Routes to School (SR2S) Programs at the Elementary School, Middle School, and High School and ensure long-term, successful programs at each school. Prioritize facility improvements throughout the city on SR2S travel corridors.

Work with the Sisters School District to develop and integrate long-range plans for area schools that assess new and expanded school needs within 5, 10, and 20 (or more) years.

Develop education programs to increase the awareness of pedestrian needs and rights. See Appendix L for specific program recommendations.

Develop encouragement programs to promote walking as a convenient, healthy, safe, and viable transportation mode. See Appendix L for specific program recommendations.

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Develop enforcement programs to ensure that pedestrians, bicyclists, and motorists obey traffic laws. See Appendix L for specific program recommendations.

Identify and apply for available state and federal grant funding for system improvements identified in this Pedestrian Master Plan. Specific funding opportunities are discussed in the chapter on finance.

Continue to seek funding for Washington Avenue multi-modal corridor improvements through grants or other funding mechanisms.

Create safe, comfortable, and convenient facilities parallel to Highway 20 for pedestrians and bicyclists of all ages and abilities.

Policies to Promote Walking Those strategies listed above that require additional explanation are addressed in the following sections. Pedestrian Design Standards Sisters currently has guidance for pedestrian facility design standards in Title 12 of the Municipal Code, Chapter 3 of the Development Code, and the Public Works Design Standards. A 1999 city ordinance requires provision of adequate pedestrian facilities along all newly built and reconstructed roadways. Further, this ordinance specifies that sidewalks are required within areas zoned as High or Standard Density Residential and General Commercial. This TSP recommends that the City adopt a standard minimum of 6-foot wide pedestrian facilities in Commercial and Residential Zones and that this standard is referenced in the Municipal Code, the Development Code and the Public Works Design Standards. The pedestrian facility type should be determined based on curb type, zoning, street designation, and available right-of-way. This 6-foot minimum width is consistent with standards recommended by the Oregon Bicycle and Pedestrian Plan. Wider facilities should be encouraged by the code in areas with higher pedestrian traffic. Sidewalk Infill Program It is a major objective of this TSP to increase the number and quality of sidewalks to increase walking for transportation and recreation and to overcome system gaps in the sidewalk network that inhibit walking. The very qualities that make Sisters unique and livable are directly linked to its pedestrian-friendliness. The City also recognizes the health, safety, economic, and environmental benefits of improving pedestrian facilities and increasing the level of walking. Sisters should develop a Sidewalk Infill Program that periodically inventories the street/walkway network to identify sidewalk gaps and obstructions. In addition, the City should further develop strategies, project prioritization criteria, and funding mechanisms for completing these gaps. Potential project prioritization criteria include: Sisters Transportation System Plan Pedestrian Plan | Strategies

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Filling gaps and removing obstructions along key pedestrian routes identified in this TSP

Focusing on areas near major pedestrian trip generators like schools, downtown, parks, and civic facilities

Meeting pedestrian needs along streets with high vehicle volumes or speeds

Spot Improvement Program A Spot Improvement Program provides a set amount of money each year to implement low-cost, one-time fixes to the pedestrian system. Having the ability to respond quickly to the requests of pedestrians will enhance Sisters’ standing as a pedestrian-friendly community. A Spot Improvement Program should be funded by grants and general funds, with all funds dedicated to smaller spot improvements identified by City staff and residents. Improvements might include:

Striping and signing of a particular path to increase safety and path user compliance

Sidewalk infill to connect essential pedestrian routes, especially in school areas

Adding appropriate directional and informational signing along paths and sidewalks

Re-striping of crosswalks where the striping has worn away

Re-striping of on-road pedestrian facilities (roadway shoulders)

ADA improvements in parks

Accommodating People with Disabilities With the advent of the Americans with Disabilities Act in 1990, the nation recognized the need to provide equal access to all residents. Since its inception, ADA has significantly changed design requirements for the construction of public space. Much of the pedestrian environment built prior to the ADA’s inception does not adequately accommodate people with disabilities. The City of Sisters’ approach is to gradually improve facilities through land development project requirements, capital street improvement projects, and capital projects that specifically retrofit outdated public pedestrian facilities. It is important to note that a pedestrian environment strategically built to be accessible for people with disabilities is also more accessible for all. Curb ramps, for instance, can accommodate strollers, shopping carts, and delivery handcarts. Accessible intersection crossings can increase safety for people regardless of ability. In recognition of this, the City’s philosophical approach is to create pedestrian environments that are attractive, functional, and accessible to all people. Developing an ADA Transition Plan As a part of ADA implementation, the Justice Department requires that all municipal jurisdictions have an ADA Transition Plan, intended to spell out the City’s intention to retrofit Sisters Transportation System Plan Pedestrian Plan | Strategies

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the built environment to an accessible state. While the TSP’s Pedestrian Element is purposely written to accommodate people with disabilities, a separate document with greater specificity is required. The ADA Transition Plan should use all relevant strategies of the TSP as well as other current practices that have merit. To adequately plan the pedestrian environment for people with disabilities, the ADA Transition Plan must take into account each of the disabilities and the limitations they present. It is also important to be aware of how planning for people with one disability affects people with another disability. For example, gradual ramps and smooth transitions to the street help people in wheelchairs, but present challenges for the visually-impaired if they cannot easily identify the end of the sidewalk and beginning of the street. The Plan should also consider the needs of children and older adults. Walkway Maintenance Maintaining pedestrian facilities is just as important as building the system. The City should periodically inventory the existing walkway network to identify needed improvements (e.g., cracked or heaving pavement, intersections lacking curb ramps, etc.) and dedicate resources on an ongoing basis to address these problem areas or notify the responsible party about necessary maintenance (Sisters Municipal Code 12.25.020 and 12.25.030). The design guidelines contained in Appendix K provide a suggested list of maintenance activities and their frequency. A discussion of shared-use path maintenance can be found in the ‘Bikeway Maintenance’ section of Chapter 6.

Needs As summarized in the Bicycle and Pedestrian Future Needs memo in Appendix H, future growth in Sisters may lead to increasing conflicts between motor vehicles, cyclists, and pedestrians. These conflicts include turning movements, crossing difficulties due to a reduced number of traffic gaps, and competition for space within the right of way. Future expansion of the multimodal transportation network in Sisters may address and mitigate these future conflicts. Additional needs include updated pedestrian design standards, retrofitting of existing facilities to meet ADA requirements, and expansion of the shared-use path network.

Pedestrian Master Plan and Action Plan In order to become a place where ‘people can get by without their car’ the City is developing a plan to make Sisters a place where walking is a safe, attractive, and viable form of transportation that works seamlessly with other travel modes. The proposed infrastructure improvements and supporting programs will help Sisters reach its goal of safe and effective multi-modal transportation.

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Recommended Pedestrian Improvements The recommended pedestrian network builds upon Sisters’ existing system of sidewalks, shareduse paths, and other pedestrian infrastructure. Depicted on the Proposed Pedestrian System Map shown in Figure 5-1, the recommended projects are intended to enhance pedestrian safety and convenience while making walking an attractive and viable travel mode. Recommendations include filling gaps in the sidewalk system, developing an interconnected shared-use path network, and targeting specific intersections for pedestrian crossing enhancements. The recommended network was developed based on extensive input from previous planning efforts, as well as input from the Project Advisory Committee (PAC), city leaders, and Sisters residents. The sections below discuss specific pedestrian facilities in greater detail, while Table 5-1 at the end of this section present the project list. Though this TSP recommends construction of pedestrian facilities on all streets within Sisters, only projects along Collectors, Arterials, and the proposed multi modal transportation corridors are called out as individual projects in this document. Sidewalks Sisters benefits from a relatively complete sidewalk system in several areas, including the downtown core, immediate surrounding neighborhoods, and on recently-constructed and reconstructed streets such as portions of Cascade Avenue east of Sisters Elementary School. Sisters uses several types of sidewalks, including a curbed version in the downtown area, a rolled curb version with a meandering concrete, paver, or asphalt path in newer residential areas, and uncurbed asphalt pedestrian paths found throughout the city. The meandering sidewalk/pathway style allows flexibility to maneuver around significant natural features (e.g., Ponderosa Forest), and helps to create a less-urban feel while maintaining a smooth, paved travel surface. A major challenge in Sisters is filling sidewalk gaps in areas where facilities are fragmented or lacking altogether, and in areas where significant redevelopment is not expected to occur in the foreseeable future. Completing some sidewalk links can be challenging, especially in older residential areas where private property development has encroached into the public right-ofway. In addition, some residents may not want any paved facilities that change the rural character of their neighborhoods, or facilities that may impact mature landscaping encroachments and trees. Regardless, the public right-of way that is generally located on either side of the paved driving and parking area is intended for walking, whether or not a sidewalk currently exists. The City is taking an active role in completing sidewalk infill projects, as demonstrated by recent sidewalk improvements in the downtown core and surrounding areas. This TSP strongly recommends that the City continue its efforts to expand the sidewalk system through new street construction and reconstruction and independent sidewalk infill projects.

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Intersection Improvements Pedestrian crossings at intersections were identified as a major challenge in Sisters’ existing walking environment. This TSP proposes an overall strategy to improve intersections and other pedestrian crossings citywide through a variety of treatments. Most intersections that could benefit from improvements are located along:

Highly-traveled pedestrian corridors

Streets with wide cross-sections (e.g., with wide travel lanes)

Streets with higher vehicle speeds and volumes

Streets with other conditions complicating pedestrian crossing movements

Examples include intersections along Highway 20 at Locust Street, Pine Street at Cascade Avenue, along Highway 20 on the west side of town, and Barclay Drive at Pine Street. This TSP also recommends intersection improvements as part of several proposed shared-use corridors to facilitate easy and safe pedestrian crossings where paths cross major streets. Additional guidance is provided in the design guidelines in Appendix K. Shared-Use Paths Shared-use paths within Sisters accommodate users of all types, ages, and ability levels. These paths form an important part of both the bicycle and pedestrian network and will connect to existing and proposed trails outside the city. See the Bicycle Chapter (Chapter 6) for a discussion of these facilities.

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Figure 5-1: Pedestrian System Improvements Sisters Transportation System Plan Pedestrian Plan | Pedestrian Master Plan and Action Plan

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Project Prioritization and Action Plan Several evaluation criteria were developed to identify and prioritize projects for improving Sisters’ walking environment. Specifically, the criteria were applied in two ways:

To lay out the best possible future pedestrian network by identifying the features of a network most important to Sisters residents. Criteria identified by the PAC include:

Safe crossings

Improving connectivity between destinations

Filling system gaps

To rank projects against each other as an indication of their relative importance.

Using the above criteria, the consultant team first ranked each project based on information obtained from site visits, field work, and input from City officials and the public. Then the consultant team grouped the projects into high, medium, and low priorities. The high, medium, and low priorities may change according to available funds, changing priorities, new roadway projects, new development and redevelopment opportunities, or other factors. It should be noted that the purpose of this exercise is to understand the relative priority of the projects so that the City may apportion available funding to the highest-priority projects. Medium and low priority projects are also important and may be implemented at any point as part of a development or public works project. The ranked list should be considered a “living document” and should be frequently reviewed to ensure it reflects current Sisters priorities. The list of proposed pedestrian projects (and their relative priority) is located at the end of this chapter (see Table 5-1). The Master Plan refers to the list of projects the City would like to construct if there were no financial constraints. However, until implementation measures are taken (such as an update to the City’s Capital Improvement Plan and implementation of necessary funding mechanisms), the Master Plan projects are not considered “reasonably likely to be funded” for Transportation Planning Rule (TPR) OAR 060 purposes. Selected Sisters Pedestrian Projects This TSP is intended to examine transportation conditions and facilities throughout the City of Sisters and recommend general improvements. However, the following section discusses several projects in greater detail due to high priority, special design treatments, or project complexity. Cascade Avenue The selection of Barclay/Locust as an alternative highway route affords the City of Sisters an excellent opportunity to enhance the Cascade Avenue streetscape and improve bicycle (and pedestrian) crossing conditions. The majority of the following improvements for Cascade Avenue have been completed in recent years, including: sidewalk widening (from five feet to Sisters Transportation System Plan Pedestrian Plan | Project Prioritization and Action Plan

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eight feet), narrowing of parking lanes (from ten feet to eight feet), and adding extended curb extensions (removing one on-street parking space each) at intersections without left turn pockets (or at desired mid-block locations) to further reduce the pedestrian/bicycle crossing distance, and narrowing the curb-to-curb width from 50 feet to 44 feet, and 32 feet at curb extensions. 15 The City has obtained a design exception for Highway 20 to implement the proposed cross section. The design exception addresses the following:

Limited right-of-way, freight, and capacity issues

The need to retain on-street parking, as required by ODOT

And trade-offs between bike lanes and wider sidewalks

Though bicycle and pedestrian facilities are recognized by the Oregon Highway Plan (1999) as important design treatments, it is not possible to accommodate all uses within the existing corridor while meeting freight and mobility needs. Travel lane narrowing, curb extension installation, and sidewalk widening will improve the pedestrian realm and crossing conditions. Though these improvements favor pedestrians on Cascade Avenue, cyclists are accommodated one block to the north and south on Hood Avenue and Main Avenue. Additionally, they can use lower traffic shared streets (Adams Street or Washington Avenue) running parallel to Cascade Avenue two blocks to the north or south. Alternative travel corridors are especially important as they provide choices for bicycles and pedestrians of all ages and abilities to travel in conditions that feel safer and comfortable. Crossing Improvements at East Locust Street and Cascade Avenue The crossing of Locust Street at Cascade Avenue is a busy pedestrian intersection, especially at the beginning and end of the school day. City plans to replace this intersection with a roundabout as part of the Alternate Route will effectively provide a median refuge within the roundabout splitter island, improving pedestrian visibility and yield compliance from motorists. Multi-Modal Transportation Corridors The Pedestrian System Map depicts existing and future multi-modal corridors in Sisters. These corridors (two running east-west and two running north-south) form the base of the proposed non-motorized transportation system in Sisters. Each corridor contains recommended projects of varying facility types designed to address identified needs, community desires, and available right-of-way. These corridors will emphasize pedestrian and bicycle travel while accommodating all modes of transportation. The design guidelines in Appendix K contain a description of facility types and treatments. These corridors include:

15 These represent minimum sidewalk widths for the proposed cross section. Sisters may choose to seek ODOT approval to further decrease these widths. For more information, see the Motor Vehicle chapter.

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Pine Street from Lundgren Mill Drive to Main Avenue: Improvements include a shareduse path along the western shoulder of Pine Street and intersection improvements.

Larch Street from Washington Avenue to Barclay Drive: Improvements include sidewalk infill and intersection improvements.

Northern cross-town connector. This route utilizes several streets including Highway 20, a shared-use path running between Highway 20 and Adams/Main Street, and Main Street itself to form a west/east running multi-modal transportation corridor on the north side of Cascade Avenue. Improvements include shared street treatments, shared use path treatments, intersection improvements, and sidewalk infill. Main Street is the identified east/west connector for bicycles and includes striped bicycle lanes as well as complete sidewalks. Adams Avenue is identified as a future pedestrian northern cross-town connector.

Southern cross-town connector. This route utilizes several streets including Highway 242, Hood Avenue, Washington Avenue, Cedar Street, and Highway 20 to form a west/east running multi-modal transportation corridor on the south side of Cascade Avenue. Improvements include crossing treatments, sidewalk infill, shared street treatments, and wide sidewalks.

In June 2008, the City applied for a grant from the ODOT Pedestrian-Bicycle Improvement Grant Program for several improvements including sidewalks, bike lane striping, streetscape infrastructure, shared street treatments, and crossing improvements for several of the streets comprising the Southern cross-town connector. Improvements are proposed for:

Pine Street between Washington Avenue and Highway 20

Cedar Street between Washington Avenue and Highway 20

Locust Street between Washington Avenue and Highway 20

Washington Avenue between Pine Street and Locust Street

The proposed improvements included wide sidewalks and a 'woonerf'-style shared space cross section. Figure 5-2 shows the project extent of proposed improvements to be funded by the grant, and Figure 5-3 illustrates the proposed cross section for Washington Street. It should be noted that the proposed cross section for Washington Street does not meet the standard for the proposed neighborhood route cross section in Figure 7-4 due to an effort to balance project costs with existing corridor conditions (e.g., paved width), which will require a design exception from the City Engineer. Though these improvements are not located on the Highway, they do provide options for cyclists and pedestrians of all ages and abilities to travel in safety and comfort along parallel routes.

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Prior to implementing improvements to Washington Avenue, the City should perform a parking and access analysis of the corridor to evaluate how the proposed cross-section would serve existing and anticipated uses along the street.

Figure 5-2: Proposed Pedestrian-Bicycle Improvement Grant Project Extent

Figure 5-3: Proposed Washington Avenue Cross Section

Project Costs This section summarizes planning-level cost estimates associated with the recommended pedestrian improvement projects. The estimates were based on similar Pedestrian Improvement Plans as well as experience in other communities. Unit cost estimates for individual pedestrian treatments (e.g., sidewalk cost per linear foot) are summarized in Appendix P, while Table 5-1 summarizes the overall cost for each project and Sisters Transportation System Plan Pedestrian Plan | Project Costs

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relative priority. Table 5-2 shows recently completed projects that were part of the 2010 TSP. The cost estimates for all projects include contingency and construction management costs. A breakdown of the unit cost estimate assumptions used for the projects is given in Appendix M. Table 5-1: Pedestrian Master Plan Projects Location

Description

Priority

Cost ($1,000’s)

High Priority Capital Improvements Intersection of Hwy 20 and Locust St

Install high visibility crosswalks, pedestrian warning signs, and signalized crossing. Integrate with traffic signal or roundabout, if present. Address with Eastside Refinement.

High

South leg of Locust St/E. Cascade Ave Intersection

Install a high visibility crosswalk and pedestrian warning signs. Also, install a pedestrian refuge island in conjunction with the installation of a southbound left-turn lane. This crossing will take the place of the mid-block crossing to the south. Address with Eastside Refinement.

High

Intersection of Barclay Dr and Pine St

Install high visibility crosswalks and pedestrian warning signs. Should occur in conjunction with alternate route development.

High

Intersection of Locust St and Barclay Dr

Install high visibility N/S crosswalk and pedestrian warning signs. Should occur in conjunction with alternate route development.

High

Intersection of Hwy 20 and Hwy 126

Install high visibility crosswalks and pedestrian warning signs. Address with Eastside Refinement.

High

Washington Ave from Pine St to Locust St

Construct new sidewalks and/or fill in existing sidewalk gaps in conjunction with development of Bicycle Blvd (Partially Complete) Conduct parking and access analysis as part of project implementation.

High

300

Adams Ave Streetscape Improvements

Develop and install a comprehensive streetscape design including sidewalks for the Adams Ave corridor from Pine St. to Cedar St

High

925

Hood Ave from Hwy 20 to Cedar St

Construct new sidewalks and/or fill in existing sidewalk gaps (Partially Complete)

High

Pine St from Barclay Dr to Main Ave

Construct new multi-use path along west side in conjunction with redevelopment. Crossing improvements should focus on east/west movements.

High

250

McKinney Butte Rd from Sisters High School to N Freemont St

Fill in existing multi-use path gaps at time of development.

High

Downtown Commercial and Multi-Family Core – Sidewalk Infill

Fill in existing sidewalk gaps within the Downtown Commercial/Multi-Family core (Adams Ave to Washington Ave, Pine St to Locust St)

High

840

Citywide Spot Improvement Program

Fund an annual Spot Improvement Program to address ongoing pedestrian system needs

High

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Location

Description

Priority

Cost ($1,000’s)

Medium

100

Medium

360

Medium Priority Capital Improvements Locust St from E Cascade Ave to Barclay Dr Barclay Dr from Hwy 20 to Camp Polk Rd

Construct new multi-use path (west side) to occur with development. Construct new sidewalks/multi-use paths and/or fill in existing sidewalk gaps. Perform in conjunction with alternate route.

Elm St from Jefferson Ave to southern city limits

Construct new multi-use path (eastside)

Medium

Citywide ADA Transition Plan

Develop an ADA Transition Plan identifying specific projects and strategies for bringing existing sidewalks and other pedestrian facilities into compliance with ADA standards.

Medium

Brooks Camp Rd from Hwy 242 to Rail Way

Construct new sidewalks (west side) and construct multi-use path (east side) at time of development.

Medium

160

Mid-block crossing of Hwy at Buckaroo Trail

Install high visibility crosswalks and pedestrian warning signs. Should be constructed in conjunction with multi-use paths. May require additional feasibility study based on current traffic levels. Address with Eastside Refinement.

Low

Intersection improvements at Hwy 20 and Jefferson Ave

Low

Intersection improvements at Camp Polk Rd and Sun Ranch Dr

Install high visibility crosswalks and pedestrian warning signs

Low

Dev.

Low

Dev

Low

Dev

Complete multi-use path (eastside)

Low

Construct new multi-use path (including new midblock connection) in conjunction with development.

Low

Dev

Low

125

Low

250

Low Priority Capital Improvements

Rail Way from Trinity Way to Hwy 20 Sun Ranch Dr from Barclay Dr to Camp Polk Rd Camp Polk Rd from Barclay Dr to Sun Ranch Dr Creekside Dr from Creekside Ct to Hwy 126 Black Butte Ave from Tamarack St to Larch St Locust St from Southern city limits to Hwy 20 Citywide Sidewalk Infill Program

Construct new sidewalks along north in conjunction with development. Construct new concrete sidewalks and/or fill in existing sidewalk gaps in conjunction with development. Construct new multi-use path (west side) in conjunction with development.

Construct new multi-use path/ fill in gaps (west side). Fund an annual Sidewalk Infill Program to complete sidewalk gaps on existing streets, Overall estimate (includes projects not specifically mentioned in this list)

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Table 5-2: Completed Pedestrian Projects Location

Description

Priority

Completed TSP Pedestrian Projects

Hwy 20 from Pine St to Locust St

Main Ave from Pine St to Locust St

Widen sidewalks and narrow vehicle travel lanes along length of corridor. At intersections, install high visibility crosswalks, pedestrian warning signs, and curb extensions. Install all but the curb extensions at Pine St (due to left-turn lanes). Improvements at Pine Street should focus on east/west crossing enhancements.

High

This project and associated bicycle improvements correlate with the Cascade Ave Streetscape Improvements from the Downtown Sisters Urban Renewal Plan. All costs are accounted for in this pedestrian plan. Construct off-street parking facilities to mitigate removal of on-street parking. Widen sidewalks and narrow vehicle travel lanes along length of corridor. In addition, install high visibility crosswalks and pedestrian warning signs at Pine St and Elm St. This project and associated bicycle improvements correlate with the Main Ave Streetscape Improvements from the Downtown Sisters Urban Renewal Plan. All costs are accounted for in this pedestrian plan.

High

Mid-block crossing of Locust St between E. Cascade Ave and Hwy 20

Install high visibility crosswalk and school crosswalk signs. This crossing should be closed after improvements occur at the E. Cascade Ave/Locust St intersection.

High

Intersection of Hood Ave and Hwy 20

Install high visibility crosswalk and school crosswalk signs. The city should move the designated school crossing to the intersection of Locust St and Hwy 20 upon installation of a traffic signal or roundabout.

High

Install high visibility crosswalks and pedestrian warning signs. Integrate with traffic signal or roundabout, if present.

High

Install high visibility crosswalks, pedestrian warning signs.

High

Install high visibility crosswalks and pedestrian warning signs. Should occur in conjunction with construction of multi-use trail.

High

Install high visibility crosswalks and pedestrian warning signs

High

Install high visibility crosswalks and pedestrian warning signs

High

E. Cascade Ave from Locust St to eastern city limits

Construct new sidewalks and/or fill in existing sidewalk gaps

High

*Intersection of Barclay Dr and Hwy 20a

Install high visibility crosswalks, pedestrian warning signs, and signalized crossing. Integrate with traffic signal, if present.

High

Rope St from Cascade Ave to Timber Pine Dr

Construct new sidewalks and/or fill in existing sidewalk gaps in conjunction with fronting development

Low

Intersection improvements along Pine St at Hood Ave, Adams Ave, and Main Ave Intersection improvements at McKinney Butte Rd and the Tollgate Trail Intersection Improvements at Hwy 242 intersections with McKinney Butte Rd and Hood St Intersection of Elm St and Hood Ave Intersection of Larch St and Hood Ave

Timber Pine Dr from Rope St to eastern terminus (Creekside Ct)

Construct new sidewalks and/or fill in existing sidewalk gaps

Sisters Transportation System Plan Pedestrian Plan | Project Costs

Low

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Chapter 6. Bicycle Plan

Introduction The recommended bicycle network includes a diverse set of bicycling facilities connecting key destinations throughout Sisters. System improvements include filling on-street bikeway gaps, upgrading intersections for safer bicycle crossings, expanding the shared-use path network, and other infrastructure projects to encourage and facilitate bicycling. Suggested improvements include low-cost measures yielding immediate results, such as striping bicycle lanes where sufficient street width already exists. Other suggested improvements, such as expanding the local trail system, represent longer-term strategies for transforming Sisters into a truly bicycle-friendly community. The 2018 refinement included textual and project list updates to reflect completed projects.

Facilities Sisters benefits from a relatively well-connected street grid, which can serve as the basis for creating a community-wide bicycle system. Some bicycle facilities already exist, including striped lanes on Camp Polk Road, Lundgren Mill Drive, Highway 242, portions of Barclay Drive and a shared-use path near Sisters Middle School. Sisters has also made some provisions for endof-trip facilities, including standards for both long- and short-term bicycle parking at new developments. For a comprehensive discussion, see the Existing Conditions Report for Bicycles and Pedestrians contained in Appendix H.

Strategies This TSP proposes the following strategies to help Sisters become a truly bikeable community. Strategies requiring additional explanation are addressed after this list. Several strategies include both bicycle and pedestrian elements. In each case where this occurs, the bicycle-related elements of the project will be discussed here, and pedestrian-related elements will be discussed in the Pedestrian Chapter (Chapter 5). Cost estimates for integrated programs are found in the project table at the end of this chapter. Bikeable Community Strategies for Sisters Continue to support policies that promote bicycling. Specific suggestions include:

Establish bicycle facility construction standards and incorporate them into the City's Public Works Standards and Development Code

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Retrofit existing bicycle facilities to current standards to promote safety, connectivity, and consistency, as adjacent development occurs, as funds become available, or as roads are replaced or reconstructed

Require that all bikeways be constructed in a manner that addresses environmental conditions, such as natural, cultural, and historical features

Require continuous bicycle connections and corridors within and between developments to provide convenience and safety for bicyclists.

Develop and fund a Spot Improvement Program to respond quickly to location-specific bicycle infrastructure improvement needs. This program integrates with spot improvement programs for pedestrian infrastructure needs, discussed in Chapter 5.

Establish a bicycle network signing program to determine sign placement locations and sign content (e.g., locations, distance, and travel time). The City should consider using custom signage to complement Sisters’ Western-themed downtown and existing street signs. See the design guidelines contained in Appendix K for proposed designs for Sisters’ bikeway signs.

Establish a routine maintenance schedule for bicycle facilities (e.g., repairing/restriping damaged bike lanes). This program integrates with suggested routine maintenance for pedestrian facilities, discussed in Chapter 5.

Continue implementation of the recommendations made by the Safe Routes to School (SRTS) Plan included with this TSP as Appendix J. Coordinate with the Sisters School District to establish and strengthen Safe Routes to School (SR2S) Programs at the Elementary School, Middle School, and High School and to ensure long term, successful programs at each school. Prioritize facility improvements throughout the city on SR2S travel corridors. Develop education programs to increase the awareness of bicyclist needs and rights. See Appendix L for specific program recommendations.

Update the SRTS Plan with the relocation of the elementary school, including assessment of near- and long-range forecasts of future school needs to support citywide growth.

Develop encouragement programs to promote bicycling as a convenient, healthy, safe, and viable transportation mode. See Appendix L for specific program recommendations.

Develop enforcement programs to ensure that pedestrians, bicyclists, and motorists obey traffic laws. See Appendix L for specific program recommendations.

Identify and apply for state and federal grant funding opportunities to fund the system improvements identified in the Bicycle Master Plan. Specific funding opportunities are discussed later in the chapter on finance.

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Continue to seek funding for Washington Avenue multi modal corridor improvements through grants or other funding mechanisms.

Create safe, comfortable, and convenient facilities parallel to Highway 20 for pedestrians and bicyclists of all ages and abilities.

Policies to Promote Bicycling Those strategies listed above that require additional explanation are addressed below. Bicycle Facility Construction Standards Bicycle parking facility standards can be found in Title 12 of the Development Code and the Public Works Design Standards. The Development Code discusses bicycle parking requirements for new development; this TSP proposes additional design guidance for bicycle parking. While the Public Works Design Standards mention that streets built along designated bikeways require additional pavement width, they do not explicitly require signing of a bicycle facility or require striping of a bike lane. This TSP proposes adopting a standard bike lane width of 6 feet to reflect ODOT guidelines, clarifying existing guidance for bikeways in City design guidelines. This TSP also proposes bike lanes on all new arterial and collector streets as well as retrofitting bike lanes with major roadway reconstruction on existing arterial and collector streets. New standards identified in this TSP should be codified in the appropriate Development, Municipal Code, and Public Works Design Standards. Spot Improvement Program A Spot Improvement Program provides a set amount of money each year to implement low-cost, one-time fixes to the bicycle system. Having the ability to respond quickly to the requests of bicyclists will enhance Sisters’ standing as a bicycle-friendly community. A Spot Improvement Program could be funded with grants or general funds dedicated to smaller spot improvements identified by City staff and residents. Such improvements might include:

Striping and signing of a particular route to increase safety and path user compliance along a heavily-used path

Adding bicycle parking to locations that currently lack appropriate parking, such as areas along Cascade Avenue at the library and schools

Adding appropriate directional and informational signage along paths and bicycle routes

Re-striping of bicycle lanes where the striping has worn away

Bikeway Maintenance Maintaining and improving bicycle facilities is as important as building the system. The City should regularly inventory the existing bikeway network to identify needed maintenance and dedicate resources on an ongoing basis to address these problem areas. Sisters Transportation System Plan Bicycle Plan | Strategies

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On- and off-street bikeways require regular maintenance and repair. On-street bikeways are typically maintained as part of normal roadway maintenance programs, with particular emphasis on keeping bike lanes and roadway shoulders clear of debris and keeping vegetation overgrowth from blocking visibility or encroaching into the roadway. Shared-use path maintenance activities typically include trash removal, trimming of trees and limbs extending into the pathway, and addressing pavement deterioration. Sisters should regularly evaluate its bicycle facilities and promptly address maintenance needs. The design guidelines contained in Appendix K provide recommendations for maintenance activities and their frequency.

Needs As summarized in the future needs memo in Appendix H, future growth in Sisters may lead to increasing conflicts between motor vehicles, cyclists, and pedestrians. These conflicts include turning movements, crossing difficulties due to a decreasing number of traffic gaps, and competition for space within the right-of-way. Future expansion of the multi-modal transportation network in Sisters may help address and mitigate these future conflicts such as comprehensive bicycle design standards and expansion of the shared-use path network.

Bicycle Master Plan and Action Plan In order to become a place where ‘people can do without their car’ the City is embarking on a plan to make Sisters a place where bicycling is a safe, attractive, and viable form of transportation that works seamlessly with other modes of travel. The proposed physical improvements and supporting programs will help Sisters reach its goal of safe and effective multi-modal transportation. Bicycle Facilities Although Sisters currently lacks a connected comprehensive bikeway network, however, the City has potential to create an excellent system. The recommended bicycle network builds upon the system of bike lanes, shoulder bikeways, and shared-use paths already in place and also takes advantage of many lower-volume bicycle-friendly streets. Depicted on the Proposed Bicycle System Map in Figure 6-1, the recommended projects aim to fill system gaps and develop a more complete network appropriate for bicyclists of all ages and abilities. The proposed system includes an expanded bike lane network on streets where bicyclists would benefit from delineated separation from motorists, while shared-use paths are recommended in wide rights-ofway along several cross-town routes. The recommended network also includes a Bicycle Boulevard and or shared streets, taking advantage of Sisters’ extensive network of lower-volume streets. The recommended network was developed based on input from previous planning efforts as well as input from the Project Advisory Group (PAC), city leaders, and Sisters residents. The sections Sisters Transportation System Plan Bicycle Plan | Needs

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below discuss specific bicycle facilities in greater detail, while the tables at the end of this chapter present the project list. Bike Lanes Several streets in Sisters lack dedicated bike lanes. Safely accommodating bicyclists on major roadways is important for several reasons. First, major streets generally offer the most direct routes between destinations while providing better connectivity compared with lower-order streets. Commuter cyclists and those traveling longer distances often gravitate to these routes. Second, the commercial character of major streets (e.g., employment, shopping, etc.) makes these corridors destinations in and of themselves. To safely accommodate bicyclists on corridors with current or anticipated high vehicular traffic volumes, bike lanes are proposed on several major streets in Sisters. In developing the proposed bike lane network, consideration was given to several factors, including:

Gaps in the existing bike lane system

Previous and on-going planning efforts identifying the need for bike lanes on specific streets

Planned street improvements that will include bike lanes as part of construction

Whether an existing street could be retrofitted to include bike lanes

Planned land development projects with the potential to generate bicycle travel demand on major streets

Implementation of the bike lane projects depicted on the Proposed Bicycle System Map would primarily occur through new street construction, widening of existing streets, or roadway restriping. The following sections describe these approaches in greater detail.

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Figure 6-1: Bicycle System Improvements

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Bike Lanes as Part of New Street Construction Bike lanes should be included as part of new arterial and collector street construction. The Motor Vehicle Chapter 7 identifies several planned new major streets, including Barclay Drive from Pine Street to Camp Polk Road (this route is planned as part of the Alternate Route) The Motor Vehicle Chapter (Chapter 7) does not explicitly list bike lanes as part of these new street projects, however their Collector and/or Arterial status (and associated traffic volumes) indicate the need for dedicated bike lanes. This is consistent with the City’s street design standards, which requires additional pavement width on roadways within designated bike corridors (but does not clarify the need for this additional pavement width). As recommended earlier in this chapter, the Development Code and Public Works Standards should clarify what this additional width is for and also require the installation of design treatments associated with the designated bikeway facility type (e.g., striping and signage for a bike lane). Bike Lanes as Part of Roadway Widening Projects Continued residential and commercial expansion on Sisters’ outskirts could alter the role of existing rural roadways. As these roadways transition to serve predominantly urban traffic, roadway widening may be necessary to address vehicle capacity and safety needs. Even without vehicle capacity expansion, roadway widening may be necessary to provide greater separation between bicyclists and increasing vehicle traffic volumes (e.g., by adding dedicated bike lanes). In Sisters, example corridors include:

Portions of Barclay Drive (also to include mixed-use paths)

McKinney Butte Road

Portions of Camp Polk Road

Bicycle Boulevards/Shared Streets Several areas in Sisters benefit from a generally well-connected system of lower-volume streets that – with the addition of moderate treatments – could become good bicycling routes for riders of all ages and skills. These streets (commonly referred to as “Bicycle Boulevards” or Shared Streets) accommodate bicyclists and motorists in the same travel lanes, usually with no bicycle lane delineation. Traffic controls along a Bicycle Boulevard assign priority to through cyclist movement while encouraging through vehicle traffic to use alternate parallel routes. Traffic calming, on street parking and other treatments along the corridor reduce vehicle speeds so that motorists and bicyclists generally travel at the same speed, creating a safer and more comfortable environment for all users. Boulevards also incorporate treatments to facilitate safe and convenient crossings where bicyclists must traverse major streets. Bicycle Boulevards work best in well-connected street grids, where riders can follow reasonably direct and logical routes with few “twists and turns.” Boulevards also work best when higher-order parallel streets exist to serve through vehicle traffic. Sisters Transportation System Plan Bicycle Plan | Bicycle Master Plan and Action Plan

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Bicycle boulevards are comfortable and attractive places to cycle. There are few motor vehicles and those on the road travel at low speeds reducing pressure on cyclists to hug the edge of the roadway. Intersections are designed to reduce the need for cyclists to stop frequently and are improved to allow convenient and safe crossings of major roadways. Clearly marked routes lead cyclists to the multiple destinations they need and want to go while clearly indicating to motorists that the street is intended for bicycle travel. Due to these conditions, bicycle boulevards attract cyclists of all ages and abilities. Research indicates that there is a strong preference by cyclists for bicycle boulevards and suggests that they may be a key tool for attracting new cyclists who are typically less comfortable riding in traffic. 16 In addition, these low-speed and low-volume facilities are also pleasant places for pedestrians and other non-motorized users. Bicycle boulevards also allow creation of bikeways along corridors where other bikeway treatments may not be feasible due to right of way or funding constraints. Although the cost of construction will vary depending on the specific traffic calming and intersection treatments implemented, bicycle boulevards can be relatively inexpensive compared to other bicycle facility improvements, particularly when the design builds upon existing traffic calming features. Bicycle boulevard treatments typically fall into one of five “application levels”. Treatments at each level provide an increase in treatment intensity. For example, level one and two treatments include relatively small-scale improvements such as pavement markings and signage while level five treatments include diversion of motor vehicle traffic. This TSP proposes level one and two treatments for all bicycle boulevard/shared street facilities, which allow the implementation of bicycle boulevards with the standard street cross sections shown in Chapter 7. Studies of specific corridors should be performed as necessary to determine the appropriate intensity of boulevard treatments. Additional treatments should be considered for future implementation along these routes as warranted by increased motor vehicle traffic, as funding allows, or greater emphasis on bicycle travel is desired. For detailed guidance on bicycle boulevards, see the design guidelines contained in Appendix K. Shared use Paths Today, Sisters has the foundation of what could be a community-wide interconnected path system. Several notable paths comprise the base of the existing system, including the Tollgate Trail, internal paths within city parks, and informal trails connecting many parts of the city. Many of the trails proposed by this TSP will provide linkages to facilities existing and proposed in the Sisters Community Trails Plan and other existing and proposed trails in Deschutes County. The City is also actively pursuing path development opportunities, as shown by recent efforts to 16 Professor Jennifer Dill of Portland State University (Oregon) led a study researching how the built environment influences

cycling behavior using Geographic Positioning Systems (GPSs). The study was funded by the Robert Wood Johnson Foundation Active Living Research program and the Oregon Transportation Research and Education Consortium (OTREC). Preliminary analysis of the GPS data indicated that half of all cycling trips occurred on bicycle infrastructure (bike paths, bike lanes, bike routes, and bicycle boulevards) although bicycle infrastructure only accounts for 15% of the total roadway network available to cyclists in the Portland area. Notably, 10% of miles biked occurred on bicycle boulevards, a facility that accounts for less than 1% of the total bicycle infrastructure in the region. Sisters Transportation System Plan Bicycle Plan | Bicycle Master Plan and Action Plan

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secure ‘Quick-fix’ funding for the Highway 242 path, and publication of the Sisters Community Trails Plan, designed to connect the city with outlying areas and the Deschutes County trail system. The City should keep this momentum going by pursuing path development opportunities. Opportunities to Formalize/Enhance Existing Paths The City has opportunities to improve the existing shared-use path system by upgrading and repaving path segments, such as the Tollgate Trail (which currently consists of packed gravel). Today, users have created informal demand paths to access the Tollgate Trail from nearby residential neighborhoods; these could be paved. The City could also improve path/roadway crossings that currently pose difficulties for non-motorized users. Specific problem areas include intersections along McKinney Butte Road and the intersection of McKinney Butte Road and Highway 242. New Path Corridors This TSP proposes several shared-use path corridors to help improve connectivity. These corridors are conceptual, and exact alignments should be determined after additional study. Proposed paths include a connection from Barclay Drive to Highway 20. Another proposed path extends along the south side of Adams Avenue from Cedar Street to Pine Street. Several other path proposals are contained in the project table, located at the end of this chapter. Bicycle Wayfinding Signage Signage for bicyclists can serve both wayfinding and safety purposes, including the following:

Helping to familiarize users with the bikeway system

Helping users identify the best routes to destinations

Helping to address misperceptions about time and distance

Helping overcome a “barrier to entry” for people who don’t bicycle much (e.g., the “interested but concerned” crowd)

Placing signs throughout the city indicating to bicyclists their direction of travel, location of destinations, and the riding time/distance to those destinations will increase users’ comfort and accessibility to the bicycle system. Wayfinding signs also visually cue motorists that they are driving along a bicycle route and should use caution. Signs are typically placed at key locations leading to and along bicycle routes, including the intersection of multiple routes. Too many road signs tend to clutter the right-of-way, and it is recommended that these signs be posted at a level most visible to bicyclists and pedestrians, rather than per vehicle signage standards.

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National guidance on wayfinding signage is found in section 9B.20 of the Manual on Uniform Traffic Control Devices (MUTCD) and the American Association of State Highway and Transportation Officials (AASHTO) Guide for the Development of Bicycle Facilities. Oregon State guidelines come from the Oregon Department of Transportation. The City of Portland has developed and employed a bicycle wayfinding system for many years. Many jurisdictions have based bicycling wayfinding signage designs off the Portland’s example. Appendix K contains proposed wayfinding signage that fits well with Sisters’ existing street signs. Determining the desirable signed destinations will help determine ideal sign placement and location. Potential destinations include the following:

Downtown Sisters

Other commercial centers

Schools

City and County parks and trails

Connections to public transit

Civic and community destinations (e.g., Sisters City Hall)

Parking Requirements Field visits and discussions with Sisters residents indicate that more bicycle parking is needed in some areas, including downtown and at the Elementary and Middle Schools. As shown in Table 6-1, section 3.3.400 of Sisters Development Code specifies minimum bicycle parking requirements for multi-family housing as well as parking lots, schools, colleges and trade schools, commercial, and multiple use buildings. Multi-family residences with three or fewer units do not have to provide bicycle parking, nor do developments with fewer than ten motor vehicle parking spaces. Table 6-1: Existing Bike Parking Requirements Land Use

Standard

Multi-Family Residence

1 per unit when the development has 4 or more dwelling units. All spaces must be sheltered.

Parking Lots

1 for every ten motor vehicle spaces

Schools

1 for every ten staff and students (elementary and middle); 1 for every 5 staff and students (high school). All spaces must be sheltered.

Colleges and Trade Schools

1 for every ten motor vehicle spaces. All spaces must be sheltered.

Commercial District

1 space per use

Multiple Uses

1 space for every ten motor vehicle spaces

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Although the Development Code’s requirements ensure a minimum number of bicycle parking spaces for most developments, the requirements may not fully address parking demand for some land uses. Though the standard number of one bicycle space for every 10 parking spaces provides some bicycle parking, the City should consider increasing this requirement if they wish to become a truly bicycle-friendly City. Recommended parking guidelines can are outlined in ODOT’s Model Development Code and User’s Guide for Small Cities. Sisters would also benefit from long-term bicycle parking in the commercial district and other end-of-trip facilities. Long-term bicycle parking facilities include bicycle lockers, attended facilities, and/or other secure provisions, while other end-of-trip facilities include showers and changing areas. Development Code enforcement holds equal importance. The City should undertake a bicycle parking analysis to determine whether all of the bicycle parking required by the Code is provided, and if so, that it is sited in locations that are convenient, visible, and free of obstacles. It should also be noted that the Code only establishes parking minimums, and new developments should be encouraged to exceed these standards. In areas of high potential demand (e.g., commercial districts) where new development or redevelopment is not expected to occur within a reasonably short time, the City should consider installing bike parking rather than waiting. Facility Design Requirements The Development Code provides bicycle parking location and design guidance. The requirements include lighting, visibility and security, storage options, reserved areas, and storage. The design guidelines contained in this TSP provide additional suggestions for secure and well-designed bike parking.

Project Prioritization and Action Plan Several evaluation criteria were developed to identify and prioritize projects for improving Sisters’ bicycling environment. Specifically, the criteria were applied in two ways:

To lay out the best possible future bicycling network by identifying the features of a network most important to the residents of Sisters. Identified priorities include:

improving connections to destinations

complete gaps in the bike lane system

signage (directional, guidance, and safety signage)

To rank projects against each other as an indication of their relative importance

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Using the above criteria, the consultant team ranked each project based on information obtained from site visits, field work, City officials, and the public. Then, the consultant team grouped the projects into high, medium, and low priorities. The high, medium, and low priorities may change according to available funds, changing priorities, new roadway projects, new development, and redevelopment opportunities, or other factors. It should be noted that the purpose of this exercise is to understand the relative priority of the projects so that the City may apportion available funding to the highest priority projects. Medium low priority projects are also important and may be implemented at any point in time as part of a development or public works project. The ranked list should be considered a “living document” and should be frequently reviewed to ensure it reflects current Sisters priorities. The list of proposed bicycle projects (and relative prioritization) is located at the end of this chapter. The Master Plan refers to the list of projects the City would like to construct if there were no financial constraints. However, until implementation measures are taken (such as an update to the City’s Capital Improvement Plan and implementation of necessary funding mechanisms), the Master Plan projects are not considered “reasonably likely to be funded” for Transportation Planning Rule (TPR) OAR 060 purposes. Selected Sisters Bicycle Projects This TSP is intended to examine transportation conditions and facilities throughout the Sisters and recommend general improvements. However, the following section discusses several projects in greater detail due to high priority, special design treatments, or project complexity. Cascade Avenue The selection of Barclay/Locust as an alternative highway route affords the City of Sisters an excellent opportunity to enhance the Cascade Avenue streetscape and improve bicycle (and pedestrian) crossing conditions. The recommend improvements for Cascade Avenue include: sidewalk widening (from five feet to eight feet), narrowing of parking lanes (from ten feet to eight feet), adding extended curb extensions (removing one on-street parking space each) at intersections without left turn pockets (or at desired mid-block locations) to further reduce the pedestrian/bicycle crossing distance; and narrowing the curb-to-curb width from 50 feet to 44 feet, and 32 feet at curb extensions. 17 The City has obtained a design exception for Highway 20 to implement the proposed cross section. Cyclists wishing to use lower traffic parallel streets can utilize bike lanes on Main Avenue or Hood Avenue one block to the north or south, respectively.

17 These represent minimum sidewalk widths for the proposed cross section. Sisters may choose to seek ODOT approval to further decrease these widths. For more information, see the Motor Vehicle chapter.

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Cascade Avenue (Highway 20), Sisters' Main Avenue, has obtained a design exception to adequately address the needs of all user groups. The design exception addresses the following:

Limited right-of-way, freight, and capacity issues

The need to retain on-street parking, as required by ODOT

And trade-offs between bike lanes and wider sidewalks

Though bicycle and pedestrian facilities are recognized by the Oregon Highway Plan (1999) as important design treatments, it is not possible to accommodate all uses within the existing corridor while meeting freight and mobility needs. Travel lane narrowing, curb extension installation, and sidewalk widening will improve the pedestrian realm and crossing conditions. Bicyclists on Cascade Avenue will be accommodated through shared lane markings and signing. Though these improvements favor pedestrians on Cascade Avenue, cyclists are accommodated one block to the north and south on Hood Avenue and Main Avenue. Additionally, they can use lower traffic shared streets (Adams Street or Washington Avenue) running parallel to Cascade Avenue two blocks to the north or south. Alternative travel corridors are especially important as they provide choices for bicycles and pedestrians of all ages and abilities to travel in conditions that feel safer and comfortable. Multi-Modal Transportation Corridors The Proposed Bicycle System Map depicts several high priority multi-modal corridors in Sisters. These corridors (two running east-west and two running north-south) form the base of the proposed non-motorized transportation system in Sisters. Each corridor contains recommended projects of varying facility types designed to address identified needs, community desires, and available right-of-way. These corridors will emphasize pedestrian and bicycle travel while accommodating all modes of transportation. The design guidelines in Appendix K contain a description of multi-modal facility types and treatments. These corridors include:

Pine Street from Lundgren Mill Drive to Main Avenue: Improvements include a shareduse path along the western shoulder of Pine Street and intersection improvements.

Larch Street from Washington Avenue to Barclay Drive: Improvements include sidewalk infill and intersection improvements.

Northern cross-town connector. This route utilizes several streets including Highway 20, a shared-use path running between Highway 20 and Adams/Main Street, and Main Street itself to form a west/east running multi-modal transportation corridor on the north side of Cascade Avenue. Improvements include shared street treatments, shared use path treatments, intersection improvements, and sidewalk infill. Main Street is the identified east/west connector for bicycles and includes striped bicycle lanes as well as complete sidewalks. Adams Ave is identified as a future pedestrian northern cross-town connector. The City should consider using the cross section proposed for Washington Avenue along Adams Street.

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Shared Use Pathway along the South Side of Highway 242 The proposed bikeway system calls for the addition of a shared use pathway along the south side of Highway 242, similar to the existing pathway on the north side. This pathway would increase the future travel capacity and reduce potential conflicts between bi-directional bicycle and pedestrian traffic along this corridor. As the population of Sisters increases, it is expected that further development is likely to occur in the western and south-western portions of town. It is likely that a second shared-use facility will increase non-motorized use along this corridor and enhance user safety and comfort. Several north/south crossings of Highway 242 would complete this project. At this time a detailed proposal for crossing locations does not exist. City staff has indicated safety concerns for crossings along this corridor due to high traffic-volume on Highway 242 (particularly between September and June when the schools are in session) and the close proximity of schools to the paths adjacent to the highway. Therefore, a safety study shall be undertaken before any design and/or construction of a pedestrian, bicycle, or multi-modal pathway is contemplated along the south side of Highway 242. The safety study shall be reviewed and accepted by the Public Works Director and/or City Engineer at the discretion of the Public Works Director. Washington Avenue Streetscape As shown within the pedestrian section of this plan, improvements are planned along Washington Avenue (see Figures 5-2 and 5-3) between Pine Street and Locust Avenue. These improvements will include striped on-street bicycle lanes adjacent to parallel parking, with curb extensions near intersection corners to provide clear sight lines and eliminate parking conflicts. This project is intended to serve as a critical parallel route to the Highway 20 system.

Project Costs This section summarizes planning-level cost estimates associated with the recommended pedestrian improvement projects. The estimates were based on similar Bicycle Improvement Plans as well as experience in other communities. Unit cost estimates for individual bicycle treatments (e.g., bike lane striping cost per linear foot) are found in Appendix P while Table 6-2 summarizes the overall cost for each project. Table 6-3 shows recently completed projects that were part of the 2010 TSP. The cost estimates for all projects include contingency and construction management costs. A breakdown of the unit cost estimate assumptions used for the projects is given in Appendix M.

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Table 6-2: Bicycle Master Plan Projects Project

Description

Priority

Cost ($1,000’s)

HIGH PRIORITY CAPITAL IMPROVEMENTS Hood Ave from Pine St to Hwy 242

Stripe bike lanes, and incorporate sharrows approaching Hood and Hwy 242 intersection for northbound left turns

High

Washington Ave from Locust St to Pine St

Develop Bike Boulevard (see cross-section) and include bicycle route signage.

High

900

Washington Ave from Cottonwood St to Pine Meadow St

Construct a multi-use path that is a consistent extension of the Washington Ave Bike Blvd. To occur in conjunction with development.

High

Pine St from Cascade Ave to Washington Ave

Stripe bike lanes

High

Pine St from Main St north to trailhead

Construct a multi-use path along west side.

High

250

E. Cascade Ave from Locust St to east city limits

Stripe bike lanes in conjunction with roadway widening and upgrade to collector cross section

High

Larch St from Jefferson Ave to Barclay Drive

Stripe bike lanes in conjunction with roadway widening.

High

McKinney Butte Rd from Sisters High School to N Freemont St

Construct remaining multi-use path along the north side of McKinney Butte Road in conjunction with development.

High

Hwy 20 Pathway from Barclay/Hwy 20 Roundabout to Pine St.

Construct a multi-use pathway along northeast side of Hwy 20. Construction should occur in conjunction with development.

High

160

Mutli-Use Connector Path from Hwy 20/Barclay Intersection to Pine St/Adams Ave Intersection

Construct a multi-use path between Pine St and Hwy 20/Barclay Dr. Alignment to be determined. Design and construction should occur in conjunction with development of Forest Service Property.

High

175

Brooks Camp Dr from Rail Way to Hwy 242

Construct a multi-use path along the eastside.

High

Hwy 242

Develop standard bike lanes (ODOT)

High

ODOT

Bicycle Wayfinding Signage Plan

Develop a cohesive and consistent citywide bicycle wayfinding signage plan with specifications and appropriate locations for signs, destinations to be highlighted on each sign, and approximate distance and riding time to each destination. Include signage in future projects.

High

Network Connections

Work with community partners to support greater connectivity and routes to existing and future bicycle facilities including trail heads, trail networks, and on road bicycle facilities.

High

HIGH PRIORITY PROGRAMS

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Table 6-2 (Continued): Bicycle Master Plan Projects Project

Description

Priority

Cost ($1,000’s)

MEDIUM PRIORITY CAPITAL IMPROVEMENTS Barclay Dr from Hwy 20 to Locust/Camp Polk Rd

Construct a curb-tight multi-use path along Barclay in conjunction with realignment/new development.

Medium

360

Locust St from Northern City limits to Green Ridge Ave

Construct a multi-use path along western frontage in conjunction with development.

Medium

100

Elm St from south city limits to Jefferson Ave

Install multi-use path on east side.

Medium

Locust St from Hwy 20 to Jefferson Ave

Stripe bike lanes in conjunction with roadway widening at time of adjacent development. Address with Eastside Refinement.

Medium

Locust St from Jefferson Ave to south city limits

Construct a multi-use path along east side.

Medium

Desperado Spur Trail from Intersection of Hwy 20/126 to east city limits

Construct a multi-use path from intersection of Hwy 20/126 to east city limits. This includes a spur towards Desperado Trail. Alignment to be determined. Construction should occur in conjunction with development. Address with Eastside Refinement.

Medium

110

Hwy 20 from east city limits to Buckaroo Trail

Construct a multi-use path along south side of Hwy 20. Address with Eastside Refinement.

Medium

125

Hwy 20 from Hwy 126 to Northwest side of Bridge

Construct a multi-use path along north side of Hwy 20 (PARTIALLY COMPLETE). Address with Eastside Refinement.

Medium

Hwy 126 from Eastern city limits to Hwy 20 Sisters High School Pathway from Tollgate Path to McKinney Butte Rd

Construct a multi-use path along north side of Hwy 126. Address with Eastside Refinement. Support construction of a multi-use path extension from the Tollgate Path to McKinney Butte Rd. (STA)

Medium

100

Medium

SSD

LOW PRIORITY CAPITAL IMPROVEMENTS Creekside Dr from Creekside Ct to Hwy 126.

Construct a multi-use path along east side.

Low

Sun Ranch Dr from Barclay Dr to Camp Polk Rd

Stripe bike lanes

Low

300

Hwy 242 from Hood Avenue to Pine Ave Hwy 20 from Buckaroo Trail to Locust St

Construct 10’ wide multi-use connector pathway on north side of roadway. Construct multi-use path along south side of Hwy 20. Takes the place of sidewalks and bike lanes. Address with Eastside Refinement.

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Table 6-3: Completed Bicycle TSP Projects Project

Description

Priority

COMPLETED BICYCLE PROJECTS Main Ave from Pine St to Locus St

Stripe bike lanes. This project and associated pedestrian improvements correlate with the Main Ave Streetscape Improvements from the Downtown Sisters Urban Renewal Plan. Costs are accounted for in the pedestrian plan.

High

Whychus Creek Trail from Along Whychus Creek from Locust St to Hwy 20

Construct a multi-use path along Whychus Creek. Path will connect a developer provided pathway at the eastern terminus. The City is currently seeking grant funding for this project.

High

Zoning Ordinance update to include bicycle parking requirements

Update Zoning Ordinance to establish short-term bicycle parking requirements for individual land uses and to establish long-term parking requirements.

High

Bikeway/Walkway Maintenance Program

Develop and implement an annual maintenance program to providing scheduled maintenance activities for the on- and off-street bikeway and walkway system

High

Hwy 20 from Larch St to Locust St

Stripe bike lanes

Tyee Dr from Three Creeks Rd to Locust St

Stripe bike lanes (currently a marked wide shoulder)

Low

Hood Ave from Pine St to Hwy 20

Stripe bike lanes

High

McKinney Butte Rd from Sisters High School to Sisters Middle School

Construct a multi-use path along south side of McKinney Butte Rd

Low

Sisters Middle School Pathway from McKinney Butte Rd to Hwy 242

Construct a multi-use path running north/south through school grounds

Low

Hwy 20 from Rail Way to Pine St

Construct a multi-use path along west side of Hwy 20. Takes the place of sidewalks and bike lanes

Low

McKinney Butte Rd from Hwy 242 to Hwy 20

(SEPARATED 6-8’ PATHS INSTALLED)

Main Ave from Cedar St to Locust St

Develop Bike Boulevard. An additional study to determine the appropriate intensity of boulevard development may be conducted

High

McKinney Butte Rd from Hwy 242 to Sisters Middle School

Construct multi-use path along the north side of McKinney Butte Road. (PARTIALLY COMPLETE)

High

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Medium

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Chapter 7. Motor Vehicle Plan

Introduction This chapter summarizes the motor vehicle system plan elements that will serve the City of Sisters. The plan elements consist of a master plan map, a list of improvement projects and programs, and related design standards that implement the transportation goals and policies established by the community. The facilities have been selected and designed to balance the traveling needs of the residents, merchants, and visitors of Sisters, while also providing services for regional auto and freight traffic. The following sections outline the strategies used to develop the Motor Vehicle improvement plans and roadway standards. The resulting Motor Vehicle plan is consistent with other jurisdictional plans including the Deschutes County Transportation System Plan and the Oregon Department of Transportation (ODOT) Highway Plan. The 2018 refinement included textual and project list updates to reflect completed projects. Additional detail on the 2018 refinement of the Motor Vehicle Plan is included in this chapter and in Appendix S. The City’s 2021 update extended the horizon year of the TSP from 2030 to 2040 for consistency with the Comprehensive Plan. System Needs Highway 20 facilities provide inadequate mobility during peak travel days. Heavy congestion on this primary route through Sisters impacts local circulation and access for all travel modes in the downtown area. Recurring congestion and vehicle queues adversely impact local circulation at major cross streets including Locust Avenue, Elm Street, Pine Street and Barclay Drive. As volumes grow from regional and local development, the frequency and severity of these heavy congestion events on Highway 20 will increase. Growth trends and findings about future system capacity deficiencies are outlined in the Future Needs chapter (Chapter 4). That analysis demonstrated that the short-term improvements already programmed on Highway 20 will be far below what is needed to serve growth through 2040. The impact of future traffic growth will be severe without additional investment in transportation improvements along the Highway 20 corridor. Aside from the Highway 20 corridor, the motor vehicle system needs in Sisters are more focused on integration with other travel modes, to promote better safety and access for non-motor vehicle travel. The specific projects and plans to meet these objectives are addressed in the Pedestrian and Bicycle Plans. In addition, several strategies related to system management and design standards are identified in the following sections.

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Strategies To meet performance standards and manage the forecasted travel demand for all modes, the transportation system within the City of Sisters needs significant multi-modal improvements. The transportation improvements will be more sustainable and the associated financial investments will yield greater returns by following a variety of management and capital improvement strategies, including:

Perform Transportation System Management (TSM) – Improve management of the existing transportation system through one or more measures, including:

Neighborhood Traffic Management, particularly on routes that parallel the highway

Revised Functional Classification Map changes to expand connectivity

New roadway cross-section standards that incorporate multimodal projects

Access Management strategies along key mobility corridors (such as the Alternate Route)

Local Street Connectivity to reduce reliance on the major street network

Perform Transportation Demand Management (TDM) – Encourage other transportation modes during the peak travel demand period besides single occupant vehicles.

Develop a Motor Vehicle Improvement Plan that provides the necessary capacity and circulation improvements.

Designate local Truck Routes through Sisters in addition to the state highway freight route.

Transportation System Management (TSM) Transportation System Management (TSM) focuses on low-cost strategies to enhance transportation system performance by seeking solutions that better manage facilities, maximize mobility, and treat all modes of travel as a coordinated system. Through better management and operation of transportation facilities, existing and future transportation infrastructure will have a longer design life by providing improved traffic flow, system accessibility, and safety. In the City of Sisters, there are five TSM measures that will be addressed:

Neighborhood Traffic Management (NTM)

Functional Classification

Cross-section standards

Access Management

Local Street Connectivity

These measures are described in detail in the following sections.

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Neighborhood Traffic Management Neighborhood Traffic Management (NTM) is a term that has been used to describe traffic control devices typically used in residential neighborhoods to slow traffic or possibly reduce the volume of traffic. NTM is descriptively called traffic calming due to its ability to improve neighborhood livability. The City of Sisters currently has limited neighborhood traffic management elements, mainly the use of narrow road widths that manage vehicle speed. As traffic congestion increases in the future, protecting the livability of neighborhoods may become an increasing need that requires the ability to mitigate impact. To address neighborhood impacts, Sisters will require that in addition to assessing impacts to the entire transportation network, traffic studies for new developments will also assess impacts to residential streets and identify mitigation for developments that are anticipated to add significant traffic volumes or increase vehicle speeds on nearby residential streets. The threshold used to determine if this additional analysis is needed is if the proposed project is expected to increase volumes on a residential street (classified as either local or neighborhood route) by more than 30 vehicles in a peak hour or 300 vehicles per day. Once the analysis is performed, thresholds used to determine if residential streets are impacted will be:

Local residential street volumes should not increase above 1,200 average daily trips

Local residential street speeds should not exceed 28 miles per hour (85th percentile speed)

Mitigation measures for neighborhood traffic impact must balance the need to manage vehicle speeds and volumes with the need to maintain mobility, circulation, and function for service providers (e.g., emergency response). Table 7-1 lists common NTM applications and suggests which devices may be supported by the Sisters – Camp Sherman Fire District (descriptions of common traffic calming measures can be found in Appendix O). Any NTM project should include coordination with emergency agency staff to ensure public safety is not compromised.

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Table 7-1: Allowed Traffic Calming Measures by Roadway Functional Classification Is Measure Supported? (per Roadway Classification)a Traffic Calming Measure

Neighborhood Route/ Local Street

Arterial

Collector

Curb Extensions

Supported

Roundabouts

Supported

Medians and Pedestrian Islands

Supported

Pavement Textureb

Supported

Not Supported

response routes that have connectivity (more

Speed Hump Raised Crosswalk

Not Supported

Speed Cushion (provides emergency

Not Supported

pass-through with no vertical

Calming measures are supported on lesser

than two accesses) and are accepted and field tested by the Sisters –

deflection) Choker

Not Supported

Traffic Circle

Not Supported

Diverter (with emergency vehicle pass

Not Supported

Supported

Not Supported

Camp Sherman Fire District.

through) Chicanes a

Traffic calming measures are supported with the qualification that they meet Sisters – Camp Sherman Fire District guidelines including minimum street width, emergency vehicle turning radius, and accessibility/connectivity. b Pavement texture is not supported for crosswalks located in the Downtown District.

Neighborhood traffic management (NTM) may be considered for State facilities but it would be required to meet ODOT standards, including any ODOT approved design exceptions. For example, pavement textures, chokers, and traffic circles are generally prohibited on state highways. The City has expressed interest in placing permanent speed feedback signs at both entrances into the City of Sisters, which is a common strategy to help drivers remain aware of their speed and to encourage the transition from rural to urban travel to take place prior to entering the City. A better location for these types of strategies will be throughout the City’s supporting street system that parallels the highway, particularly along Hood Avenue and Main Avenue as the closest parallel routes. However, these strategies could also be helpful along local shortcut routes (such as S Creekside Drive) and rural to urban transition areas (such as Three Creeks Rd). Routes providing connectivity around highway congestion (such as Jefferson Avenue) also provide a particularly suitable location for traffic calming strategies, as do locations near parks, schools and other areas with more vulnerable roadway users.

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In response to traffic calming and functional needs, the city is currently developing design plans to improve Adams Avenue with on-street parking and pathways, consistent with the roadway’s functional classification. As another parallel route to the US 20 corridor improvements that bring streets into compliance with City standards are intended to support this traffic calming goal. Street Functional Classification The street functional classification map for streets in Sisters is shown in Figure 7-1. Any street not designated as an arterial, collector or neighborhood route is considered a local street. The functional classes, updated classifications, and criteria for future classification changes for Sisters roadways are explained in the following sections. Arterial Streets Arterial streets serve to interconnect the City. These streets link major commercial, residential, industrial and institutional areas. Arterial streets are typically spaced about one mile apart to assure accessibility and reduce the incidence of traffic using collectors or local streets for through traffic in lieu of a well-placed arterial street. The maximum interval for arterial spacing within the City should be 3,000 feet. Access control is the key feature of an arterial route. Arterials are typically multiple miles in length. Within the City of Sisters the arterial system generally is comprised of the highways and the Barclay Drive Alternate Route. Collector Streets Collector streets provide both access and circulation within and between residential and commercial/industrial areas. Collectors differ from arterials in that they provide more of a citywide circulation function, do not require as extensive control of access (compared to arterials) and penetrate residential neighborhoods, distributing trips from the neighborhood and local street system. The maximum interval for collector roadways should be 1,500 feet. Collectors are typically greater than 0.5 to 1.0 miles in length. Neighborhood Routes Neighborhood routes are usually long relative to local streets and provide connectivity to collectors or arterials. Because neighborhood routes have greater connectivity, they generally have more traffic than local streets and are used by residents in the area to get into and out of the neighborhood, but do not serve citywide/large area circulation. They are typically about a quarter to a half-mile in total length. Traffic from cul-de-sacs and other local streets may drain onto neighborhood routes to gain access to collectors or arterials. Because traffic needs are greater than a local street, certain measures should be considered to retain the neighborhood character and livability of these routes. Neighborhood traffic management measures are often appropriate (including devices such as speed humps, traffic circles and other devices). However, it should not be construed that neighborhood routes automatically get speed humps or any other measures. While these routes have special needs, neighborhood traffic management is only one means of retaining neighborhood character and vitality. These facilities essentially serve in a “Minor

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Collector” function and may or may not include bicycle lanes depending on their location and functional role. Local Streets Local streets have the sole function of providing immediate access to adjacent land. Service to through traffic movements on local streets is deliberately discouraged by design. All other city streets in the City of Sisters that are not designated as arterial streets, collector streets, or neighborhood routes are considered local streets.

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Figure 7-1: Functional Class

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Criteria for Changes to Functional Classification The criteria used to assess functional classification have two components: the extent of connectivity and the frequency of the facility type. Maps can be used to determine regional, city/district and neighborhood connections. The frequency or need for facilities of certain classifications is not routine or easy to package into a single criterion. While planning textbooks call for arterial spacing of a mile, collector spacing of a quarter to a half-mile, and neighborhood connections at an eighth to a sixteenth of a mile, this does not form the only basis for defining functional classification. Changes in land use, environmental issues or barriers, topographic constraints, and demand for facilities can change the frequency for routes of certain functional classifications. While spacing standards can be a guide, they must consider other features and potential long term uses in the area (some areas would not experience significant changes in demand, where others will). It is acceptable for the city to re-classify street functional designations to have different naming conventions, however, the general intent and purpose of the facility, whatever the name, should be consistent with regional, state and federal guidelines. By planning an effective functional classification of Sisters streets, the City can manage public facilities pragmatically and cost effectively. These classifications do not mean that because a route is an arterial it is large and has lots of traffic. Nor do the definitions dictate that a local street should only be small with little traffic. Identification of connectivity does not dictate land use or demand for facilities. The demand for streets is directly related to the land use. The highest level connected streets have the greatest potential for higher traffic volumes, but do not necessarily have to have high volumes as an outcome, depending upon land uses in the area. Typically, a significant reason for high traffic volumes on surface streets at any point can be related to the level of land use intensity within a mile or two. Many arterials with the highest level of connectivity have only 35 to 65 percent “through traffic”. Without the connectivity provided by arterials and collectors, the impact of traffic intruding into neighborhoods and local streets goes up substantially. Functional Classification Changes in Sisters Updated functional classifications of City of Sisters roadways will provide a framework for improving network design, circulation, and mobility. The key changes include (1) increasing the number of arterial roadways to improve citywide circulation, (2) maintaining and updating the collector system to reflect recent and expected land use development, and (3) providing neighborhood routes that serve clear connections between neighborhoods and the collector and arterial network. The updated functional classifications for City of Sisters roadways are shown in Figure 7-1. The revised classifications include:

Adams Avenue from Pine Street to Cedar Street is upgraded from a local street to a neighborhood route

Barclay Drive is upgraded from a collector to an arterial

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Black Butte Avenue from Larch Street to east City limits is upgraded from a local street to a neighborhood route

Brooks Camp Road is upgraded from a local street to a neighborhood route

Camp Polk Road/Locust Street from Highway 20 to Barclay Drive is upgraded from a collector to an arterial

Cedar Street from Main Avenue to Adams Avenue should be upgraded from a local street to a neighborhood route

Cowboy Street from Black Butte Avenue to East Cascade Avenue is upgraded from a local street to a neighborhood route

East Cascade Avenue form Cascade Avenue to Rope Street is upgraded from a local street to a collector

Jefferson Avenue from Pine Street to west City limits is upgraded from a local street to a collector

Larch Street from Jefferson Avenue to Barclay Drive is upgraded from a local street to a collector

Locust Street from Jefferson Avenue to south City limits is downgraded from a collector to a neighborhood route

Lundgren Mill is upgraded from a local street to a neighborhood route

McKinney Butte Road is upgraded from a local street to a collector

Pine Street from Jefferson Avenue to south City limits is upgraded from a local street to a neighborhood route

Pine Meadow Street is upgraded from a local street to a neighborhood route

Rail Way is upgraded from a local street to a collector

Rope Street from East Cascade Avenue to Timber Pine Drive is upgraded from a local street to a neighborhood route

Sisters Park Drive is upgraded from a local street to a neighborhood route

St. Helens Avenue from Locust Street to Pine Street is upgraded from a local street to a neighborhood route

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Sun Ranch Drive is upgraded from a local street to a neighborhood route

Timber Creek Drive is upgraded from a local street to a neighborhood route

Timber Pine Drive from Rope Street to Highway 126 is upgraded from a local street to a neighborhood route

Trinity Way is upgraded from a local street to a neighborhood route

Tyee Drive from Elm Street to Locust Street is downgraded from a collector to a local street

Washington Street from Locust Street to Pine Street is upgraded from a local street to a neighborhood route

Sisters Park Drive is shown extending from Pine Street west to US 20 connecting with the US 20/Hood Street (OR 242) intersection as a neighborhood route

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Cross-Section Standards Street cross-section standards consist of minimum, maximum, and/or typical cross-sections that are required for City roadways based on their functional classification. The purposes of the cross-section standards are to ensure that the City roadways can meet the multi-modal function and demand associated with their functional classification and to provide consistency throughout the City. Because the actual design of a roadway can vary from segment to segment due to adjacent land uses and other factors (e.g., truck routes, bike routes, pedestrian corridors, etc.), flexibility has been built into the standards; this is why ranges of required components are provided for each functional class. In addition, multimodal access may be provided in various ways when constrained by right-of-way or other barriers. For example, a multiuse path may be provided in lieu of a bike lane and sidewalk in some instances. Variations require approval by the Public Works Director. Along arterial and collector corridors, additional right of way may likely be needed to implement improvements to meet the standard cross section. The City should update the development code to require new development to dedicate right of way to the ultimate planned street cross section to avoid building envelope impacts or right of way negotiations and purchasing at a later time. Additional design considerations are required for state highways. These state highway design considerations are defined in the Oregon Highway Plan (OHP) and in the Highway Design Manual (HDM). Any deviation from these standards requires approval of a design exception. The City’s cross-section standards are maintained within its Public Works Standard Drawings, with the most current (September 2021) sections provided in Figure 7-2 for arterial streets, Figure 7-3 illustrates the specific plan for Barclay Drive given the unique constraints along this corridor, Figure 7-4 illustrates collector streets, Figure 7-5 shows standards for neighborhood routes, and Figure 7-6 depicts local street standards. In order to ensure suitability for roadway improvements, final cross-section designs must be coordinated with the City of Sisters and are subject to City Staff approval; cross-sections of state highways are also subject to Oregon Department of Transportation (ODOT) approval.

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Figure 7-2: Arterial Street Cross Sections

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Figure 7-3. Barclay Drive Layout

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Figure 7-4: Collector Street Cross Sections

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Figure 7-5: Neighborhood Route

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Figure 7-6: Local Street Cross Section

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Access Management Access Management is a broad set of techniques that balance the need to provide efficient, safe and timely travel with the ability to allow access to the individual destination. Proper implementation of access management techniques will promote reduced congestion, reduced accident rates, less need for highway widening, conservation of energy, and reduced air pollution. Access management involves the control or limiting of access on arterial and collector facilities to maximize their capacity and preserve their functional integrity. Numerous driveways erode the capacity of arterial and collector roadways and introduce a series of conflict points that present the potential for crashes and interfere with traffic flow. Preservation of capacity is particularly important on higher volume roadways for maintaining traffic flow and mobility. Whereas local and neighborhood streets primarily function to provide direct access, collector and arterial streets serve greater traffic volume with the objective of facilitating through travel. Sisters, as with every city, needs a balance of streets that provide access with streets that serve mobility. A balance can be achieved by implementing various access management strategies, such as those listed below:

Work with land use development applications to consolidate driveways, provide crossover easements, and take access from lower class roads where feasible. Existing, non-conforming accesses would only be subject to review and revision upon site improvement or a land use application.

Implement access spacing standards for new developments and construction, including the prohibition of private access onto arterial roadways and the prohibition of new single family residential access collectors unless no other access options are available. Parcels shall not be landlocked by access spacing policies.

Establish City access spacing standards to prohibit the construction of access points within the influence area of intersections. The influence area is that area where queues of traffic commonly form on the approach to an intersection (typically within 150 feet). In a case where a project has less than 150 feet of frontage, the site would need to explore potential shared access, or if that were not practical, place driveways as far from the intersection as the frontage would allow (permitting for 5 feet from the property line). However, full access may not be permitted in these conditions (e.g., restriction to rightin/right-out access)

Implement City access spacing standards for new construction on County facilities within the urban growth boundary

Meet ODOT access requirements on State facilities

Establish maximum access spacing standards to promote connectivity.

Establish a street connectivity and block formation requirement to implement a street grid throughout Sisters. To promote efficient vehicular and pedestrian circulation throughout

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the City, land divisions and large site developments should produce complete blocks bounded by a connecting network of public and/or private streets, in accordance with the following standards:

Block Length and Perimeter. The maximum block length shall not exceed 600 feet or 1,000 feet along an arterial.

Street Connectivity. Public and private streets connectivity shall conform to the functional classification map (Figure 7-1) and the local street connectivity plan (Figure 77)

Exception. Exceptions to the above standards may be granted when blocks are divided by one or more pathway(s). Pathways shall be located to minimize out-of-direction travel by pedestrians and may be designed to accommodate bicycles.

Many cities have historically struggled with the issue of limiting residential access to collector roadways. This is due to the desire to maintain the roadway as a public place that creates a friendly pedestrian and bicycle environment, as opposed to backing properties with fences that wall-off and isolate the roadway. To address this concern and implement the recommended access restrictions, the following measures shall be required:

Provide a local street grid with 150-foot to 250-foot spacing that allows back-to-back lots along local streets with side yards to the collector roadway while discouraging the creation of double-frontage lots. In addition, prohibit the use of fences along lot lines that front the collector roadway, or

Require lots with frontage along the collector roadway to orient the front of the home to the collector, but provide rear-alley or driveway motor vehicle access.

New development and roadway projects involving City street facilities should meet the access spacing standards summarized in Table 7-2. In cases where physical constraints or unique site characteristics limit the ability for the access spacing standards shown in Table 7-2 to be met, the City of Sisters should retain the right to grant an access spacing variance. All requests for an access spacing variance shall be required to complete an access management plan for review and approval by the Public Works Director or City Engineer, which should include at a minimum the following items. In addition, all requests for an access spacing exception shall be required to complete an access management plan for review and approval by the Public Works Director or City Engineer, which should include at a minimum the following items:

Review of the existing access conditions within the study area (defined the property frontage plus the distance of the minimum access spacing requirement). This should include a review of the last three years of crash data, as well as collection of traffic volume information and intersection operations analysis.

An analysis of the study area safety and operations with the proposed access configuration, as well as with a configuration that would meet access spacing standards.

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This scenario should also include consideration of the long-term redevelopment potential of the area and discussion of how access spacing standards may be achieved.

Parcels shall not be landlocked by access spacing policies. Opportunities should be explored to provide future access through neighboring parcels and an interim access may be granted. Nonconforming access (defined per Table 7-2) should work to achieve a condition as close to standard as possible. For example, a private access may be permitted to an arterial roadway if no other option (e.g. access to a side street) exists; however, the private access would then be required to meet the minimum driveway spacing of 330 feet listed in Table 7-2. Table 7-2: Access Spacing Standards for City Street Facilitiesa Maximum spacingb of roadways

Minimum spacingb of roadways

Minimum spacingb of roadway to drivewayc

Minimum Spacingb driveway to drivewayc

Arterial

1,000 feet

660 feet

330 feet

330 feet or combine

Collector:

600 feet

330 feet

100 feet

100 feet or combine

Neighborhood Route:

600 feet

150 feet

50 feet

Local:

600 feet

150 feet

50 feet

10 feet

Street Facility

Exceptions may be made in the downtown commercial district, if approved by the City Engineering or Public Works Department, where alleys and historic street grids do not conform to access spacing standards. b Measured centerline to centerline c Private access to arterial roadways shall only be granted through a requested variance of access spacing policies (which shall include an access management plan evaluation)

In addition to implementing access spacing standards, the City of Sisters should require an access report for new access points, proposed to serve commercial and industrial developments, stating that the driveway/roadway is safe as designed and meets adequate stacking, sight distance and deceleration requirements as set by ODOT, Deschutes County and American Association of State Highway and Transportation Officials (AASHTO). Generally, the need for an access report is triggered by land use actions, design reviews, or land divisions. Any proposed accesses to State facilities must be approved by ODOT. The 1999 Oregon Highway Plan identifies access management objectives for all classifications of roadways under State jurisdiction. Highway 20 is classified as a Statewide Highway and Highway 242 is classified as a District Highway by ODOT, which maintain a management objective that balances the needs of through traffic movement with direct property access. Based on these objectives, ODOT has established access spacing standards for all highway classifications that vary with proximity to urbanized areas and changes in posted speeds. These standards are also provided in the 1999 Oregon Highway Plan. Table 7-3 identifies the ODOT access spacing standards that are applicable within the Sisters urban growth boundary. Note that the spacing standards below are only to be applied to accesses on the same side of the highway.

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Table 7-3: ODOT Access Management Standards Facility

Spacing Standarda per Posted Speed 45 mph

35 mph

PSK

Statewide Highwayb

990 ft

720 ft

520 ft

District Highwayc

500 ft

350 ft

Measurement of the approach road spacing is from center to center on the same side of the roadway. The Santiam and McKenzie-Bend Highways are Statewide Highways, as is the segment of the McKenzie Highway east of Sisters. c The segment of the McKenzie Highway west of Sisters is a District Highway. b

Source: 1999 Oregon Highway Plan.

Local Street Connectivity The Local Street Connectivity Plan specifies the general location where new local streets should be installed as the nearby area is developed. The purpose of the plan is to ensure that new developments accommodate local circulation and improve connectivity for all modes of transportation. New developments are often developed with limited opportunities for movement into and out of the developments, with some neighborhoods funneling all pedestrian, bicycle, and vehicular traffic onto a single street. This type of street network results in out-of-direction travel and contributes to increased congestion and decreased pedestrian/bicycle accessibility. This can result in the need for investments in wider roads, traffic signals, and turn lanes that could otherwise be avoided. By providing connectivity between neighborhoods, out-of-direction travel and vehicle miles traveled (VMT) can be reduced, accessibility between various travel modes can be enhanced, and traffic levels can be balanced out between various streets. In this way, some of these local connections can help mitigate network capacity deficiencies by improving traffic circulation. Additionally, public safety response time is reduced. In the City of Sisters, several roadway connections will be needed within developable areas to reduce out of direction travel for vehicles, pedestrians, and bicyclists. This is most important in the areas where a significant amount of new development is possible. Figure 7-7 shows the Local Street Connectivity Plan for Sisters. In most cases, the connector alignments are not specific and are aimed at reducing potential neighborhood traffic impacts by better balancing traffic flows on neighborhood routes. The arrows shown in the figures represent potential connections and the general direction for the placement of the connection 18. In each case, the specific alignments and design should be determined as part of development review. The criteria used for providing connections are as follows:

Pedestrian and bicycle connections should be provided every 330 feet

18 Other local street connections may be required as the City conducts development review.

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Vehicle connections should be provided every 660 feet centerline to centerline

To protect existing neighborhoods from the potential traffic impacts caused by extending stub end streets, connector roadways should incorporate neighborhood traffic management into their design and construction. In addition, when a development constructs stub streets, they shall install signs indicating the potential for future connectivity to increase the awareness of residents. In order to ensure that new developments meet the objectives of the local street plan, developments will be required to provide a proposed street map as part of the development approval process. The street map should be reviewed to ensure the development does the following:

Provides full street connections with spacing of no more than 500 feet between connections, except where prevented by barriers

Provides bike and pedestrian access ways with spacing of no more than 300 feet, except where prevented by barriers (bike and pedestrian access ways should be considered at the end of cul-de-sacs)

Limits use of cul-de-sacs and other closed-end street systems to situations where barriers prevent full street connections or to locations where pedestrian/bike accesses are to be provided (approximately halfway between vehicular accesses)

Includes no close-end street longer than 150 feet or having no more than 30 dwelling units

Includes street cross-sections demonstrating dimensions of ROW improvements, with streets designed for posted or expected speed limits

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Figure 7-7: Local Street Connectivity Plan

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Transportation Demand Management (TDM) Transportation Demand Management (TDM) is the general term used to describe any action that removes single occupant vehicle trips from the roadway network during peak travel demand periods. As growth in the Sisters area occurs, the number of vehicle trips and travel demand in the area will also increase. This growth can be best accommodated by encouraging the use of alternative mode choices for new and existing users. When applied on a regional basis, TDM measures can be an effective tool in reducing vehicle miles traveled. Research has shown that a comprehensive set of complementary policies implemented over a large geographic area can have an effect on the number of vehicle miles traveled to/from that area. 19 However, the same research indicates that in order for TDM measures to be effective, they should go beyond the low-cost, uncontroversial measures commonly used such as carpooling, transportation coordinators/associations, priority parking spaces, etc. Many of the TDM strategies are tailored towards urban applications, where there are major employment generators and transit opportunities. TDM measures for more rural communities require special development, as compared to those that are implemented in urban areas. TDM measures in rural environments should focus on increasing travel options and creating an environment that is supportive for walking and cycling. The most effective TDM measures for Sisters include elements related to carpools, improved services for alternative modes of travel, and employer incentives. However, TDM includes a wide variety of actions that are specifically tailored to the individual needs of an area. Table 7-4 provides a list of several strategies that should be applied as appropriate within the City of Sisters. While a comprehensive TDM program may not address the transportation operational issues in Sisters during the PM peak times, new employment development with more than 50 employees should be encouraged to implement a van pool program, flexible working hours or another transportation demand management strategy to help influence regional trips. These strategies will be implemented and administered by these large employers to reach motor vehicle trip reduction targets of 5%, similar to the process defined in OAR 340-20-047.

19 The Potential for Land Use Demand Management Policies to Reduce Automobile Trips, ODOT, by ECO Northwest, June

1992.

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Table 7-4: Transportation Demand Management Strategies Strategy

Description

Potential Trip Reduction

Telecommuting

Employees perform regular work duties at home or at a work center closer to home, rather than commuting from home to work. This can be full time or on selected workdays. This can require computer equipment to be most effective.

82-91% (Full Time) 14-36% (1-2 day/wk)

Compressed Work Week

Schedule where employees work their regular scheduled number of hours in fewer days per week.

7-9% (9 day/80 hr) 16-18% (4 day/40 hr) 32-36% (3 day/36 hr)

Alternative Mode Subsidy

For employees that commute to work by modes other than driving alone, the employer provides a monetary bonus to the employee.

Bicycle Program

Provides support services to those employees that bicycle to work. Examples include: safe/secure bicycle storage, shower facilities and subsidy of commute bicycle purchase.

0-10%

On-site Rideshare Matching for HOVs

Employees who are interested in carpooling or vanpooling provide information to a transportation coordinator regarding their work hours, availability of a vehicle and place of residence. The coordinator then matches employees who can reasonably rideshare together.

1-2%

Provide Vanpools

Employees that live near each other are organized into a vanpool for their trip to work. The employer may subsidize the cost of operation and maintaining the van.

15-25% (company provided van with fee) 30-40% (subsidized van)

Gift/Awards for Alternative Mode Use

Employees are offered the opportunity to receive a gift or an award for using modes other than driving alone.

0-3%

Walking Program

Provide support services for those who walk to work. This could include buying walking shoes or providing lockers and showers.

0-3%

Company Cars for Business Travel

Employees are allowed to use company cars for business-related travel during the day

0-1%

Guaranteed Ride Home Program

A company owned or leased vehicle is provided in the case of an emergency for employees that use alternative modes.

1-3%

Time off with Pay for Alternative Mode Use

Employees are offered time off with pay as an incentive to use alternative modes.

1-2%

21-34% (full subsidy of cost, high alternative modes) 2-4% (half subsidy of cost, medium alternative modes)

Source: Guidance for Estimating Trip Reductions from Commute Options, Oregon Department of Environmental Quality, August 1996

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Motor Vehicle Improvement Plan Analysis of future conditions with the current (no-build) roadway network in place was discussed in Chapter 4. The majority of existing and future motor vehicle needs identified relate to the operation and safety of the Highway 20 corridor. Therefore, one of the key focuses of the motor vehicle improvement plan for this TSP update was the development of a preferred Highway 20 alternative. Other considerations were also accounted for in the motor vehicle improvement plan. This section describes the Highway 20 alternative analysis findings and the projects, costs, and performance of the Motor Vehicle Improvement Plan that implement the preferred alternative (i.e., the Highway 20 Alternate Route). Highway 20 Alternatives Analysis Alternatives analysis was performed for Highway 20 and included detailed transportation analysis, community feedback, and Project Advisory Committee (PAC) review and decision making. The alternatives analysis process is documented in detail in Appendix N and summarized below. Eleven possible alternatives were initially identified and included highway widening, alternate routes, couplets, and bypasses. These alternatives underwent a screening process, during which it was determined that both the Hood-Main Couplet and the Barclay-Locust Alternate Route alternatives would meet the forecasted long-term transportation needs of Highway 20 through the 2040 TSP horizon year. The PAC reviewed the alternatives analysis findings and unanimously selected the Barclay-Locust Alternate Route as the locally preferred alternative. This selection was made for four main reasons:

Cascade Avenue will continue to operate as the principal roadway during the majority of the year, and the Alternate Route would act as a flexible relief valve during peak congestion periods, which makes it a much better match with Sisters’ particular highly seasonal traffic patterns than would a couplet which permanently alters all traffic to deal with temporary congestion. While Cascade would continue to operate as the City’s principal roadway, its safety would be enhanced by the proposed street and curb improvements.

The Barclay-Locust Alternate Route alternative will have better flexibility in construction phasing and staging than the Hood-Main Couplet.

The Barclay/Locust Alternate Route would best respect and preserve existing local traffic patterns while reducing congestion in the downtown core and improving pedestrian safety overall (and especially near the Elementary School) than would a couplet.

The Barclay/Locust Alternate Route would best preserve the integrity and the pedestrianfriendly quality of the City’s downtown core, whereas the couplet would double the

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number of highway roads bisecting the downtown core and double the barriers to northsouth circulation through town. In a community open house on October 29, 2008, the PAC presented their decision to select the Barclay-Locust Alternate Route as the preferred alternative, and the majority of the attendees completing comment forms indicated that they agreed with the Project Advisory Committee’s recommendation for the Alternate Route concept. The proposed Motor Vehicle Plan is based on implementation of the Highway 20 Alternate Route as the preferred Highway 20 solution. Roadway Improvement Projects The improvements identified to meet 2040 system demand in Sisters include a combination of projects developed through coordination with the Project Advisory Committee (PAC), ODOT, Deschutes County, public involvement, and key stakeholder interviews. These improvements incorporate the Barclay-Locust Alternate Route and are shown in Figure 7-8. The Motor Vehicle Master Plan was determined is listed in Table 7-5. The Master Plan refers to the list of projects the City would like to construct if there were no financial constraint. However, until implementation measures are taken (such as an update to the City’s Capital Improvement Plan and implementation of necessary funding mechanisms), the Master Plan projects are not considered “reasonably likely to be funded” for Transportation Planning Rule (TPR) purposes. The cost estimates shown in the table were estimated using standard assumptions for new facilities. Further refinements should be made of these estimates prior to capital budgeting. Inclusion of an improvement project in the TSP does not commit the City or ODOT to allow, construct or participate in funding the specific improvement. Projects on the State Highway System that are contained in the TSP are not normally considered reasonably likely to be funded projects until they are programmed into the Statewide Transportation Improvement Plan (STIP). As such, projects proposed in the TSP that are located on a State highway cannot normally be considered mitigation for future development or land use actions until they are programmed into the STIP. However, the unique solution to Highway 20 capacity needs in Sisters that utilizes an ODOT/City partnering in construction and funding significantly increases the likelihood of State funding of improvements. Therefore, this plan assumes that the Highway 20 improvements that complement the Alternate Route are reasonable for the purposes of meeting Transportation Planning Rule (TPR) requirements in the development of a TSP (see OAR 045); however, this should not be confused to mean this alternative is considered reasonably likely under OAR 060 for purposes such as rezone studies. Unanticipated issues related to project funding, as well as the environment, land use, the economy, changes in the use of the transportation system, or other concerns may be causes for re-evaluation of alternatives discussed below and possible removal of a project from consideration for funding or construction. Highway projects that are programmed for construction may have to be altered or canceled at a later time to meet changing budgets or unanticipated conditions.

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Figure 7-8: Motor Vehicle Improvement Projects Sisters Transportation System Plan Motor Vehicle Plan | Motor Vehicle Improvement Plan

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Table 7-5: Motor Vehicle Master Plan Projects Project

Location Intersection US 20/ Barclay Dr

Description

Timeline

Install single-lane roundabout

Agency

Cost ($1,000’s)

Complete

US 20/ Locust St

Install single-lane roundabout with future expansion provisions

2021-2030

City/ ODOT

$ 3,400 to 4,500

US 20/ OR 126

Combine intersection with Buckaroo Trail and construct a multilane roundabout.

2021-2030

City/ ODOT

7,200

US 20/ Pine St

Install eastbound and westbound left-turn lanes

US 20/ Oak St

Install northbound and southbound right-turn lanes

Complete (The eastbound and westbound left-turn lanes were installed with the Cascade Avenue project. The intersection should be monitored to determine whether additional improvements are necessary in the future.) City/ 2021-2030 $ 20 ODOT

Construct single-lane roundabout

Development Driven

City/ ODOT

2,500

Realign Barclay Dr/Locust St to make continuous movement to/from west and south leg.

Development Driven

City/ ODOT

300

Provide new local street connection

Development Driven

City/ ODOT

6a 6b: Near Term Option 7

Barclay Dr/ Locust St

US 20/ Desperado Trail

Sisters Transportation System Plan Motor Vehicle Plan | Motor Vehicle Improvement Plan

TBD

December 2021 (Refinement) Page 7-28

Table 7-6: Motor Vehicle Master Plan Projects (Continued) Project

Location

Description

Timeline

Cost ($1,000’s)

Agency

Roadway

Barclay Dr from US 20 to Locust St, Locust St from Barclay Dr to US 20

Study Hwy 20/Barclay Dr and Hwy 20/Locust St

Widen Barclay Drive to 3-lane arterial section between Pine and Locust, smooth curvature, adjust driveways, install a landscape buffer (including street trees) on Locust to screen fronting homes. Additional ROW may be needed on Barclay Drive to include a multi-use path, as identified in the Pedestrian Plan and Bicycle Plan.

2019-2030

City/ ODOT

Near-term: The realignment of Barclay Drive may be completed in two phases if ROW for the multi-use path is not available. The first phase would complete the roadway realignment and the second phase would complete the multi-use path.

Roundabout feasibility study

Locust Street: Development Driven

Complete Total Costs

Sisters Transportation System Plan Motor Vehicle Plan | Motor Vehicle Improvement Plan

Barclay Drive: $ 750

$ $15,270

Total City Project Cost

1,527

Total ODOT Project Cost

13,743

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Eastside Circulation Refinement In 2016, the City of Sisters initiated a refinement effort of this TSP to refine and add details to the projects that address transportation circulation on the east side of the City. The purpose of this refinement was to:

Assess need for turn lanes at Pine Street and Larch Street along the Alternate Route

Evaluate intersection improvement concepts at the following intersections: o Barclay Drive/Locust Street o US 20/Locust Street (note: also address need to close or not close south leg and influence on Locust Street/Cascade Avenue) o US 20/OR 126 (including potential to relocate existing truck scales and/or provide for access to Creekside Campground) o Develop concept alternatives that address local circulation and access along US 20 and OR 126 east of Locust Street to City limits

To evaluate these objectives, the City engaged with a Project Advisory Committee (PAC) to review and comment on improvement alternatives. Further detail on this refinement effort, including the technical analysis conducted to evaluate alternatives and public feedback received, is included in Appendix S. Key outcomes from the refinement effort include:

Alternate Route: Confirmation of the need for a three-lane cross-section on Barclay Drive from Pine Street to Locust Street. The recommendation for a three-lane section on Locust Street between Barclay Drive and Highway 20 was refined to suggest the installation of left-turn lanes along the route as required by future development.

Intersection improvements: Identification of the following improvements:

Barclay Drive/Locust Street

Near-term: Realign Barclay Dr/Locust St to make a continuous movement to/from west and south leg. This option should be explored if capacity improvements are needed at the intersection but demand from the north or a potential future east leg do not require a full intersection improvement. Review of a mini-roundabout may also provide interim relief until funding for a full single-lane roundabout can be obtained.

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Long-term: Construct a single-lane roundabout. This option should be explored if capacity improvements are needed at the intersection and demand from the north or a potential future east leg require a full intersection improvement.

US 20/Locust Street

Near-term: Install a roundabout. The City and stakeholders prefer the installation of a roundabout at the intersection. Initial traffic forecasts and analysis indicate that a singlelane roundabout would operate acceptably through 2030, though further refinement should be conducted at the time of design and construction. The US 20 and Locust Street intersection went through a thorough 2011 feasibility study due to both safety and congestion issues. This feasibility study included polling Sisters’ citizens. Residents favored the roundabout solution over a traffic signal by 93 percent. Additional public outreach occurred with the 2018 City of Sisters Transportation System Plan (TSP) Update resulting in overwhelming support for a roundabout. The intersection improvement was identified to address continued safety and congestion needs. In addition, sustained backing from the community made this a high priority action item in the recently completed 2020 Sisters Country Vision Plan. Several alignments of this roundabout have been contemplated based on varying right-of-way needs. The trade-offs amongst these options are discussed further in Appendix S. The preferred roundabout alignment should be confirmed at the time of design and construction.

Retain south leg of intersection. The 2010 version of this TSP planned for the closure of the southern leg of this intersection to accommodate phasing needs of a potential traffic signal, which was subsequently replaced with the roundabout. Stakeholder input and updated traffic forecasts suggest this closure is not needed or desired. As such, this closure is no longer planned within the Sisters TSP.

Incorporate directional signage. With the tourist volumes through Sisters adaptive and responsive wayfinding signage will help manage travel between the downtown core area and the Alternate Route. To the extent practical, this should encourage trucks and through motorists to use the Alternate Route with informed travel time comparisons.

US 20/OR 126

Long-term: Combine intersection with Buckaroo Trail and install a roundabout. The combined intersection will simplify wayfinding for patrons of the businesses south of US 20 in the area. The roundabout will address long-term capacity needs for the intersection. Relocation of the truck scales should be evaluated as part of further project development.

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US 20 Corridor: Key projects

Roadway does NOT require a 4-lane cross-section east of Locust Street. In conjunction with the long-term intersection improvement at US 20/Locust Street, the need for three travel lanes across the Whychus Creek bridge should be evaluated. Current traffic forecasts suggest a two-lane cross-section would meet travel projections, though the configuration may require transitions into the adjacent intersection treatments.

A multi-use path should be provided on the north and south side of the corridor east of Locust Street to City limits.

A new local street connection should be evaluated on the south side of US 20 at the Desperado Trail right-of-way (near City limits). This connection would help with circulation into and out of the businesses on the south side of US 20. It is assumed this connection would be restricted to right-in, right-out.

Access should be limited to right-in, right-out at the US 20/Jefferson Street intersection in conjunction with construction of the long-term improvement at the US 20/Locust Street intersection.

Removed the desire to pursue an STA designation for the Cascade Avenue corridor. The outcome of the recent improvement project for the corridor accomplished what an STA designation was intended to achieve.

Alternative mobility standards should be pursued along US 20 to address increasing congestion at the Alternate Route connections of Barclay Drive and Locust Street. These Alternate Mobility standards should balance freight requirements, roadway safety, and peak seasonal mobility needs.

Motor Vehicle System Performance Based on the improvement identified for the Motor Vehicle Improvement Plan, traffic volume and operating conditions for the future year 30th-highest hour were analyzed to demonstrate compliance with ODOT, County, and City mobility standards. Figure 7-9 shows the forecast traffic volumes, and Table 7-6 lists the resulting operations performance, which assumes that roundabouts are installed at the Highway 20/Barclay Drive and Highway 20/Locust Street intersections. The operating conditions of roundabouts at these intersections were assessed within the roundabout feasibility study. As listed in Table 7-6, each study intersection would meet mobility standards with the proposed improvements. (2018 Update: Figure 7-9 and Table 7-6 reflect the volume and operational conditions forecasted at the time of the 2010 TSP. Updated volume and operational forecasts for the eight intersections evaluated as part of the 2018 refinement plan can be found in Appendix S.)

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Figure 7-9 Motor Vehicle Improvement Plan 2040 Volumes Sisters Transportation System Plan Motor Vehicle Plan | Motor Vehicle Improvement Plan

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Table 7-7: Forecast Study Intersection 30th HV Operating Conditions Jurisdiction

Mobility Standard

McKenzie HWY (OR 242)/McKinney Butte Rd

ODOT

McKenzie HWY (OR 242)/Hood St (OR 242)

Intersection

Intersection Performance Delay

LOS

V/C

10.9

A/B

0.11

ODOT

14.2

0.64

Santiam HWY (US 20/OR 126)/Rail Wy

ODOT

27.9

A/D

0.69

Santiam HWY (US 20/OR 126)/Barclay Dr (McKinney Butte Rd)

ODOT

23.1

0.67

Santiam HWY (US 20/OR 126)/Hood St (OR 242)

ODOT

17.1

B/F

0.52

Cascade Ave (US 20/OR 126)/Pine St

ODOT

30.0

B/D

0.67

Cascade Ave (US 20)/Elm St

ODOT

>50

A/F

0.61

McKenzie HWY (US 20/OR 126)/ Locust St (See Appendix S for 2018 update)_

ODOT

McKenzie HWY (US 20/OR 126)/ Buckaroo Trail (See Appendix S for 2018 update)_

ODOT

McKenzie HWY (OR 126) Creekside Ct (See Appendix S for 2018 update)_

ODOT

Barclay Dr/Pine St (See Appendix S for 2018 update)_

City of Sisters

Barclay Dr/Locust St (See Appendix S for 2018 update)_

City of Sisters

' DQG

Main Ave/Elm St

City of Sisters

12.3

A/B

0.10

Hood Ave/Elm St

City of Sisters

22.3

A/C

0.56

E Cascade Ave/Locust St

City of Sisters

>50

B/F

0.61

Delay = Average Stopped Delay per Vehicle (seconds) for worst approach LOS = Level of Service (Major Street/Minor Street) a b

V/C = Volume/Capacity Ratio (of worst movement) Bold Underlined values exceed standards

At all-way stop and signalized intersections, the LOS is reported for the entire intersection. For a two-way stop controlled intersection, the major street has the free movement and the minor street is stop controlled.

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Truck Route Designations Alternate Route Around Downtown Sisters The US 20 corridor is critical for moving freight to and from neighboring US 97 in order to access larger cities and destinations around the state of Oregon and the larger Pacific Northwest. The current bottleneck experienced at the US 20 and Locust Street intersection impedes the efficient movement of freight. This backed-up traffic creates long delays. This congestion and delays disrupt traffic flow on US 20 resulting in failed delivery time and increased cost. Additionally, freight traffic is expected to increase in the area over the coming years escalating these setbacks. As a result, efficient truck movement around Sisters plays a vital role in maintaining and developing Sisters and Central Oregon’s economic base as Highway 20 is a key freight corridor for the region. Well planned truck routes can provide for the economical movement of raw materials, finished products, farm & ranch livestock, and other services and products. Trucks moving from industrial areas to regional highways or traveling through Sisters are different than trucks making local deliveries. The transportation system should be planned to accommodate this goods movement need. The establishment of the Alternative Route provides the efficient movement of through trucks while at the same time maintaining neighborhood livability, public safety, increasing downtown vitality, and minimizing maintenance costs of the roadway system. The proposed truck routes, with the completion of the Alternate Route, are shown in Figure 7-10. The plan is aimed at addressing the through movement of trucks, not local deliveries. The objective of this route designation is to allow these routes to focus on design criteria that is “truck friendly”, (i.e., 12-foot travel lanes, longer access spacing, 35-foot (or larger) curb returns and pavement design that accommodates a larger share of trucks). While the truck routes are designated for both Highway 20 and the Alternate Route (Locust Street and Barclay Drive), the local preference would be to require trucks to use the Alternate Route in the future to allow more design flexibility on Cascade Avenue.

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Figure 7-10: Truck Routes Sisters Transportation System Plan Motor Vehicle Plan | Truck Route Designations

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Chapter 8. Other Modal Plans

Introduction This chapter addresses transportation plans for three modes not covered in Chapters 5, 6, or 7. These three modes are transit, rail, and air.

Transit Transit is a transportation mode with many critical purposes in serving various needs throughout the region. CET has established fixed transit routes between Sisters and Bend and Sisters and Redmond with three shuttles per day in each direction. The route to Bend serves 1,034 riders annually, and the route to Redmond serves 6,532 annual riders. Additionally, CET provides diala-ride service to all residents of the Sisters area on a demand-responsive basis. Long-range regional transit planning has been conducted by COIC with stakeholder input from the City of Sisters. This regional transit planning recognizes the role that transit service provides throughout the Central Oregon area in connecting residents to goods and services within the surrounding communities. This planning identified Sisters transit needs to include expanded Dial-a-Ride coverage and local circulating transit service (potentially as vanpools).The Transit Master Plan also identifies the East Portal (triangular land area bounded by US 20, Hood Street, and OR 242) within Sisters as a potential location for a mobility hub, which would serve as a centralized service location for Community Connector transit service, vanpools, car sharing, secure short and long-term parking, and park-and-ride service. This smaller-scale secondary hub within the COIC system would help to consolidate modal options for a variety of transit and micro-transit modes. In addition, the City should continue to coordinate with Central Oregon Intergovernmental Council (COIC) to pursue grant funding as appropriate to provide additional options for new regional transit to other locations of interest including Black Butte Ranch, Camp Sherman, Suttle Lake, Hoodoo Ski Resort, and Santiam Pass. The Federal Lands Access Program (FLAP) is a potential funding source for transit service to these areas. Multi-jurisdictional support from COIC, City of Sisters, Deschutes County, Jefferson County, and Linn County as well as from ODOT, Chambers of Commerce and owners/tenants of these destinations would be necessary for a successful FLAP grant. Additionally, House Bill 2017 developed the Statewide Transportation Improvement Fund (STIF), which provide funding for improvements to public transportation options.

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Sisters will work with agency partners to improve transit service for area residents through local facilities and expansion of the Community Connector System.

Rail There are no rail facilities planned in or near the City of Sisters. Therefore, no plan is needed.

Air Air facilities provide a long-distance mode for traveling to and from the City of Sisters. The Sisters Eagle Air Airport is a privately owned airport located within City limits. The airport property was annexed in 2014. It is classified as a category 4 airport in the Oregon Aviation Plan 20, is open to the public, and has a landing fee. In addition, the runway is in good condition. On average, the airport operates twenty-seven times a week with a majority of use coming from general aviation. Other passenger and freight air transportation is available in Redmond at the Roberts Field Airport and in Bend at the Bend Municipal Airport. Both airports are approximately 25 miles away. No additional facilities are considered necessary within Sisters.

20 Oregon Aviation Plan, Oregon Department of Transportation Aeronautics Division, February 2000.

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Chapter 9. Financing

Introduction This chapter discusses funding sources available to the City of Sisters for financing the construction and maintenance of its transportation infrastructure improvements. The costs for the elements of the transportation system plan are outlined and compared to the potential revenue sources. Options are discussed regarding how costs and revenues can be balanced.

Current Funding Sources The City of Sisters currently uses various funding sources to pay for the maintenance and construction of its transportation infrastructure. These sources include the Street Fund, the Urban Renewal Fund, and Street SDC Fund. Street Fund The City of Sisters Street Fund includes state and local funding sources. The principal state source is the State Highway Trust Fund, which is made up of various taxes and fees on fuel, vehicle licenses, and permits that are collected by the State of Oregon. A portion of the fund is dispersed annually to cities and counties throughout the state based on a formula that accounts for the relative population size and number of registered vehicles. By statute, the money received from the State Highway Trust Fund must be used for road-related expenses. The City Street Fund also includes local funding sources, which include a $.03/gallon local gas tax and other fees (including utility franchise, inspection, and street permit fees). This money is principally used for maintenance and operations. If needed, the Street Fund can also receive transfers in from the City of Sisters General Fund, which receives revenue primarily from property taxes, franchises, business licenses, state shared revenues, user charges, and any other miscellaneous taxes and fees imposed by the City at the direction of the City Council The street fund currently has revenues of approximately $665,000 per year. This includes both state and local funding sources. With the passage of the HB 2017, the City expects to receive approximately $20,000 more revenue in 2018/19 fiscal year and $7,500 more revenue per year until 2027. The City also estimates that on average, it expects its revenue to increase at a rate of approximately 3 percent per year. Based on these projections, the Street Fund will have brought in approximately $7.5 million in revenue by the year 2030, most of which will be used for ongoing program and operational costs and not for new construction. A detailed breakdown of the anticipated revenue stream for the City is provided in Appendix R.

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Urban Renewal District An Urban Renewal District (URD) is a tax-funded district within the city. The URD is funded with the incremental increases in property taxes that result from the construction of applicable improvements, some of which may be transportation related. As desired, the funds raised by a URD can be used for, but are not limited to, transportation projects. The City of Sisters created an URD for its downtown core in 2003. The primary purpose in creating the URD was to make Sisters’ downtown area more pedestrian and bicycle friendly (goals established in the City’s 2001 TSP). Four of the URD goals address the downtown transportation network:

Strengthen downtown Sisters’ role as the heart of the community

Improve vehicular and pedestrian circulation through and within the downtown to accommodate both through traffic and downtown patrons

Promote a mix of commercial and residential uses oriented to pedestrians

Enhance the pedestrian environment on streets and in public parks, a town square, and other public gathering places

The plan envisioned that of the $9.7 million authorized, approximately $3.5 million would be spent on streetscape and parking improvements. Of this $3.5 million, approximately $1. 1 million was used for the two applicable TSP action plan projects (i.e., the Cascade Avenue and Main Avenue streetscape improvements listed in the pedestrian action plan which have been completed). An additional $170,000 is estimated to be available for the Adams Avenue Streetscape Improvements. Some of the urban renewal funds have already been used for the recent East Cascade Avenue realignment project at the intersection of East Cascade Avenue and Highway 20. This improvement has vastly improved the pedestrian environment on the east end of the downtown core and corrected the problematic five-legged intersection. Transportation System Development Charges Transportation System Development Charge (SDC) fees are a funding source collected from new development. While the methodologies for determining the charge may vary, a commonly used method is to use the estimated p.m. peak hour vehicle trips generated by a proposed development. The revenue raised can be used to fund projects that increase the transportation system’s capacity but not for projects that target maintenance or operations. The City of Sisters’ current SDC rate is $1,016 per p.m. peak hour trip. By comparison, the SDC rate for Redmond is $3,876 per p.m. peak hour trip and for Bend is $4,928 per p.m. peak hour trip.

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In the 2017/18 fiscal year, the Sisters Transportation SDC fund budget is approximately $850,000. Based on an estimated growth 21 of 4,470 p.m. peak vehicle trip ends generated in Sisters through the year 2040, the City can expect to receive $1.2 million in SDC revenues over the next 12 years if they maintain their current SDC rate. This is approximately $100,000 per year. Therefore, a total of $2.050 million would be available through 2040. State and Federal Grant Opportunities The City has recently increased its research and applying for a variety of grants at the state and federal level. These additional funds primarily offset design and engineering plan development. These limited opportunities exist primarily through the Oregon Department of Transportation and the U.S. Department of Transportation. Note: grant awards cannot be counted on as a reliable funding source due to the strong competition for limited money. Summary Under the above funding programs, the City of Sisters is expected to collect approximately $10.3 million for street construction and repair over the next 20 years (i.e., through 2040). This includes the starting SDC balance of approximately $850,000. Table 9-1 lists the current transportation funding levels by source, including recent annual revenues and any unallocated balances or available funds from previous years. Table 9-1: Estimated Transportation Revenues through 2040 (2018 Dollars) Funding Source Street Fund

Estimated Revenues (in $1,000’s) 2018 Balance $

Annual Amount $

665

Urban Renewal District System Development Chargesa Total Revenues through 2040 (2008 Dollars) a

850

100

22-Year Total $

8,075

170

2,050

10,295

Based on 4,470 new future peak hour trips generated within the City, for a total of 9,610 PM peak hour trips (see Appendix I).

Transportation Costs This section presents the costs expected to be incurred by the City of Sisters in order to fund transportation infrastructure construction and maintenance through the year 2040. The costs of the projects and programs that are on the Pedestrian Action Plan, Bicycle Action Plan, and Motor Vehicle Action Plan are included in the estimates because they have the highest short-term need 21 The trip growth in Sisters was estimated based on land use forecasts for full urban growth boundary (UGB) build-out.

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for implementation and are likely to be funded. However, additional implementation actions will be required (e.g., updating the City’s CIP and SDC) to allow these projects to be considered reasonably likely for the purposes of such as rezone studies that must comply with OAR 660012-0060. In addition, the costs of planning, operations, and maintenance are included in the estimates. All estimates are in 2018 dollars and are considered “planning level” versus “design level.” Each cost will need further refinement as time advances and projects are pursued. Action Plan Costs Motor vehicle, pedestrian, and bicycle Action Plan cost estimates are listed in Table 9-1. These costs account for the physical construction of the projects. More detailed costs (by project) are given previously by mode in Chapters 5, 6, and 7 in conjunction with Master and Action Plan listings. All estimates are based on 2018 dollars, the last available funding cycle numbers that are available. City Planning, Operations, and Maintenance Costs On-going planning, operation, and maintenance costs are incurred by the City of Sisters as City staff work on transportation related projects and as the associated materials and services are purchased by the City. These transportation costs play the important role of ensuring continued serviceability of the transportation system. The City divides these costs into three categories: roadway maintenance, materials & services, and personnel services. Roadway maintenance helps to provide continued roadway pavement quality, and it is estimated that approximately $150,000 per year would allow the City to stay up-do-date on its roadway maintenance needs. Materials and services include roadway maintenance, snow removal, street cleaning, contracted services, and other miscellaneous costs; these costs are estimated to total approximately $280,000 per year. Capital Outlay costs for overlays and other capital projects are estimated at $130,000 per year. Personal services include City staff labor on transportation related projects; these costs are estimated at approximately $260,000 per year. Overall, the City expects to incur approximately $670,000 per year (and approximately $8.04 million through the year 2040) to pay for transportation network planning, operations, and maintenance. These costs are shown in Table 9-2. Total Transportation Costs Total transportation costs expected to be incurred by the City of Sisters through the year 2040 are listed in Table 9-2. The estimated $30.3million for both capital projects and maintenance costs exceeds the expected revenue estimate of $10.3 million through 2030. Alternative sources to address this funding deficit for are discussed in the next section.

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Table 9-2: Estimated Transportation Costs through 2040 (2018 Dollars) Transportation Element (by Project Type)

Estimated Cost (in $1,000’s)

Action Plan Projects Motor Vehicle

15,270

Pedestrian

3,768

Bicycle

3,176

Total Capital Projects

22,214

Materials & Services ($ 280,000 per year)

3,360

Capital Outlay ($130,000 per year)

1,560

Personal Services ($260,000 per year)

3,120

Total Planning, Operations, and Maintenance Programs

8,040

30,254

Planning, Operations, and Maintenance Programs and Services

Total Costs through 2040 (2018 Dollars)

New Funding Sources The City of Sisters must incorporate new (or increase its existing) funding sources in order to construct all of the transportation improvement projects listed in the Motor Vehicle, Pedestrian, and Bicycle Action Plans and to provide transportation maintenance and operations services through the year 2040. It is important to develop a consensus in the community that supports needed transportation improvements. In most communities where time is taken to build a consensus regarding a transportation plan, funding sources can be developed to meet the needs of the community. Any potential funding source is constrained based on a variety of factors, including the willingness of local leadership and the electorate to burden citizens and businesses, the availability of local funds to be dedicated or diverted to transportation issues from other competing City programs, and the availability and competitiveness of state and federal funds. Nonetheless, it is important for the City to consider all of its options and understand where its power may exist to provide and enhance funding for its Transportation programs. This section describes several potential sources, including local taxes, fees, assessments, direct appropriations, grants, and debt financing. Many of these sources have been used in the past by other agencies in Oregon, and in most cases, these funding sources, when used collectively, are sufficient to fund transportation improvements for local communities.

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ODOT Contribution Projects on the State Highway System that are contained in the TSP are not normally considered “reasonably likely” to be funded projects until they are programmed into the Statewide Transportation Improvement Plan (STIP). As such, projects proposed in the TSP that are located on a State highway cannot normally be considered mitigation for future development or land use actions until they are programmed into the STIP. However, the unique solution to Highway 20 capacity needs in Sisters that utilizes an ODOT/City partnering in construction and funding significantly increases the likelihood of State funding of improvements. Therefore, this plan assumes that the Highway 20 improvements that complement the Alternate Route are reasonable for the purposes of meeting Transportation Planning Rule (TPR) requirements in the development of a TSP (see OAR 045); however, this should not be confused to mean this alternative is considered reasonably likely under OAR 060 for purposes such as rezone studies. Additional implementation steps will be required by ODOT (with City coordination) to pursue adding the Alternate Route improvements to ODOT’s STIP or to identify other funding sources. Employment Taxes Employment taxes may be levied to raise additional funds. For example, in the Portland region, payroll and self-employment taxes are used to generate approximately $145 million annually. The City of Portland has chosen to earmark these funds for TriMet transit operations. Local Gas Taxes A local gas tax is another funding option that is currently used. This tax was adopted by a public vote. It is a means by which the City’s transportation program costs can be spread out among the most users. This is especially due to the geography and political boundaries of Sisters where so many residents live outside the city limits and given the large amount of tourist and visitor travel in and through Sisters. Street Utility Fee Street utility fees are recurring monthly or bi-monthly charges that are paid by all residential, commercial, industrial, and institutional owners and tenants for use of the road infrastructure. The fees are typically charged proportionate with the amount of traffic generated and are billed through an existing City utility billing system (e.g. water bills). Establishing user fees to fund applicable transportation activities and/or capital construction ensures that those who create the demand for service pay for it proportionately. The street utility fee could be a backbone of the City’s operations and maintenance funding approach because it can provide a stable source of dedicated revenue useable for transportation system operations and maintenance and/or capital construction. A street utility fee can be formed by Council action and does not require a public vote, but is also subject to a referendum.

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Exactions Exactions are roadway and/or intersection improvements that are funded by developers as conditions of development approval. Typically, all developers are required to improve the roadways along their frontage upon site redevelopment. In addition, when a site develops or redevelops, the developer may be required to provide off-site improvements depending upon the expected level of traffic generation and the resulting impact to the transportation system. Assessments Assessments are another source of transportation funding and include a Local Improvement District (LID) and other special assessments. Local Improvement District The City may set up Local Improvement Districts (LIDs) to fund specific capital improvement projects within defined geographic areas, or zones, of benefit. LIDs impose assessments on properties within its boundaries and may only be spent on capital projects within the geographic area. Because LIDs may not fund ongoing maintenance costs, they require separate accounting. Furthermore, because citizens representing 33 percent of the assessment can terminate a LID and overturn the planned projects, LID projects and costs must meet with broad approval of those within the LID boundaries. Special Assessments A variety of special assessments are available in Oregon to defray costs of sidewalks, curbs, gutters, street lighting, parking, and central business district (CBD) or commercial zone transportation improvements. These assessments would likely fall within the Measure 50 limitations. Direct Appropriations The City can also seek direct appropriations from the State Legislature and/or U.S. Congress for transportation capital improvements. There may be projects identified in the Plan for which the City may want to pursue these special, one-time appropriations. Grants The City of Sisters should continue to actively pursue state or federal grants in particular to complete the pedestrian and bicycle projects that are in the TSP’s Action Plan. Grant opportunities include funding for pedestrian, bicycle, Intelligent Transportation System (ITS), and safe routes to school improvements. Appendix Q describes in detail grant opportunities that should be considered by the City to implement pedestrian and bicycle improvements. The list of these grant opportunities includes:

Federal Funding Sources

Highway Safety Improvement Program

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Transportation Enhancements

Recreational Trails Program

Safe Routes to School (SR2S)

New Freedom Initiative

Community Development Block Grants

Land and Water Conservation Fund

Transportation, Community and System Preservation Program

State Funding Sources

Oregon Transportation Infrastructure Bank

Oregon Special Transportation Fund

Oregon Bicycle and Pedestrian Program Grants

Oregon Pedestrian Safety Mini-Grant Program

Oregon Business Energy Tax Credits (BETC)

American Greenways Program

Bikes Belong Grant Program

Note: grant awards are not a reliable funding source due to the strong competition for limited money, but the City is actively researching and pursuing grant opportunities.

Statewide Transportation Improvement Fund (STIF) Oregon House Bill 2017 established a dedicated funding source for expanding transportation service in Oregon, referred to as the STIF. Funds from this program will be distributed to counties, but cities, such as Sisters, will be eligible to receive funding to improve public transportation options. Debt Financing While not a direct funding source, debt financing is another funding method. Through debt financing, the immediate impacts of significant capital improvement projects can be mitigated and project costs can be spread over the projects’ useful lives. Though interest costs are incurred, the use of debt financing can serve not only as a practical means of funding major improvements, Sisters Transportation System Plan Financing | New Funding Sources

December 2021 (Refinement) Page 9-8

but is also viewed as an equitable funding source, spreading the burden of repayment over existing and future customers who will benefit from the projects. One caution in relying on debt service is that a funding source must still be identified to fulfill annual repayment obligations. Two methods of debt financing are voter-approved general obligation bonds and revenue bonds. Voter-Approved General Obligation Bonds Subject to voter approval, the City can issue General Obligation (GO) bonds to debt finance capital improvement projects. GO bonds are backed by the increased taxing authority of the City, and the annual principal and interest repayment is funded through a new, voter-approved assessment on property throughout the City (i.e., a property tax increase). Depending on the critical nature of projects identified in the Transportation Plan and the willingness of the electorate to accept increased taxation for transportation improvements, voter-approved GO bonds may be a feasible funding option for specific projects. Proceeds may not be used for ongoing maintenance. Revenue Bonds Revenue bonds are debt instruments secured by rate revenue. In order for the City to issue revenue bonds for transportation projects, it would need to identify a stable source of ongoing rate funding. Interest costs for revenue bonds are slightly higher than for general obligation bonds due to the perceived stability offered by the “full faith and credit” of a jurisdiction. Recommended New Sources In order to fund the transportation projects on the Motor Vehicle, Pedestrian, and Bicycle Action Plans as well as ongoing operations and maintenance—and if the City desires to achieve its financial management goals of having the Street Fund self-sustaining—new revenue sources for transportation must be found. It is recommended that the City consider updating its transportation SDC to cover the new City funded capital projects identified in the TSP. This would help to ensure that local growth pays its fair share of new transportation facilities that are required to serve this planned development. In addition, the City should actively pursue grants and other special program funding in order to mitigate the costs to its citizens of transportation capital construction. Rate revenues are another option and can secure revenue bond debt if used to finance capital improvements. Developer exactions may also be considered as a funding mechanism for roadway improvements that are located along the frontage of a site where there is a potential for development or redevelopment. The additional revenues raised from these recommended sources are shown in Appendix R. The total revenue raised would be expected to generate sufficient resources to fully fund the capital improvement projects listed in the Motor Vehicle, Pedestrian, and Bicycle Action Plans.

Sisters Transportation System Plan Financing | New Funding Sources

December 2021 (Refinement) Page 9-9

Chapter 10. Implementation

Introduction This chapter will discuss the implementation plan for this Sisters Transportation Systems Plan (TSP). It will be completed at a future time by City of Sisters staff in conjunction with the code development process. On May 14, 2015, City Council approved revisions to this document which eliminates all policy references to back in diagonal parking.

Sisters Transportation System Plan Implementation | Introduction

December 2021 (Refinement) Page 10-1

SELLER DISCLOSURES

ADDITIONAL DOCUMENTS

Suzanne Carvlin <suzanne@homeinsisters.com>

Downtown Commercial Lot Questions Emelia Shoup <eshoup@ci.sisters.or.us> Fri, Jul 21, 2023 at 11:47 AM To: "suzanne@homeinsisters.com" <suzanne@homeinsisters.com>, "maddiefischer.realtor@gmail.com" <maddiefischer.realtor@gmail.com> Cc: Matt Martin <mmartin@ci.sisters.or.us> HI Suzanne and Maddie,

On behalf of Matt, I am responding to your list of questions as best as I can on short notice. See my response below in purple.

Thanks, Emme

Emme Shoup (she/her) Associate Planner City of Sisters | Community Development Dept. PO Box 39 | 520 E. Cascade Ave., Sisters, OR 97759 Direct: 541-323-5216 | City Hall: 541-549-6022 eshoup@ci.sisters.or.us | www.ci.sisters.or.us

This email is public record of the City of Sisters and is subject to public inspection unless exempt from disclosure under Oregon Public Records Law. This email is also subject to the City’s Public Records Retention Schedule.

From: Matt Martin <mmartin@ci.sisters.or.us> Sent: Friday, July 21, 2023 11:21 AM To: Emelia Shoup <eshoup@ci.sisters.or.us> Subject: FW: Downtown Commercial Lot Questions

FYI

Matthew Martin, AICP Principal Planner City of Sisters | Community Development Dept. PO Box 39 | 520 E. Cascade Ave., Sisters, OR 97759 Desk: 541-323-5208 | City Hall: 541-549-6022 mmartin@ci.sisters.or.us | www.ci.sisters.or.us

From: Suzanne Carvlin <suzanne@homeinsisters.com> Sent: Wednesday, July 19, 2023 12:36 PM To: Matt Martin <mmartin@ci.sisters.or.us>; Maddie - Madeleine Maddie Fischer <maddiefischer.realtor@gmail.com> Subject: Downtown Commercial Lot Questions

Hello Matt,

Maddie Fischer and I (Suzanne Carvlin) are listing the two land lots that Chief Roger Johnson has on Cascade. 371 and 361 West Cascade Avenue.

We have a few questions for your team as we would like to get as many general answers together before we begin getting a lot of phone calls.

One question for marketing is, has ODOT or the city done a recent traffic account on how many cars go up and down Cascade as a study for the road use/impact that we could also use for approximate traffic? We would use this information for what one could expect to drive past their business on Cascade Avenue.

As a side note for our other lots, do you know if this has been done for Hood Avenue? Kathryn Daniel's 2 parcels/3 lots are our listings on the corner of Hood and Pine.

The City does not have these traffic counts readily available, as far as I am aware. The best resource I can provide you is the Sisters Transportation System Plan that was last updated in December 2021. https://www.ci.sisters.or.us/sites/default/files/fileattachments/public_works/ page/22579/sisters_tsp_update_12.2021_no_appendix_05.16.22_website.pdf

Per Chief Johnson, he shared this:

"Questions I have heard from several callers and things to be prepared to address: 1. Lots seem small but they are zero lot line so people can use full 30 ft width and depth. The front setback is a minimum 5 feet. Some features are allowed to overhang into the front as described in the Sisters Dev Code Chapter 2.4, but not encroachments or overhangs are allowed over the sidewalk.

2. Residential over commercial seems to be common theme of use. Mixed-use commercial and residential development standards can be found here: https://www.codepublishing.com/OR/Sisters/#!/SistersDevCode02/ SistersDevCode0215.html#2.15.1200

3. Pinning the city down on sdc credit for 371 west cascade would be helpful. 371 W Cascade Avenue was previously developed with a retail/personal services use. Replacement or change of use on that property that does not increase the parcel’s or structure’s use is exempt from all portions of SDC fees. However, let’s say a mixed-use commercial/residential building is constructed on the lot, this is a change of use in which SDC fee charges will be calculated based on the intensity of the new use minus the difference of what was previously existing. Some amount of SDCs will likely be applicable with new development on 371 W Cascade Ave.

Below is the applicable code for SDC fee charges. 13.25.110 Exemptions. (1) Structures and uses established and existing on or before the effective date of the resolution. (2) Additions to single-family dwellings that do not constitute the addition of a dwelling unit, as defined by the city’s building code, are exempt from all portions of the system development charge. (3) An alteration, addition, replacement or change in use that does not increase the parcel’s or structure’s use of a capital improvement is exempt from all portions of the system development charge. [Ord. 300 § 9, 2000; Ord. 243 § 11, 1991. Code 2002 § 13.20.110].

https://www.codepublishing.com/OR/Sisters/#!/Sisters13/Sisters1325.html#13.25.110

4. I am not sure if someone can build 3 story or not but I believe so. Basement is also an option." Please refer to the building height standards and building height exceptions in SDC 2.4: https://www.codepublishing.com/OR/Sisters/#!/SistersDevCode02/ SistersDevCode0204.html#2.4

Our questions:

When we look at the downtown commercial code, if one had two buildings one on each lot, would each building go to the lot line? Would a firewall need to be in between or would a gap exist between the buildings?

Please refer to the setback standards in SDC 2.4: https://www.codepublishing. com/OR/Sisters/#!/SistersDevCode02/SistersDevCode0204.html#2.4 It is very likely that a firewall is required for that type of development. Please refer to Deschutes County Building Division with building code inquiries.

One of the lots has a stub with the new utilities and the other has disconnected utilities from when the building was removed. We will look at the lots today, but we think the credits go with 371 nearest the Chocolate Shoppe. Can you please share the utility credit amount to a buyer for the lot that has disconnected utilities? I do not have the information available in this moment to confirm the existing utility size – but Roger Johnson should know that information.

These utility credits will be at the value of the existing water meter size on the property, as calculated in the fiscal year that the building permit is issued.

For example, if there is an existing ¾” water meter serving 371 W Cascade, and new development proposes a 1” water meter, then the difference in SDC fees would be $15,197 - $9,117 = $ 6080 new SDC fees for water and sewer required.

Parks and transportation SDC fee credits will still apply for development that exceeds the intensity of the previous use on the property.

See the SDC fee calculation worksheet here: https://www.ci.sisters.or.us/ sites/default/files/fileattachments/community_development/page/13299/ fillable_how_to_calculate_sdcs_07.01.23.pdf

Do you have a list of general questions most commercial land people ask you? I do have a link to the downtown commercial zoning. I do not have an FAQ sheet for development in the downtown commercial district. Each lot is unique and complicated – so it is important to have specific questions and context.

Is a 3rd story option being considered within a height maximum? I have heard of commercial developments contemplating a third story in the DC zone, however, Deschutes County Building Division would be the entity to contact with building code inquiries. Please refer to the building height standards in SDC 2.4: https://www.codepublishing. com/OR/Sisters/#!/SistersDevCode02/SistersDevCode0204.html#2.4

Would you happen to have a worksheet to approximate how many parking spots are needed depending on how many people are intended to visit a future business? A rough count if it was an office versus if it was a hotel versus if it was a flower shop/busy retail or a restaurant? Please refer to Table 3.3.300.A Minimum Required Parking By Use for parking requirements: https://www.codepublishing.com/OR/Sisters/#!/SistersDevCode03/ SistersDevCode0303.html#3.3

We will call 811 Call-Bbefore-You-Dig before we put our big sign up. We have two lots, and we are doing two square signs based on the city sign allowance on each lot making a "V" shape so it can be seen coming and going. There will be a QR code and a phone number so it is easy for people to get information.

No sign permit is required for real estate signs, as long as it is less than 6 feet in height and less than 12 SF in size. See the code below. 3.4.500 Permit Exceptions A.

The following signs or procedures shall not require a sign permit: 3.

Real estate sign not exceeding twelve (12) square feet in area and six (6) feet in height, and unlighted

which advertises the sale, rental or lease of the premises upon which the sign is located. Such signs shall be removed no later than fourteen (14) days after the sale or lease of, or expiration of the listing for such property.

[Quoted text hidden]

FYI ---------- Forwarded message --------From: Scot Langton <Scot.Langton@deschutes.org> Date: Mon, Jul 24, 2023 at 9:08 AM Subject: RE: 361, and 371 w cascade avenue sisters To: Roger Johnson <sistersrogerj@gmail.com>

Hi Roger, Yes, a new tax lot/account has been created. Therefore there will be a tax statement for this new account this November. Values won the new FY23/24 Tax Roll – which is in the first part of October. If you’d like an ‘estimate’ on what those values will be please give me a call Scot

Suzanne Carvlin <suzanne@homeinsisters.com>

Fwd: Cascade Cottages! 1 message Roger Johnson <sistersrogerj@gmail.com> To: Suzanne Carvlin <suzanne@homeinsisters.com>

---------- Forwarded message --------From: Roger Johnson <sistersrogerj@gmail.com> Date: Wed, Mar 8, 2023 at 8:30 AM Subject: Re: Cascade Cottages! To: Matt Williams <matt@carowles.com> Matt Can we move this mornings meeting to virtual? Roger On Mon, Mar 6, 2023 at 9:54 AM Matt Williams <matt@carowles.com> wrote: Yes sir, that works for us!

Ma Williams c.571-991-7998

From: Roger Johnson <sistersrogerj@gmail.com> Sent: Monday, March 06, 2023 9:54 AM To: Matt Williams <matt@carowles.com> Subject: Re: Cascade Cottages!

That works for me. Does in person work for you at your office?

On Mon, Mar 6, 2023 at 9:52 AM Matt Williams <matt@carowles.com> wrote: Great. How about 9:00? I can send an invite…

Ma Williams c.571-991-7998

Thu, Jul 20, 2023 at 6:56 PM

From: Roger Johnson <sistersrogerj@gmail.com> Sent: Monday, March 06, 2023 9:51 AM To: Matt Williams <matt@carowles.com> Cc: Ryan Byrne <ryanb@carowles.com> Subject: Re: Cascade Cottages!

Let’s lock in Wednesday morning if we can. What time works best for you

On Mon, Mar 6, 2023 at 9:48 AM Matt Williams <matt@carowles.com> wrote: Hi Roger, yes, of course! We’re available tomorrow and Wednesday morning, or anytime Thursday. I’m adding Ryan Byrne to the chain, it’ll be useful to have his input as well.

--Ma .

Ma Williams c.571-991-7998

From: Roger Johnson <sistersrogerj@gmail.com> Sent: Monday, March 06, 2023 9:29 AM To: Matt Williams <matt@carowles.com> Subject: Re: Cascade Cottages!

Matt Do you have any time this week to meet and discuss site plans and basic floor plans. I spent some time on it this weekend and I may want to move to all single story units but want to discuss with you. Roger

On Fri, Mar 3, 2023 at 10:57 AM Matt Williams <matt@carowles.com> wrote: Morning Roger, it looks like you’ve been busy out there! I wanted to touch bases with you on any movement regarding the arborist, or if there was any headway on parking. I drew up some spaces adjacent, but I’m left wondering about the beneﬁt of constructing them versus buying parking credits.

We’ve also been working out some preliminary ﬂoor plan options. Their purpose is to make sure the building sizes work with the site, and to prompt input and feedback so we can further develop the designs. Once the footprint/square footages are set, we can work on preliminary exterior elevations and themes, and start coordinating door and window placement. We’re interested in ge ing some feedback on the layouts, sizes, bedroom/bathroom quantities, extra features. Here are a few questions from our building group:

a. Please verify what themes you’d like to start with for the buildings. Church, school house, saloon, sheriff, bank, general store b. Overall layout size – make them roomy or as tight/efficient as possible, or somewhere in between? c. Bedroom sizes – tight, roomy, size & number of beds desired? We can fit (2) full beds in the upstairs room for the 2-story option. d. Bathroom quantities – is 1 bath okay for 2 bedrooms? If we go to 3 bedrooms (Option B), we should add a 2nd bathroom. e. Kitchen/kitchenette/coffee bar? Maybe it varies across units? f. Gas fireplace/insert (propane) g. Tub/shower or shower preference? h. Seating area? i. Flooring preference in mind for 1st or 2nd floors? Wood floor/carpet/vinyl/tile range? We’re not doing concrete right? j. For the 2-story units, I think a couple options make sense for a mechanical system. We can go with mini-split heat pump system, and use gas fireplaces and cadet/electric wall heaters as backup heat. The building code also requires ventilation/fresh-air so they’ll end up with additional equipment to achieve that. The other option is a traditional furnace system with AC. Once we get a little further down the road, I think it would make sense to price the two options with a mechanical contractor.

If you’re ready, we’d be happy to set up a time to call or meet and review. Let me know your thoughts, and if I don’t hear from you, have a great weekend!

--Ma .

Ma Williams 1345 NW Wall Street, Suite 200 Bend, OR 97703 o.541.585.2207 c.571.991.7998 www.carowles.com

The information transmi ed in this e-mail message and a achments, if any, may contain conﬁdential material, and is intended only for the use of the individual or entity named above. Distribution to, or review by, unauthorized persons is prohibited. In the event of the unauthorized use of any material in this transmission, neither C A Rowles Engineering nor the sender shall have any liability and the recipient shall defend, indemnify and hold harmless the sender, C A Rowles Engineering and its principals, agents, employees and subconsultants from all related claims and damages. The recipient understands and agrees that any use or distribution of the material in this transmission is conditioned upon the acceptance of the terms stated in this disclaimer. If you have received this transmission in error, immediately notify the sender and permanently delete this transmission including a achments, if any.

ADDITIONAL DOCUMENTS

LOCAL ATTRACTIONS

The City of Sisters History The town of Sisters derives its name from the three prominent Cascade peaks that grace the southwestern skyline: Faith, Hope, and Charity, collectively known as the Three Sisters. A very old story suggests that the mountains were named in the 1840s by members of a Methodist mission based in Salem. Others credit trappers who frequented the region in the early part of the 19th century. The town was officially christened when the post office at Camp Polk, some three miles to the north, closed in 1888 and was moved to the future town of Sisters. The new post office was moved to a store owned by John Smith, and local residents were invited to submit names for the new facility. Local merchant Jacob Quilberg's entry was accepted by the US Postal Department, and the handful of wood frame buildings lying at the junction of the Santiam and McKenzie roads officially became known as Sisters. Sheep traffic over the Santiam wagon road was responsible for the early growth of settlement. Then on July 10, 1901, two enterprising brothers, Alex and Robert Smith, officially platted the City of Sisters. As the only town between Prineville and the mountains, the newly platted town grew quickly. By 1904 the Prineville Herald wrote of Sisters, "there are two good stores, a hotel, blacksmith shop, saloon, real estate office, livery barn and a splendid schoolhouse costing $1,800, and a short distance from town is a fine lumbering mill." By the turn of the century, cattle raising had replaced sheep herding as the main industry in the region. In Sisters, cattle raising focused around the vast holdings of the Black Butte Land & Livestock Company. The large firm, begun by Nick Lambert, centered around two stations, the A.S. Holmes Ranch and the Black Butte Ranch. The company lasted until about 1920. Replacing the cattle industry was the logging industry. Sawmills, large and small, prospered in the rich forest land surrounding the town. The first large operation was the Duckett & Spoo mill, built in 1914. Before then small operations were common in the area as early as 1890. New businesses continued to open their doors to serve the needs of the ever-growing number of settlers and the future of Sisters looked bright. But two fires in the 1920s threatened to reduce this blossoming community to little more than ashes and fond memories. In May of 1923, local store owner Frank Leithauser noticed smoke coming from an untended garage near the center of town. The garage housed equipment used for work on the McKenzie Highway. Flames spread quickly, igniting at least 10 of the town's wood frame structures in less than 20 minutes. There were fewer than 10 men in town to fight the blaze because everyone else was in nearby Redmond to attend a track meet. The flames moved west and attacked the town drug store owned by George Aitken. Above the store was Forest Service office space. In an attempt to save important documents, Mrs. Fred McKinney attempted to gain entry into the building, but she was driven back by the intense heat.

Mrs. McKinney suffered a scorched face and forearm, and all Forest Service documents in the building were destroyed. It was estimated that several hundred people from the area gathered to watch the blaze, which could be seen for miles. People in the surrounding countryside initially thought it was a forest fire. In September of 1924 the town was again set upon by flames. And although half of the town subsequently burned, the townspeople considered themselves lucky. Had the Hotel Sisters and the Sorensen service station across the street caught fire, it was widely believed that the entire town would have been destroyed. The total loss was estimated at $25,000. Like many towns, Sisters has had its ups and downs in subsequent years. in 1946 after several failed attempts the city was officially incorporated. In the 1980s, the city weathered a deep economic crisis and emerged as a tourist destination. The economic upswing was spurred by the redevelopment of the old Black Butte Land & Livestock holdings to the west and was further fueled by the establishment of Bend is a region wide tourist destination. Once again Sisters profited by its location as the last major stopping point before traveling over the Cascade Mountains.

Peterson Ridge Trail System 0

] !

Blazin Saddles Edgington Bike Shop Village Green City Park

Whychus Footbridge

14 ¬

13 ¬ 15 ¬

17A

33 ¬ 28 ¬

H !

Rodeo Grounds

20 ¬

Lazy Z Loop 22 ¬

E as t

23 ¬

25 ¬

Turkey Hollow connector

32 Midd le ¬ 30 31 ¬ ¬ 26 ¬ 24 ¬

Viewpoint

Livesa y Rd

Twist & Shout connector Hawk's Flight

12 16

Eagle Rock 2 Viewpoint

e W

11A

Old Stump connector

¬9 ¬ 10

12 ¬ 1/8 Miles

11 ¬

Ditch Loop

Little Bridge connector

15A

Pipeline

13 ¬ 15 ¬

Summer Range connector

PRT West

RT W 46 es 06

Boneyard connector

P RT Ea

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Detail B

P RT

Detail A

Powerline connector

Peterson Ridge Rd

100

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Telegraph connector

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Peterson Ridge Horse Trail

Link to georeferenced PDF. See Sisterstrails.com for details.

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Running Elk connector

PRT

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City of Sisters

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Shared road (gravel-cinder)

Double Ditch connector

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Whychus Creek Trail is a difficult foot trail, closed to all bikes and horses.

Junction number

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Parking and Primitive Camping T H ! Rd 220

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Three Creeks Brewing Co

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Loop Distance (miles)

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The Peterson Ridge Mountain Bike and Hiking Trail was designed as a ladder system. It consists of two linear trails, the PRT West and PRT East trails, with numbered connectors marked by junction posts that allow riders and hikers to design their own riding or hiking experience. We have included a loop option guide showing the distances from our Sisters Trailhead.

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whychus canyon preserve trail map + rules of use

Whychus Canyon Preserve Rules: —Dogs must be kept on physical leash AT ALL TIMES. Please clean up after your pet. —Pedestrian travel only: no bike, horse, or motorized vehicle use.

deschuteslandtrust.org

—Stay on roads and trails and respect restrictions as posted. —Removal or disturbance of plants, wildlife, and historical artifacts is prohibited. —Catch and release fishing with barbless hooks is permitted subject to applicable state regulations. —Commercial use and private events are prohibited. —No hunting, motorized vehicles, camping, campfires, smoking, or unmanned aircraft use.

whychus canyon preserve suggested routes Wagon Road and Meadow Loop: This route follows a portion of the historic Santiam Wagon Road. Interpretive signs along the way share the story of the Wagon Road east of the Cascades and the role it played in the settlement of Central Oregon. This fairly flat trail is lovely in the spring when desert wildflowers begin to bloom. From the trailhead, follow signs to Wagon Road + Meadow Trails. When you see a Santiam Wagon Road interpretive sign on the right, veer off of the road and follow the dirt Wagon Road Trail. After 1.1 miles, you’ll reach a junction. Turn left and follow the trail through juniper and pine forest until you reach another junction after 0.4 miles. Turn left to continue on the Meadow Trail 1 mile back to the trailhead. Total Distance: 2.5 mile loop. Long Canyon Route: Head down into the canyon to Whychus Creek, then stroll along the creek before heading back to the top of the canyon. This beautiful hike is challenging and involves steep trails with 300 feet of elevation gain/loss. Enjoy stunning displays of spring wildflowers, mountain views, and tranquil creekside breaks. From the trailhead, follow signs to Rim + Creek Trails. At the first junction, turn left and walk .3 mile to a stone bench and overlook. The trail will begin to head down into the canyon for .8 miles. You’ll reach an intersection midway down the slope. Follow signs for the Creek Trail to reach the valley floor and walk downstream along Whychus Creek for 0.8 miles. At the next junction, continue straight through a sagebrush meadow for another 0.7 miles. The trail will then turn and begin to climb out of the canyon. Enjoy another scenic overlook before reaching the next junction at the top of the canyon. Follow signs for Meadow Trails and Trailhead for 1.5 miles back to the trailhead. Total Distance: 4.9 mile loop. Mid Canyon Route: This route is for those looking for a quicker route that still dips into the Whychus Creek canyon without all the elevation gain/loss. Enjoy stunning displays of spring wildflowers and mountain views with 150 feet of elevation gain/loss. From the trailhead, follow signs to Rim + Creek Trails. At the first junction, turn right and head down a steep route into the canyon for 0.4 miles. At the next junction, follow signs for the Rim Trail and turn right. After 0.7 miles along a rolling mid-canyon trail, you will reach a scenic overlook and bench with views into the northern portion of Whychus Canyon Preserve. Continue past the overlook to the next junction and turn right. After 0.2 miles you’ll reach another intersection. Turn left to add a quick 0.4 mile detour to another overlook. Or, turn right and follow signs for Meadow Trails and Trailhead for 1.5 miles back to the trailhead. Total Distance: 3.0 mile loop.

Georeferenced Map Download a georeferenced map of Whychus Canyon Preserve to help with navigation. Scan the QR code to the right to download.

210 nw irving, suite 102 ∙ bend, oregon 97703 (541) 330-0017 ∙ deschuteslandtrust.org

The Place We Cross the Water:

Whychus Creek PRODUCED BY

T H E U P P E R D E S C H U T E S W AT E R S H E D C O U N C I L WRITTEN AND EDITED BY

KOLLEEN YAKE

CO-EDITED BY

RYAN HOUS TON

P H OTO G R A P H Y C O N S U LTA N T

JIM YUSKAVITCH

D E S I G N & I L L U S T R AT I O N S B Y

CASEY CRISLER

ARTWORK & JOURNAL WRITING BY

SISTERS HIGH SCHOOL STUDENTS

FUNDED BY

Laird Norton Foundation Bonneville Environmental Foundation Oregon Watershed Enhancement Board

2008

w w w. R e s t o r e T h e D e s c h u t e s . o r g

T H E P L A C E W E C R O S S T H E W AT E R

Ways of Seeing: The Place We Cross the Water

“To walk along Whychus Creek is like walking on a rainbow.”

Cassie Huber

AGE 16

his is a story about a watershed. Told

Sisters High School student Cassie Huber

through many voices and with images

expressed, “To walk along Whychus Creek is like

created by many different hands, The Place We

walking on a rainbow.” With journal writing and

Cross the Water tells the story about the health of

students’ sketches penciled streamside, through

the Whychus Creek watershed. Relatively speak-

the brushstrokes of a painting born on a New

ing, the Whychus Creek watershed is healthy.

Year’s Day hike, punctuated by the vibrant

It has been spared from the large scale insults

images of the multi-faceted watershed itself, and

and violations that many watersheds throughout

woven with the stories of the restoration work of

the country have suffered. It does not have streams

many, this booklet reveals what happens when a

that are toxic or polluted beyond repair, it has not been completely deforested, and its creeks have not been cemented over by high rises or subdivisions. However, the watershed is not without its problems.

creek meanders through history as a creek, then PHOTO

N ATA L I E W E I G A N D

a canal, and then a creek again.

We all connect to special places in unique and personal ways, and The Place We Cross the Water invites multiple ways of

The purpose of this booklet is to explore the health of Whychus

learning about Whychus Creek and its watershed. The main

Creek, including the good and the bad, in creative and thoughtful

body of the booklet offers an inspiring overview of this Central

ways. The spirit of this publication dwells within the passionate

Oregon watershed. The accompanying ecological supplement

words and artwork of local community members and students

provides a more focused examination of the watershed indicators

who have connected to the creek in their own ways. We hope that

used to communicate about stream health. It is our hope that,

floating somewhere among the confluence of local inspiration and

whether read together or separately, these two resources create

watershed information, you too will find a personal connection to

inspired and informed ways of knowing The Place We Cross

Whychus Creek.

the Water.

WAY S O F S E E I N G

Who I Am I am Whychus Creek and I want my story to be heard. I begin in the icy glaciers of Middle Sister. Every year the snow melts and my energy is back. I provide habitat for fish and irrigation for my town of Sisters and I keep the riparian zone around my banks healthy and thriving. I am pure because my water comes from a pure and beautiful place. Once, a few decades ago, people came with bulldozers and straightened my body. They took away my meandering curves and changed the fish habitat. Now, the steelhead who used to thrive in my waters are gone, only a memory. I used to be called Squaw Creek but with the generations, my name has changed. To the other creeks, I send a message: no matter how much people take from you and damage you, just keep flowing because soon people realize that they need you. PHOTO

A series of glaciers in the Three Sisters Mountains provide the source of waters for Whychus Creek.

BRIAN HUDSPETH

Mackenzie Williams

AGE 16

T H E P L A C E W E C R O S S T H E W AT E R

WhyChus...creeks of mountain snow melt North Sister Middle Sister South Sister Broken Top braided creeks joining to rush over basalt and pool drop singing to winds thrumming through fir, pine and alder and yet it brings a quiet peace a place to rest the beating heart WhyChus

Glen Corbett

NEW YEAR’S DAY 2005

CREEK TO CANAL TO CREEK

Creek to Canal to Creek: Abandonment and Embrace

New life for an old creek

PHOTO

GREG LIEF

nce a creek, then effectively a canal, and now slowly

Born in Sisters in 1918, local homesteader Jesse Edgington once

emerging as a creek again, the 41 miles of Whychus

referred to this evolving perception of Whychus Creek: “As far as

Creek have evolved through a perceptual and literal history of

taking any care of Squaw Creek or anything like that, that was just

abandonment and embrace. Just as Whychus Creek’s name has

somebody else’s concern. I think that there is a vast amount of

been changed and changed back, the path and personality of the

caring now. People that are here see the potential of a stream

creek has been altered too. Referred to as Squaw Creek for over

going through town, a steady stream, not an off and on one.”2

a hundred years, records from the 1855 Pacific Railroad Reports indicate that Whychus was its historic name. Derived from the Sahaptin language, Whychus means: the place we cross the water.1

This creek to canal to creek story of Whychus Creek has been woven through its history. When Whychus was initially referred to as Whychus, it was a true creek that flowed and ran wild.

Whychus Creek has been referred to with different names as it

Not long after the name was changed to Squaw Creek in the late

has meandered through different eras, embodying shifts in per-

1800’s, the creek became used as a canal and its water was spread

ceptions about the value of the creek. As the creek has been named

across farmland. Diversions for irrigation began in 1871 and by

and renamed, it has been subsequently repressed and embraced.

1912, sections of Whychus Creek were parched, and hot, and dry.3

T H E P L A C E W E C R O S S T H E W AT E R

For almost 100 years, Whychus Creek was a virtual canal and it

its water. As it continues to hesitantly meander through meadows

was treated as such. As local historian and author Martin Winch

and rimrock canyons 20 miles downstream from the City of Sisters,

proclaims in The Biography of a

Whychus Creek then becomes a cool

Place, “The fishery notwithstand-

flowing creek again as it is recharged

ing, most persons had the attitude

and refreshed by Alder Springs. At its

that stream water running past your

mouth where it meets the Deschutes

land in its usual and accustomed

River, Whychus Creek summer flows

way was simply going to waste.”

can reach about 60% of their dynamic

However, by 2005, the same year

upstream counterparts. 5

when the final approval was

The perception of Whychus as once

given to change the name of the

a creek, then a canal, and, slowly a

creek from the derogatory word

creek again, is an outgrowth of the

Squaw back to it historical name,

community that surrounds the creek

Whychus, local organizations,

and either chooses to abandon or

community members, and land-

embrace it. Both the historical and on-

owners were working hard to

the-ground abandonment of Whychus

return Whychus Creek its waters. The actual path of the water of Whychus Creek from source to mouth also tells the story of a

Creek reflect the perception of its PHOTO

LESLEY JONES

Emerging out of the rimrock canyon walls, cold groundwater recharges the waters of Whychus Creek.

community at the time. The evolution of Whychus Creek from a creek to a canal to a creek exemplifies a shift

creek that becomes a canal that becomes a creek. Just below its

in cultural perspectives and values. The health, the mere exis-

headwaters in the icy glaciers of the Three Sisters, Whychus Creek

tence, of Whychus Creek and its surrounding watershed, depends

rushes as a dynamic and cold mountain stream around 180 cubic

upon the perception and vision of those who cross the water and

feet per second. After it drops dramatically through steep boulder

tell its story.

canyons surrounded by lush firs, the steepness of the stream channel decreases and Whychus winds through warm ponderosa pine forests. The majority of the waters of Whychus Creek are diverted out of the stream above the City of Sisters and, during the hot summer months, the streambed trickles with barely more than 10% of

When the majority of the water is diverted out of the creek during the hot summer months, the temperature in Whychus Creek becomes too hot for native fish.

PHOTO

JIM YUSKAVITCH

T H E WAY TO T H E M O U N TA I N

The Way to the Mountain: The Historic Path of Whychus

Glacial Beginnings

PHOTO

BRIAN HUDSPETH

he namesake and the largest stream in the watershed,

The landscape surrounding the headwaters of Whychus Creek

Whychus Creek, begins in the glaciers of the Three

has been created by a series of diverse glacial and volcanic events

Sisters Mountains. Appearing as the Three Sisters on 1856 maps,

in the Three Sisters Wilderness. Resting above Whychus Creek,

the peaks are also known as Faith, Hope, Charity. Other streams

seven glaciers—Bend, Prouty, Carver, Diller, Hayden, Thayer,

in the watershed include Soap Creek, the North and South Forks

and Villard—quietly sit as reminders of the last ice age 18,000

of Whychus Creek, Park Creek, Pole Creek, Indian Ford Creek,

years ago. At the present day confluence of Whychus Creek and

Three Creek, and Snow Creek. Known for its old-growth pon-

the North Fork of Whychus Creek, a magnificently thick glacier

derosa pine stands, ancient archaeological sites, and quiet corners

once stretched two miles wide to reach within six miles of present-

of beauty, the uppermost 15 miles of Whychus Creek have been

day Sisters. Meandering downstream from the headwaters, flows

designated as Wild and Scenic under the Oregon Wild and Scenic

from the melting glacier carved intricate webs of stream channels

Rivers Act of 1988.

and ridges. When the glacier receded, the present-day Whychus

T H E P L A C E W E C R O S S T H E W AT E R

Creek channel emerged from the deepest, longest, and most complex of them all. The path of the upper portions of Whychus Creek now drops down waterfalls to carve steep bedrock canyons, spread across broad alluvial valleys, explore water-carved caves, and wash across polished andesitic rock.1 The Wild and Scenic river corridor of Whychus and the entire Sisters Ranger District of the Deschutes National Forest are ceded lands of the Confederated Tribes of Warm Springs protected by treaty rights. Elders from the Tribes have referred to the creek as

the way to the mountain because people traveled along the creek as a route to higher elevations to pick berries, gather herbs, hunt deer, and pick pine nuts.1 According to an oral interview with Jesse PHOTO

Edgington, Native Americans from the Warm Springs Reservation

U.S. FOREST SERVICE

passed through his family’s ranch in 1936. “This family came, they

Just below the beautifully wild and most certainly scenic 15 miles

were going up to Santiam, to the Big Lake area for berries. . . The

of upper Whychus Creek, there are a number of factors that make

Indians have told us that the ranch was part of their heritage, that

Whychus decidedly less wild. A number of unscreened irrigation

the meadow there . . . should have been part of the reservation.”2

diversions and multiple fish passage barriers conspicuously fetter Whychus Creek just a few miles upstream from the City of Sisters. However, a decade of partnership-building among local conservation organizations, private landowners, Deschutes National Forest, and the Three Sisters Irrigation District has created a collaborative climate in which the process to remove barriers for migratory fish and restore prime fish habitat conditions has begun. Soon, spawning fish will be able to swim freely up the creek on their own way to the mountain.

Pine needles blanket the forest that envelops Whychus Creek.

PHOTO

N ATA L I E W E I

GAND

THE EBB AND FLOW OF IT

The Ebb and Flow of It: Flashy and Wild

“There’s one thing about the creek I’d like to mention. You said you’d like to know about the ebb and flow of it. Soap Creek used to have a beautiful fall where it comes into Squaw Creek... Later, something come along and undermined it and let Soap Creek wash out that material that had closed it. That was another color of the water—soapy. Soap Creek was soapy. And Squaw Creek was muddy and Park

PHOTO

GREG LIEF

Creek was muddy depending on time of year and what they were

When pregnant with snowmelt waters, Whychus Creek has

running through up there.”

flooded its banks many times. The 100-year flood event of

Jesse Edgington

1964 is infamous among Sisters residents and characterizes the

BORN IN SISTERS IN 1918

dramatic and wild nature of Whychus Creek. On December 18, 1964, warm rain began to pour over the upper Whychus

nherently, Whychus Creek is flashy and wild. The soil near

Creek watershed. Temperatures soared from zero into the 50s

the headwaters allows the snowmelt and rainfall to run off

in one week and over 20 inches of rain fell on a deep snowpack

quickly, bringing very high streamflows and dramatic floods.

in the mountains, creating a flash flood on Whychus Creek.

The amount of snow or rain that refreshes the arid Whychus Creek

Magnificent in size and speed, floodwaters completed the filling

watershed varies dramatically depending upon location. Over 11

of Lake Billy Chinook months ahead of schedule.4 According to

feet of precipitation can fall on the Three Sisters Mountains each

Jesse Edgington, “After we moved from the ranch, the bridge we

year, while only 14 inches may hit the ground in the town of Sisters.

crossed on was 12 feet above the creek and four to five feet above

T H E P L A C E W E C R O S S T H E W AT E R

the bank. That year the ice jammed some place and it came down the creek, picking it up as it came. It piled up against that bridge till it was clear up over the top of a car on top of that bridge.”2 Whychus again flashed its wild waters only 16 years later when it crested at 2000 cubic feet per second—the highest flow recorded— PHOTO

KYLE GORMAN

on December 25, 1980.4

After channelization, Whychus Creek flows beside Camp Polk Meadow.

The 1964 flood was a bit too dynamic for some. In an effort to

and dry than it had ever been, “more like a savannah with a stream

restrain and control the energy of Whychus Creek, local landowners

running beside it.”4 The combination of the flood and the bull-

and the Army Corps of Engineers straightened and deepened

dozers turned the creek into a virtual canal. Removing the natural

approximately 18 miles of Whychus Creek stretching from upstream

curves from the creek, stripping downed trees and logs from its

of Sisters down to the Jefferson County line at Rimrock Ranch.

banks, and scraping gravels and cobbles from its bed, the work

sought to subdue Whychus Creek.

In their effort to subdue Whychus, logs and trees that had been carried in by the floodwaters were cut up and removed. The Corps

The channelization, or canalization, of Whychus Creek that trans-

worked with landowners to remove gravel bars and push the cobble

pired on the ground exemplified the perception that the creek was

up into berms along the banks to control the creek. In Camp Polk,

better utilized as a canal than left to flow wild. The cultural ecol-

the creek was moved and straightened, or effectively canalized, in

ogy, or the relationship between the community and Whychus,

an attempt to make it behave. The meadow became more open

led the community to rearrange and reassemble the creek to better match the form and function of a canal. Although the subjugation of a creek as a canal was in line with perspectives and social values of the time, the channelization of Whychus Creek directly contrasted Aldo Leopold’s well known land ethic, “A thing is right when it tends to preserve the integrity, stability, and beauty of the biotic community. It is wrong when it tends otherwise.” 6

Whychus Creek flooded its banks in November 2007, flowing into its floodplain and beyond.

PHOTO

U.S. FOREST SERVIC

THE EBB AND FLOW OF IT

Whychus Creek, The place I can picture from halfway around the world, A creek that defines my sense of home. I know its path. I have uncovered places only I know exist. This place, I hold inside me From halfway around the world. PHOTO

N ATA L I E W E I G A N D

Audrey Tehan

AGE 19

T H E P L A C E W E C R O S S T H E W AT E R

In the Water: The Evolution of a Creek

Keeping the creek cool he irrigation diversions that began in Whychus Creek in 1871 exposed and dewatered sections of the creek less than 50 years later. The removal of most of the streamflow had devastating effects on water quality, fish, and aquatic habitat conditions. For almost a century, Whychus Creek watered canals and farmland while its creekbed sat hot and dry. In 1904, The Oregonian newspaper noted, “the water from the mountain PHOTO

RYAN HOUS TON

Whychus Creek becomes parched and dry when its waters are diverted.

streams that has heretofore flowed through canyons and gulches and over barren rocks is being diverted to the fertile soil in the rich valleys and on the level plains.” 4 When the waters of Whychus Creek, Indian Ford Creek, or Pole Creek are reduced to thin rivulets in the summer, the hot sun takes its toll. The less water that remains in the creekbed, the more rapidly that water heats up and becomes inhospitable for native coldwater fish. Information gathered by local organizations over the last 10 years shows that, in some sections, the waters of

I N T H E W AT E R

Whychus Creek are too hot for native fish for up to two months

so far. A permanent and lasting shift toward re-embracing the

out of the year.

creek and restoring holistic watershed health will emerge as our

Water temperature is one of the most pressing water quality concerns throughout the Whychus Creek watershed. It is self evident that fish need water but the fish that are native to Whychus Creek and its tributaries, redband and steelhead trout, also need

connection to the creek deepens. In addition to ongoing community collaboration on flow restoration projects, individual voices and stewardship actions will play a critical role in the story of this creek and its watershed.

cold water. In order to stay cool during the critical summer months, Whychus Creek needs more water than it has seen for the past 100 years.8 While there are other factors that affect water quality and stream health, the unnaturally low stream flows in Whychus Creek greatly compromise stream conditions for native fish and other aquatic species. Beginning in 1996, local conservation groups began to work with private landowners and irrigation districts to create new ways to return water to Whychus Creek. Although the vast majority of the water in Whychus Creek continues to be diverted out of the creek during the hot summer months, collaborative work between conservation organizations, farmers, private landowners, and the irrigation district has resulted in the permanent protection of 10 cubic feet per second in the creek as of 2008. Through water leasing, an additional 10 cubic feet per second has been temporarily protected instream in 2008. With shifting perceptions, many voices are rising together to express a vast amount of caring for Whychus Creek and the return of its waters. But, the evolution of a creek to a canal to a creek is not over. Keeping Whychus Creek cool enough for native fish throughout its entire length will require more water than amounts restored

SKETCHBOOK ENTRY

DAN PURVIS

By participating in watershed restoration and education, Sisters High School students connect to their home creek in meaningful and relevant ways.

T H E P L A C E W E C R O S S T H E W AT E R

Returning to the Creek: Native Fish Come Home

PHOTO

BRIAN HUDSPETH

“Until between 1890 and 1900, Whychus Creek had been the primary

redband trout. Whychus Creek currently contains a native strain

steelhead spawning and rearing stream in the upper Deschutes Basin,

of Interior Columbia Basin redband trout that is on the United

with a capacity estimated at 9,000 adults. Thereafter, its excellent

States Forest Service Sensitive species list. Highly significant and

spawning gravels often went unused because there was too little water

rare for the Interior Columbia Basin, Whychus Creek has never

left in the stream bed after irrigation withdrawals and the remaining

had hatchery rainbow trout planted into it.1

water became too warm for fish.”

Martin Winch

LOCAL HISTORIAN & AUTHOR

Whychus, historically, had stream conditions that included a valuable mix of cobble, gravels, and sand, thus providing an incredibly healthy habitat for native fish. Cool temperatures, shaded pools, and side channels provided an excellent home for

efore it was poked and prodded, Whychus Creek pro-

coldwater redband trout and wild steelhead. Throughout the

vided prime spawning and rearing habitat for wild

upper Deschutes Basin, it is estimated that Whychus Creek his-

migratory steelhead and spring chinook salmon as well as for resident

torically provided 42% of the total steelhead spawning habitat.1

RETURNING TO THE CREEK

When relegated to a canal, Whychus proved to be much less

coming years. As a part of their federal relicensing agreement,

hospitable to fish.

Portland General Electric and the Confederated Tribes of Warm

Now, as water is being returned to wet and cool the streambed of Whychus, migratory steelhead may return to populate the creek once more. Listed as Threatened under the Endangered Species Act, steelhead spend a large portion of their lives in rivers and streams and are particularly affected by human-induced changes to stream habitat. Steelhead require specific stream conditions in order to survive through their long journey downstream, out to the ocean, and back upstream hundreds of miles to spawn in their home waters. Throughout their life cycle, steelhead need downed trees, deep pools, abundant gravel, and good sources of food.

Springs worked with many local partners to provide fish passage and return native migratory steelhead back to Whychus Creek. The return of hundreds of thousands of steelhead to Whychus in 2007 and 2008 is just the beginning of a decade’s long movement to return wildness to the place we cross the water. Through time, we have crossed the water in many ways and now, with buckets and backpacks full of fish, we cross the water to bring back native fish. While it is still unknown if or how many of these fish will make a successful journey to return to spawn in Whychus Creek, many hands and a vast amount of caring has been dedicated to ushering their safe return.

First proposed by Portland General Electric in 1949, the Pelton Round Butte dams sit on the Deschutes River and have blocked fish passage for migratory steelhead between Whychus Creek and the ocean since 1964. Some optimistic estimates claim that, prior to the construction and operation of the Pelton Round Butte dam complex, there were up to 9,000 spawning steelhead in Whychus Creek.3 Between 1965 and 2006, there were none. In the spring of 2007, almost 200,000 steelhead fry were released into Whychus Creek and many more will be released in the

Community members volunteered to assist with the reintroduction of almost 200,000 steelhead fry into Whychus Creek in 2007.

PHOTO

JIM YUSKAVITCH

T H E P L A C E W E C R O S S T H E W AT E R

A Sense of Place: Connecting to Whychus

“We got off the school bus and stepped onto a sturdy old bridge. It seemed unusually warm for October; it felt more like late August. In small groups, we began to hike. We were surrounded by a large variety of plants—cottonwoods, aspen, willow, mountain alders, lodgepole pine, ponderosa pine, and douglas fir. Our leader stopped to show us horsetail—it made a popping noise when you pulled it apart—she said that it was an ancient plant that needed a lot of water to survive. As we continued to walk downstream, the types of plants surrounding us began to change a bit. The horsetail disappeared and we began to notice a few juniper trees, bitterbrush, and more pines.”

Sydney Randall

AGE 16 PHOTOS

KOLLEEN YAKE

ocal students have returned to Whychus Creek to

“Walking around the dusty trail beside the creek, I looked around

explore its twists and turns, cobbles and gravels, pine forests

and smiled. The beauty of the area made me feel good that I was

and pathways through streamside artwork and poetry. Whether

at last learning about what I could do to help Whychus Creek and

through coordinated projects with local conservation groups or

make it a better place for animals and fish. The creek bubbled along

on their own time, young adults have connected to their creek in

to my left and farther away from the creekbed large ponderosa pine

many different ways. By knowing Whychus Creek, crossing the

trees loomed high above me.”

creek and touching its waters, both literally and emotionally, students have grown an interest in its restoration and protection.

Kelsey Neilson

AGE 16

A SENSE OF PLACE

Dear future students: This project on Whychus Creek was pretty awesome. We dug up many willows along an old canal and transplanted them along a degraded section of Whychus Creek which we dubbed Broken Bridge Bend. Even though the weather wasn’t very good—it snowed and even hailed on us—and we were trampling through the woods, I feel like I have learned so much about this creek! It is a part of me now and I am glad that I played a small part in protecting it.

Erin Kanzig

AGE 16

To the eyes of a high school student, Whychus Creek possesses a myriad of quiet corners to reflect upon, photograph, and sketch. Discovering these quiet corners in their own ways, students create OURNA FIELD J

A LY S S A

ALDER

personal and individualized connections to Whychus Creek.

“Even though I have lived in Sisters my whole life, I never really knew this creek. Now, after spending time on Whychus Creek, I know where Beginning in 2006, students from Sisters High School have

I am from.”

adopted many degraded streamside sites. A pine-scented blend of

Audrey Tehan

afternoon hikes, sweaty restoration work, streamside sketching,

AGE 19

macroinvertebrate discovery, and a two-week escape from walls of the classroom, a multi-year stewardship program between Sisters High School and local conservation organizations has folded students into hands-on projects to connect with Whychus Creek while actively restoring it. These students are current and future stewards of the health of the creek and they have committed themselves in many important ways to the restoration and protection of Whychus.

STREAMSIDE SKETCH

LAUREN KOLBERG

T H E P L A C E W E C R O S S T H E W AT E R

A Vast Amount of Caring: Collective Stewardship

“Well I wonder, what their real plan is for Squaw Creek. I’ve been curious about it…”

Jesse Edgington

SISTERS HOMESTEADER

A PA I N T I N G O F T H E H E A D W AT E R S O F W H YC H U S C R E E K

M A R E N B U RC K , AG E 17

or the past decade, community members, students,

ly in design and many others are planned for the near future.

conservation organizations, agencies, and many others

While several years are often needed to fully design and imple-

have come together to restore water and wildness to Whychus Creek.

ment the type of large on-the-ground projects that are necessary

In addition to the protected instream water and native fish that

to restore stream health, the momentum has been building and

have been returned to Whychus, multiple degraded riparian areas have

the shift toward embracing and protecting Whychus as a creek is

been adopted by various organizations and community groups for

well-fueled and inspired. There is more caring and commitment

ongoing stewardship projects, restoration, and watershed education.

invested in the work necessary to restore water, native fish, and

Several large scale habitat restoration projects are also currently underway. These on-theground projects will restore riparian and instream habitat and bring benefits for fish and wildlife by 2010. More than five miles worth of restoration projects are current-

healthy habitat to Whychus Creek than at any time in the past. Together, we have chosen to embrace Whychus Creek and restore wildness to the place we cross the water. “I’d like to see Squaw Creek run.”

Jesse Edgington

T H E P L A C E W E C R O S S T H E W AT E R

Endnotes 1

Deschutes National Forest. Whychus Creek Wild and Scenic River Resource Assessment. Sisters, Oregon: U.S. Forest Service, 2007.

Edgington, Jesse. Oral interview with Maret Pajutee, 1998.

Nehlsen, Willa. Historic Salmon and Steelhead Runs of the Upper Deschutes River and Their Environments. Portland, Oregon: Portland General Electric, 1995.

Winch, Martin. Biography of a Place: Passages Through a Central Oregon Meadow. Bend, Oregon: Deschutes Historical Society, 2006.

Oregon Water Resources Department: www.wrd.state.or.us.

Leopold, Aldo. A Sand County Almanac. New York: Oxford University Press, 1948.

Jones, Lesley. Methodology for Evaluating the Effectiveness of Instream Flow Restoration to Reduce Temperature. Bend, Oregon: Unpublished technical report. Upper Deschutes Watershed Council, In preparation.

Watershed Sciences. Whychus Creek Stream Temperature Modeling: Various Flow Scenarios. Portland, Oregon: Unpublished technical report. Deschutes River Conservancy, 2008.

PHOTO

JIM YUSKAVITCH

TRAIL GUIDE

Sisters Area Chamber of Commerce www.thesisterscountry.com Special thanks to

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( /

SE 9 T

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B E AR CREEK RD 97

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Old St Francis School

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AL L ST

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Silver Moon Brewing

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A R KET RD

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Galveston Pub

ER M TL

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Western Title & Escrow Co. has provided this information as a courtesy and assumes no liability for errors, omissions, or the positional accuracy of the data, and does not warranty the fitness of this product for any particular purpose. Prepared: 8/31/2020 Data credits: SalesGenie, Deschutes County, State of Oregon

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126

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P OND E R O S A R

L CIR

NAME

Geist Beerworks

S CENTURY DR

I R P OR T W A Y

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P EP

CITY

A D O W RD

REDMOND

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ABB

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BEA

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SUNRIVER

NE 9TH ST

Initiative Brewing

SE 9TH ST

NW 9TH ST

SW 9TH ST

S BUCK AROO TRL

SISTERS

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Porter Brewing Co.

ADDRESS

PHONE

WEBSITE

Sunriver Sunriver Brewing - Sunriver Pub 57100 Beaver Dr # 4 (541) 593-3007 http://Sunriverbrewingcompany.Com Sisters Three Creeks Brewing 721 Desperado Ct (541) 549-1963 http://Threecreeksbrewing.Com Redmond Cascade Lakes Brewing Company - 7th Street Brewhouse 855 SW 7th St (541) 923-1795 https://cascadelakes.com Redmond Geist Beerworks 736 SW Umatilla Ave (541) 728-8663 http://geistbeerworks.com Redmond Initiative Brewing 424 NW 5th St (541) 527-4380 https://initiativebrew.com Redmond Kobold Brewing - Vault Taphouse 245 SW 6th St (541) 504-9373 http://koboldbrewing.com/ Redmond Porter Brewing Co. 611 NE Jackpine Ct # 2 (541) 504-7959 https://www.porterbrewingco.com Redmond Wild Ride Brewery 332 SW 5th St (541) 516-8544 http://Wildridebrew.Com Bend 10 Barrel Brewing - East 62970 18th St (541) 241-7733 http://10barrel.Com Bend 10 Barrel Brewing - West 1135 NW Galveston Ave # B (541) 678-5228 http://10barrel.Com Bend Avid Cider 550 SW Industial Way Suite 190 (541) 706-9240 https://www.avidcider.com/ Bend Bend Brewing 1019 NW Brooks St (541) 383-1599 http://Bendbrewingco.Com Bend Bevel Craft Brewing 911 SE Armour Rd (541) 972-3835 https://www.bevelbeer.com Bend Boneyard Beer Pub 1955 NE Divisions St (541) 241-7184 http://boneyardbeer.com/ Bend Bridge 99 Brewery 63063 Layton Ave # 102 (541) 280-1690 http://Bridge99brewery.Com Bend Cascade Lakes Brewing Company - Cascade Lakes Lodge 1441 SW Chandler Ave # 100 (541) 388-4998 https://cascadelakes.com Bend Craft Kitchen & Brewery 62988 Layton Ave # 103 (541) 668-1766 https://craftoregon.com Bend Crux Fermentation Project 50 SW Division St (541) 385-3333 http://Cruxfermentation.Com Bend Deschutes Brewery - Bend Public House 1044 NW Bond St (541) 382-9242 http://Deschutesbrewery.Com Bend Deschutes Brewery - Bend Tasting Room 901 SW Simpson Ave (541) 385-8606 http://Deschutesbrewery.Com Bend Goodlife Brewing Company 70 SW Century Dr (541) 728-0749 http://Goodlifebrewing.Com Bend Immersion Brewing 550 SW Industrial Way # 185 (541) 633-7821 http://Imbrewing.Com Bend McMenamins - Old St Francis School 700 NW Bond St (541) 382-5174 http://Mcmenamins.Com Bend Monkless Belgian Ales - The Brasserie 803 SW Industrial Way (541) 797-6760 https://www.monkless.com Bend Oblivion Brewing 63027 Plateau Dr # 4 (541) 241-2733 https://oblivionbrewing.net Bend Riverbend Brewing 2650 NE Division St (541) 550-7550 http://Riverbendbrewing.Com Bend Silver Moon Brewing 24 NW Greenwood Ave (541) 388-8331 http://Silvermoonbrewing.Com Bend Spider City Brewing - Brewery Tap Room 1177 SE 9th St https://spidercitybrewing.com Bend Spider City Brewing - Downtown Tasting Room 55 NW Minnesota Ave https://spidercitybrewing.com Bend Sunriver Brewing - Galveston Pub 1005 NW Galveston Ave # 150 (541) 408-9377 http://Sunriverbrewingcompany.Com Bend The Ale Apothecary - Tasting Room 30 SW Century Drive Suite 140 (541) 797-6265 https://thealeapothecary.com Bend Worthy Brewing 495 NE Bellevue Dr (541) 639-4776 http://Worthybrewing.Com

WELCOME TO SISTERS Brought To You By First American Title

FIRST AMERICAN TITLE 178 S. Elm Street, Suite 102 Sisters, OR 97759

QUICK REFERENCE Page 3 Now that you live in Sisters... Page 4 Did you know? Sisters Oregon Page 5 Sisters Oregon General Facts Page 6 Sisters Timeline Page 7 Sisters Attractions Page 8 Sisters Golf Courses Page 9 Sisters Parks Page 10 Going Wild in Sisters Page 11 Ski Resorts Page 12 Historic Buildings in Sisters Country Page 13 Coffee, Tea Shops & Bakeries Page 14 Recommended Restaurants Page 15 Breweries, Tap Houses & Bars Page 16 Area Wineries & Distillers Page 17 Arts and Culture Page 18 The Hidden Economy of Sisters

Now that you live in Sisters... 1 2

3 4 5 6

8 9 10

Go for a hike: Sisters main attraction is its stunning natural beauty and there are many things to explore if you want to get out in it.

Eat an ice cream cone: The tourist experience is not complete until you’ve walked the streets of Sisters enjoying a scrumptious ice cream cone. Gotta do it!

Drive the McKenzie Highway: Take Highway 242 out the west end of town (when open) up and over the Cascades to see some of the most spectacular scenery the Sisters Country has to offer, including the views from Dee Wright Observatory.

Ride a bike: You can take that McKenzie Highway trip on two wheels or just tool around town. Visit local bike shops for ideas for rides.

Go shopping: In Sisters you will find unique shops and art galleries that make shopping more than just retail therapy. It’s a cultural experience.

Get a massage: Visit one of several local spas to unwind from the tensions of your everyday life – or to recover from that hike or bike ride.

Take a Spa Day: From the shores of Suttle Lake to the campus at FivePine, you’ll find so many options for relaxation and recovery that will enhance your living to Sisters Country – and send you home feeling truly recharged and ready to get back into the race.

Enjoy a coffee drink: Sisters may be a small town, but it’s big time when it comes to coffee. You’ll have no problem finding your favorite drink – and a beautiful spot to sit down and enjoy it while playing family games, surfing the Web or – gasp!– getting a little work done (we promise we won’t tell)

Visit Camp Sherman: You simply must experience the peace and beauty of the Metolius River and the surrounding community, one of the most treasured places in Oregon.

Catch some live music: Whether it’s a music festival, a winter concert or a show at one of the local venues, you’ll find some great tunes in town all year round.

Dine out: Sisters Country has lots of great choices for breakfast, lunch and dinner – and to suit all tastes and budgets.

Take a class or participate in a camp: Sisters Park & Recreation District has a wide range of offerings for some organized fun.

Watch a movie: You can catch first-run movies at Sisters Movie House or rent a DVD for family movie night in your home.

Catch a fish: Whether you’re a seasoned fisherman or just getting your feet wet, you can find some great fishing in Sisters Country – and plenty of professional guidance to help you get a bite.

Visit one of the local lakes and rent a paddle boat, rowboat or a canoe. There’s nothing more relaxing than being on the water.

Just relax! 3

Did you know? Sisters Oregon

- The town of Sisters derives its name from the three prominent Cascade peaks that grace the southwestern skyline, collectively known as the Three Sisters. - Sisters was incorporated as a town in 1946 - Camp Polk was established as a military post in 1865 in response to the Paiute Indian wars that were raging throughout eastern Oregon during the 1860s and 70s. Named after the Oregon county from which the camp’s commanding officer hailed, it consisted of a group of cabins along the west bank of Squaw Creek, now called Whychus Creek, about 3 miles (5 km) northeast of Sisters. The troops spent the winter of 1865–66 there. After discovering that there was no Indian problem they left. Around 1870, the area was homesteaded by Samuel Hindeman who also ran the post office. The post office at Camp Polk was moved to the present site of Sisters in 1888, and the name was changed to Sisters after the Three Sisters mountains that dominate its western skyline. - Sisters and all of Oregon has no sales tax - Oregon is one of the only two States where you can’t pump your own gas (New Jersey being the other) - Sisters is known worldwide as holding the largest outdoor Quilt Show which is held on the second weekend of July - Sisters is also home to the “Biggest Little Show in the World”, Sisters Rodeo which is held the second weekend in June, since 1941 - The Sisters Folk Festival is an annual three-day roots music festival held the first weekend of September

- Climate: Hottest month is July (avg. temp. 84.3/42.1 degrees Fahrenheit); coldest month is December (40.8/20.1 degrees Fahrenheit). Driest month is July; wettest month is January. Average annual precipitation is 14.18 inches. (Source: Oregon Climate Service/Oregon Economic & Community Development.) Average snowfall is 32 inches. - Roberts Field in Redmond connects Sisters with the rest of the country by air. The airport is a 20-mile drive to the east. It offers service from Portland, Seattle, Salt Lake City and San Francisco. - Sisters Eagle Air airport is an uncontrolled public airport at the northern outskirts of town, suitable for light general aviation aircraft. (Runway improvements were made in 2013 and a fueling station was added.) - Sisters is also known for their wonderful art galleries and outdoor artwork including: - “Running Horses” on the Lazy Z meadow east of town, by Brian Bain. - Bronze Wild Stallion by Lorenzo Ghiglieri on Cascade Avenue. - At Harold & Dorothy Barclay Park on Cascade Avenue is a bronze heron by Danae Miller, a sculpture by chainsaw artist J. Chester Armstrong, and a mural of quilts by Jerry Werner. - Within City Hall (520 E. Cascade Ave.) hangs a quilt by Jean Wells, celebrating a Sisters landscape. - Sisters has an exceptional selection of small grocery stores offering local and organic options. For the summer months, don’t miss the Sisters Farmers Market located in Fir Street Park. They are open every Friday from 2:00 – 5:00.

Sisters Oregon General Facts

Country

United States

Elevation

3,200 feet

State

Oregon

Weather

Winter, High 40 | Low 20 Summer, High 75 | Low 40

County

Deschutes

Rain Fall / Precipitation

Average Annual – Rainfall, 14.18 inches Average Annual – Snowfall, 32 inches

Incorporated

1946

Time Zone

Pacific Standard Time

Population

2,174 inside the city limits; approximately Coordinates 10,000 in the school district.

44.2908 N, 121.5489 W

Sisters Timeline 7,700 years ago... Evidence of First Americans moving into Sisters Country, using these lands for huckleberry, root and nut gathering, fishing and hunting. 1825 Peter Skene Ogden of the Hudson Bay Co. camped by Why-Chus Creek two miles west of Squaw Flat. The next day he fed horses on meadows thought to be at Indian Ford. 1865 Captain Charles LaFollette and forty men from Company A, 1st Oregon Volunteer Infantry establish a military camp at Camp Polk.

1805 Lewis and Clark note the snow-capped peaks of the “Western Mountains,” (Cascade Range) including what is now Mt. Jefferson.

1859 A group of men from Lebanon, Oregon scout route for eastern road over Cascades; becomes Santiam Wagon Road, completed in 1865.

1870 Samuel Hindman and family, one of the first settlers in Central Oregon, establishes a homestead near the abandoned Camp Polk.

1895 Squaw Creek (Whychus Creek) Irrigation District organized. 1912 Hotel Sisters built. 1923 Fire starts in an unattended garage in Sisters. Fire destroys buildings on Cascade Avenue, including businesses and residences, one being the Sisters Drug Store and Post Office. 1937 Separate Sisters High School building built. (This brick building is now used as school district administration offices and is on the National Register of Historic Places.) 1951 Artificial propagation of steelhead trout in Squaw Creek (Whychus Creek). 1968 Sisters High School closed; students bussed to Redmond High School. 1975 Jean Wells and Cathi Howells begin the first annual Sisters Quilt Show; 11 quilts exhibited. The annual show is held the second Saturday of July. 1992 New Sisters High School (now Sisters Middle School) opens, taking old mascot name, Outlaws. 2002 Cache Mtn. Fire hits Black Butte Ranch, two homes lost. 2006 Squaw Creek renamed Whychus Creek. 2014 Cascade Avenue/Highway 20 undergoes complete renovation.

1924 Fire starts in a defective flue in the Gist Hotel destroying buildings on both sides of Cascade Avenue between Fir and Spruce.

1940 The first annual (official) Sisters Rodeo held at the Creighton place, northeast of downtown.

1946 Sisters becomes an incorporated city.

1964 City of Sisters hit by major flood.

1971 Black Butte Ranch, the Brooks Resources resort, begins selling lots and Big Meadow Golf Course opens.

1978 City of Sisters passes ordinance requiring 1880s-style store fronts.

2003 New Sisters High School opens. B&B Complex Fire. 2006 Whychus Creek rerouted in natural channel through Camp Polk Reserve.

Sisters Attractions Scenery that'll take your breath away – time that makes memories.

Three Creek Lake

Camp Polk Preserve

Drive south on Elm Street (Road 16) about 20 miles and you'll run into a beautiful mountain lake at the foot of Tam McArthur Rim. Three Creek Lake offers non-motorized boating (rent a boat at the small store), fishing, swimming and picnic opportunities for the whole family (kids love to look for tadpoles). The 28-acre lake has planted rainbow trout and a self-sustaining population of brook trout. From here you can hike rugged Tam McArthur Rim or simply hang out on the beach or in a nearby campground and enjoy the peaceful environment of a 6,550-elevation alpine lake.

The Deschutes Land Trust acquired 145 acres of rare wetland/wet meadow habitat just north of Sisters and manages the site as a preserve. Camp Polk Meadow is the site of the first settlement in the Sisters Country. Camp Polk was established as a military encampment for the suppression of local Indians in 1865.

Dee Wright Observatory Standing atop the windswept McKenzie Pass, Dee Wright Observatory looks like the lonely lair of a robber baron. The observatory was named after a Civilian Conservation Corps foreman who worked on the site. The observatory offers a sweeping vista of the Cascades and overlooks the somber yet intriguing lava flows that dominate the pass. Interpretive signs offer a little education about the unusual geology of the area. The Pacific Crest Trail crosses the McKenzie Summit just west of the observatory. To get there; take Highway 242 west from Sisters (when passable).

Suttle Lake Suttle Lake is one of Sisters' understated natural wonders. It's not dramatic or spectacular, but it is one of the most soul-satisfying spots in the area. Some days the lake is calm and glassy, offering a lazy afternoon on Cinder Beach looking out on Mt. Washington. Other days the wind whips the lake into a whitecapped chop and windsurfers weave through the waves. In the fall it is a riot of color as the leaves turn with the early frost. Visit the Lodge, take a boat out for a lazy day of fishing or take a stroll around the lake. Follow Highway 20 west 16 miles from Sisters; turn left and follow the signs.

Head of the Metolius It's hard to believe that the mighty Metolius River starts from tiny springs in the shadow of Black Butte. Over the next five miles, more springs and tributary creeks build the river into a magnificent rushing torrent. The Head of the Metolius is one of the most serene and beautiful spots in Central Oregon. And it's very easy to get to. Just drive 10 miles west of Sisters to the entrance to Camp Sherman and follow the signs along Road 14. They'll point you to an expansive parking area where you can walk down a paved path about 300 yards to an overlook that treats you to a calendar shot of the headwaters and Mt. Jefferson.

The Land Trust is working in the area to restore riparian habitat along Whychus Creek in hopes of one day restoring steelhead runs in the creek. Guided tours are given throughout the spring and summer. For more information call 541.330.0017 or visit www.deschuteslandtrust.org.

Tumalo Falls Tumalo Falls is one of the more scenic areas in Central Oregon, and it's an easy drive west from downtown Bend. Take Highway 20 east to 3rd Avenue south. Turn right on Franklin Avenue and head west from downtown Bend to Galveston Road which turns into Skyliner Drive and leads to the gravel Tumalo Falls Road. There's an overlook (short walk) and interpretive site and a picnic area. If you want to make a hike of it – and you should – there are many trails in the area. Hike upstream along the creek and you'll run into more waterfalls.

Wizard Falls Fish Hatchery While you are in Camp Sherman, head further north to visit Wizard Falls Fish Hatchery. When you cross the bridge over the Metolius River and enter Wizard Falls, you know this is a special place. The clear, aquamarine color of the river water leads into a pristine grassy area and gentle paths winding through the 35-acre site. Various open tanks house the different fish species raised at the hatchery. Rainbow, brook, cutthroat and trophy trout, kokanee and Atlantic salmon are part of the three million fish on display. The hatchery hosts Kids' Fishing Day on the second Saturday in June. Wizard Falls is open from 8 a.m. until 7 p.m. Take Highway 20 west out of Sisters for 10 miles. At the Camp Sherman road sign, Road 14, turn right and travel 10 miles to the hatchery entrance.

Sisters Golf Courses

Aspen Lakes Golf Course Faith Course 9 Holes (Public)

Aspen Lakes Golf Course Hope Course 9 Holes (Public)

Black Butte Ranch Golf Club Glaze Meadow Glaze Course 18 Holes over 6,574 yards with a par of 72 (Public)

Black Butte Ranch Golf Club Big Meadow Course 18 holes over 6,850 yards with a par of 72 (Public)

16900 Aspen Lakes Drive, Sisters, OR 97759 541.549.4653

LOCATION : PHONE :

16900 Aspen Lakes Drive, Sisters, OR 97759 541.549.4653

LOCATION : PHONE :

13525 Hawksbeard Rd, Black Butte Ranch, OR 97759 541.595.1270

LOCATION : PHONE :

13525 Hawksbeard Rd, Black Butte Ranch, OR 97759 800.399.2322

LOCATION : PHONE :

Sisters Parks

Village Green Park

Sisters Skate Park

The Village Green Park is located two blocks south of downtown between Elm & Fir Streets. There is a covered gazebo, covered BBQ area with tables, playground equipment and many shade trees.

Skaters have their own skate park in Sisters, thanks to volunteer efforts by local youth and adult mentors. The park includes a large, deep “bowl,” an intermediate bowl, a backyard pool replica and a street scape element (railings, steps, curbs, etc). The intermediate bowl has lower sidewalls and is designed for less-experienced skaters. The skate park is located next to the Sisters Park & Recreation District Coffield Center, at the west end of the Sisters High School parking lot. Head west from downtown Sisters on Highway 242 (McKenzie Highway) and enter the Sisters High School campus.

Sisters Creekside Campground (Formerly Three Sisters Overnight Park) The Sisters Creekside Camp-ground is a municipal park with 60 sites (of which 25 sites are full hook-up sites) and a large grass area. The park is situated along Whychus Creek and within walking distance of downtown. The park is open April 12 through November 1 and is closed for the winter months. For information call Nicole Montalvo at the City Public Works Department, Monday through Friday, at 541.323.5220.

Creekside Park Creekside Park is located adjacent to Whychus Creek across the covered foot bridge from Sisters Creekside Campground. The grassy park has tables and small barbeque's for daytime use.

Harold & Dorothy Barclay Park Located on Cascade Avenue (Highway 20) in the center of downtown Sisters. Includes a public restroom.

Cliff Clemens Park On the north side of Sisters, approximately three blocks from downtown on Larch Street. Motor homes may park in this area during the daytime only. Large grassy area and play equipment.

Hyzer Pines Also next to the Sisters Park & Recreation District Coffield Center is the Hyzer Pines 18-hole disc golf course. There is no charge for playing. No alcohol or smoking are allowed on the property.

Fir Street Park Sisters' newest park is located at the corner of Fir Street and Main Avenue. This “pocket park” feature a splash play area with boulders, a performance stage with timber-frame pavilion and seating area, a picnic facility, restrooms, bike corrals, benches, a fire pit with seating, a drinking fountain and on-site parking.

Sit and relax or let the young ones play at a wide variety of Sisters parks.

Creekside Park, Village Green Park and Cliff Clemens Park are available for events for a fee. Electricity is available. Call 541.549.6022 for more information.

Going Wild in Sisters

Golden-Mantled Ground Squirrel and Yellow-Pine Chipmunks Golden-mantled ground squirrels and yellow-pine chipmunks live all through the forest and can be seen wherever you hike. The streaks on a chipmunk's body go all the way to the nose, while on the goldenmantled they stop at the shoulders.

Butterflies Every year, the North American Butterfly Association conducts a butterfly count on Friday of the Fourth of July weekend. If you would like to participate, or would like to know the butterfly "hot-spots," call Sue Anderson at Natural Selection, 541.388.1549, or email a note to jim@northwestnaturalist.net.

Coyotes You can see coyotes just about anywhere you go in the Sisters area.

Badgers Like coyotes, badgers have also been persecuted because of their habit of digging holes as they pursue ground squirrels and gophers. They have also moved into clear-cuts in the forest.

Bobcats Hikers traveling along trails that run on the edge of the forest may get very lucky and see a bobcat.

Wild Turkeys The so-called "wild" turkeys you will see about anywhere around Sisters are not really wild. They're transplanted from the Willamette Valley where they were pests in feed lots and other agricultural areas.

Mule Deer If you enjoy a morning walk around town, don't be surprised if you come face-to-face with at least 10 or so mule deer within the city limits.

Snakes Yes, we do have rattlesnakes in the Sisters area. Thankfully, the Pacific Rattlesnake is a more-or-less laid-back member of the pit viper family and if you give them your respect, they will most often do likewise. We also have non-lethal gopher snakes slithering under sagebrush and rim rock.

Elk Sisters Country is home to a substantial herd of Rocky Mountain Elk. They circulate though meadows and forests around Black Butte and points east. The herd consists of cows, calves and yearlings, and watching them move through the forest is a majestic sight. A mature cow elk weighs approximately 500 pounds and stands some four to five feet tall at the shoulder. Bull elk are much more elusive, tending to travel alone or in small bachelor groups.

Water Ouzel The ever-busy water ouzel – a songbird known as the dipper – can also be seen dropping into the cold streams and "flying" underwater in search of aquatic insects.

Sisters Ski Resorts

CENTRAL OREGON Mt. Bachelor Willamette Pass Resort Hoodoo

13000 SW Century Drive, Bend, OR 97702 800.829.2442 INFO : www.mtbachelor.com LOCATION : PHONE :

GPS Coordinates: N 43° 36.033 W 122° 02.200 541.345.7669 INFO : www.willamettepass.com LOCATION : PHONE :

20 Hwy 20, Sisters, OR 97759 541.822.3799 INFO : www.skihoodoo.com LOCATION : PHONE :

MOUNT HOOD Mt. Hood Meadows Ski & Snowboard Resort Timberline Lodge Mt. Hood Skibowl Cooper Spur Summit Ski Area

14040 Hwy 35, Mt. Hood, OR 97041 503.337.2222 INFO : www.skihood.com LOCATION : PHONE :

27500 E. Timberline Road, Timberline Lodge, OR 97028 503.272.3311 INFO : www.timberlinelodge.com LOCATION : PHONE :

87000 E Hwy 26, Government Camp, OR 97028 503.272.3206 INFO : www.skibowl.com LOCATION : PHONE :

10755 Cooper Spur Road, Mt Hood Parkdale, OR 97041 541.352.6692 INFO : www.cooperspur.com LOCATION : PHONE :

90255 Government Camp Loop Road, Government Camp, OR 97028 503.272.0256 INFO : www.summitskiarea.com LOCATION : PHONE :

SOUTHERN OREGON Mt. Ashland Ski Resort

693 Washington Street, Ashland, OR 97520 541.482.2897 INFO : www.mtashland.com LOCATION : PHONE :

Historic Buildings in Sisters Hardy Allen House Southeast corner of Main Avenue and Larch Street. Early settler and stockman Hardy Allen and his wife Daisy moved to Sisters in 1905 and built this fine house in 1908 on the corner of Main Avenue and Fir Street. The house was scheduled for demolition in the 1980s but was saved by moving it to its current location. It was renovated in 1990 to match its historical appearance.

Hotel Sisters (Sisters Saloon) Northwest corner of Cascade Avenue and Fir Street. The Hotel Sisters was built in 1912 by businessman and Spanish-American War veteran John Dennis. The nicely modern facility boasted hot and cold water in each of its 19 guest rooms and featured heat from a hot air furnace in the basement. It is one of the most photographed buildings in Central Oregon.

Leithauser General Store (Sisters Bakery) The Leithauser General Store was built on Cascade Avenue between Larch and Spruce streets in 1925. The Leithauser family owned and operated the general store at that location until 1950, when a new store was built just to the west. The building has housed a barber shop, a variety store, a yarn mill and a bakery.

Old Sisters Library West side of Spruce Street between Cascade and Main Avenues (behind the Sisters Area Chamber of Commerce Visitors Center). The building was originally sited on Cascade Avenue, where local businesses and citizens purchased land for a library. Local mills donated lumber for the construction of the library building. The library opened in 1939, with shelf space for 1,000 books. The building was moved to its current location in 1980 and it was retired in 1990.

The Palace Southeast corner of Cascade Avenue and Elm Street. The original structure on the site was Sisters Drug Store, owned by the Aitken Family. The building was destroyed in the devastating fire of 1923. The Aitken family moved an existing structure to the corner and again set up shop.

Sisters Coffee, Tea Shops & Bakeries

Sisters Coffee

Company 273 West Hood Avenue, Sisters

541.549.0527

Suttle Tea

450 East Cascade Avenue, Sisters

541.549.8077

Fika Sisters Coffeehouse

201 East Sun Ranch Drive, Sisters

541.588.0311

Angeline’s Bakery

121 West Main Avenue, Sisters

541.549.9122

Sisters Bakery

251East Cascade Avenue, Sisters

541.549.0361

Sisters Recommended Restaurants

Chops Bistro

370 East Cascade Avenue, Sisters

541.549.6015

The Open Door

303 West Hood Avenue, Sisters,

541.549.6076

The Porch

243 North Elm Street, Sisters,

541.549.3287

The Cottonwood Café

403 East Hood Avenue, Sisters

541.549.2699

Junes Asian Kitchen

291 East Cascade Avenue, Sisters

541.549.6944

Brand 33 Restaurant

16900 Aspen Lakes Drive, Sisters

541.549.3663

Depot Café

250 West Cascade Avenue, Sisters

541.549.2572

Sno Cap Ice Cream

380 West Cascade Avenue, Sisters

541.549.6151

Rancho Viejo

150 East Cascade Avenue, Sisters

541.549.3594

The Lodge Restaurant BBR

12930 Hawks Beard, Sisters

855.253.2558

Spoons

281 West Cascade Avenue, Sisters

549.719.0572

Takoda’s

425 Highway 20, Sisters

541.549.8620

Lakeside Bistro

13653 Hawksbeard Road, Black Butte Ranch

541.595.1264

Rainwater Café

161 East Cascade Avenue, Sisters

541.904.0153

Sisters Saloon

190 East Cascade Avenue, Sisters

541.549.7427

R Spot Take Out/Eatery

161 North Elm Street, Sisters

541.549.7768

Good Day Café

143 East Hood Avenue, Sisters

541.904.4051

Sisters Meat & Smokehouse

110 South Spruce Street, Sisters

541.719.1186

Martolli’s of Sisters Authentic Hand Tossed Pizza

220 West Cascade Avenue, Sisters

541.549.8356

Food Cart Garden

223 East Hood Avenue corner of Hood & Fir, Sisters

541.549.2471

Sisters Breweries, Tap Houses & Bars

Three Creeks Brewing

721 Desperado Center, Sisters

541.549.1963

Hop N Brew

523 East Highway 20, Sisters

541.719.1295

Roberts Pub

13020 Hawksbeard Road, Black Butte Ranch

541.595.1520

Hardtails Bar and Grill

175 North Larch Street, Sisters

541.549.6114

Gallery Restaurant & Bar

171 West Cascade Avenue, Sisters

541.549.2631

Area Wineries & Distillers

Cork Cellars

391 West Cascade Avenue, Sisters

541.549.2675

Faith Hope & Charity Vineards

70450 NW Lower Valley Drive, Terrebonne

541.526.5075

Maragas Winery

15523 SW Highway 97, Culver

541.546.5464

Crater Lake Spirits

19330 Pinehurst Road, Bend

541.318.0200

Gompers Distillery

611 NE Jackpine Court, #8, Redmond

541.488.2825

Sisters Arts and Culture

Sisters is proud of its reputation as an arts community and is home to a vast number of incredibly talented individuals. Many unique galleries featuring clay work, sculpture, photography, paintings, jewelry, fiber art and much more can be found throughout Sisters. And most recently Sisters Country is very proud of its growing collection of Public Art. Concerts featuring every genre of music highlight Sisters' calendar of events throughout the year. And don't miss the Sisters Movie House, showing first run films throughout the year. The Americana Project at Sisters schools teaches kids to appreciate, learn and perform music and create art. The My Own Two Hands celebration in April features musical performances, an art auction and displays throughout Sisters to help raise funds for the Americana Project activities. Sisters also hosts the Sisters Folk Festival every September. Thousands of fans from around the country venture to Sisters to hear local, regional, and nationally known performers. Americana, folk and blues can be heard throughout Sisters at various venues.

The Sisters Outdoor Quilt Show, is the largest outdoor quilt show in the world happens on the second Saturday in July every year through the Sisters Country. Mark your calendars! Sisters Art Works is a facility that nurtures new talent by offering workshops, office space, and performing space to aspiring artists as well as established professionals. The Sisters School Foundation created the Sisters Starry Nights Concert Series to help close the gap in funding left by severe budget cuts in 1996 that threatened valuable programs at the Sisters schools. Its first fundraising event was the Sisters Starry Nights concert series and they debuted in 1997. Among the acclaimed musicians who traveled to Sisters to participate in the Starry Nights are: Lyle Lovett, Kenny Loggins, Vince Gill, Amy Grant, Michael McDonald, Deana Carter, the Nitty Gritty Dirt Band, John Hiatt, Kim Carnes, T. Graham Brown, David Wilcox, Karla Bonoff, J.D. Souther, Kenny Rankin, Nicolette Larson, Stephen Bishop, Mark Collie, Jeff Hanna, Matraca Berg, Greg Barnhill, Gary Morris, LeeAnn Womack, Christopher Cross, Hal Ketchum, and Kathy Mattea. And comedians Mack and Jamie, Wayne Cotter, Michael Davis, Don McMillan, Kevin Meaney. The Sisters Starry Nights Concert Series is currently on hiatus but there are several other opportunities to support the school district.

The Hidden Economy of Sisters

Mostly hidden from the view of visitors, Sisters has a thriving hidden economy of manufacturers who are creating unique, high-quality products for users around the world. From bird-repelling devises to custom-quality guitars, Sisters' creative side extends into industry.

ENERGYneering Solutions Inc. (ESI) of Sisters manages some millions of dollars in renewable energy power plants in places as far-flung as Texas, Florida and California — all out of an office at the Sisters Airport. The firm, led by Benny and Julie Benson of Sisters, provides engineering and design for landfill gas (LFG) collection, biogas pretreatment systems, biogas-toenergy facilities, and biomass thermal facilities.

Bird Gard utilizes the innate power of the natural survival instincts of birds to effectively repel them. Digital recordings of distressed and alarmed birds, along with the sounds made by their natural predators are broadcast through high fidelity weather-resistant speakers. This triggers a primal fear and flee response Pest birds soon relocate to where they can feed without feeling threatened. www.birdgard.com

Close to home, ESI installed a biomass boiler at Sisters High School, a cost-saving innovation that has received statewide accolades. www.energyneeringsolutions.com

Rescue Response Gear specializes in technical rescue and rope access equipment, working with public and private industry providing rescue equipment, rope access equipment, rescue training and rope access training to fire departments; training facilities; public utility companies; tower erector companies and search and rescue organizations as well as federal, state, county and city agencies. www.rescueresponse.com For more than a quarter century, Metabolic Maintenance has been manufacturing nutraceuticals and supplements for health care professionals who want the best for their patients, using only the highestquality ingredients and processes. Products manufactured in their plant in the Sisters Industrial Park are based on the latest wellness research, with ingredients that are sourced from the finest suppliers and tested for purity and potency. www.metabolicmaintenance.com From their workshop in the music-loving town of Sisters, Oregon, Preston Thompson Guitars builds custom guitars and standard models based on vintage designs perfected by C.F. Martin Guitar in the 1930s. The choice of Grammy-winning flatpick and fingerstyle guitarists alike, Preston Thompson Guitars are among the best acoustic guitars available anywhere, renowned for superior tone, craftsmanship and materials. www.pktguitars.com

Ponderosa Forge & Ironworks From a start shoeing horses, Jeff Wester has built a blacksmithing shop that provides structural steel and artful accessories for the finest homes and commercial properties in Central Oregon. Through its website at www.ponderosaforge.com, Ponderosa Forge sells beautiful hand-forged iron work — fireplace screens and doors, door hinges, door handles, furniture and interior décor, wine racks and much more — all across the nation. Lakeview Millworks is a purveyor of fine doors and windows for a market that extends from the Pacific Northwest south into California and east as far as Minnesota. Lakeview Millworks, located in Town Square in the middle of downtown Sisters, has an extensive showroom featuring major window and door product lines. Lakeview Millworks is a distributor for the prestigious Kolbe Windows & Doors line — one of only three in the state of Oregon. The facility is a destination showroom for the entire region. www.lakeviewmillworks.com Catch Magazine is as an electronic gallery and forum dedicated to the art and passion of fly fishing. Sisters resident Todd Moen and his partner Brian O’Keefe designed and created the online periodical that features breathtaking digital photography, travel essays, and slide shows from exotic “fishing holes” around the globe, all in a Web format. The magazine has an international readership, even in places like Iraq and Afghanistan. www.catchmagazine.net.

NOTES

’

First American Title Insurance Company, and the operating divisions thereof, make no express or implied warranty respecting the information presented and assume no responsibility for errors or omissions. First American, the eagle logo, First American Title, and firstam.com are registered trademarks or trademarks of First American Financial Corporation and/or its affiliates.

39120510420

SCHOOLS

OREGON AT-A-GLANCE SCHOOL PROFILE Sisters Elementary School

2018-19

PRINCIPAL: Becky Stoughton | GRADES: K-4 | 611 E Cascade, Sisters 97759 | 541-549-8981

Students We Serve

School Environment

323

Academic Progress

CLASS SIZE

REGULAR ATTENDERS

INDIVIDUAL STUDENT PROGRESS

Median class size.

Students who attended more than 90% of their enrolled school days.

Year-to-year progress in English language arts and mathematics.

Student Enrollment

Increase from previous year

DEMOGRAPHICS American Indian/Alaska Native Students

Teachers

86%

Asian Students

<1%

Teachers

Black/African American Students

Teachers

Hispanic/Latino Students

Teachers

Students

2% 0%

Native Hawaiian/Pacific Islander Students

Teachers

Oregon average

80%

Academic Success ENGLISH LANGUAGE ARTS

MATHEMATICS

SCIENCE

Students meeting state grade-level expectations.

Multiracial Teachers

Oregon average

Decrease from previous year

Increase from previous year

58%

Coming in 2019-20

51%

White Students

87%

Teachers

100%

Ever English Learners

Languages Spoken

12% 84% 34% Students with Disabilities

Required Vaccinations

Free/ Reduced Price Lunch

*<10 students or data unavailable

School Website: www.sisters.k12.or.us

Oregon average

49%

46%

School Goals

State Goals

Safe & Welcoming Environment

Sisters Elementary School has three goals that align with the school district. 1. Every student will be on track for their grade level · We have systems for identifying and supporting our lowest 20% of our students to achieve growth 2. We will support student mental health · We are focusing on Socio Emotional Learning and support systems for all students 3. We will provide options for our students · In connection with our community partners we are providing multiple options for our students including art, music, PE, science club, garden club and Chinese.

The Oregon Department of Education is partnering with school districts and local communities to ensure a 90% ontime, four year graduation rate by 2025. To progress toward this goal, the state will prioritize efforts to improve attendance, provide a well-rounded education, invest in implementing culturally responsive practices, and promote continuous improvement to close opportunity and achievement gaps for historically and currently underserved students.

Our school strives to ensure all students and their parents feel welcome to our school. We have routines and procedures in place that encourage parents to be a part of the educational process for their students while still maintaining a safe and secure building. We have bilingual staff in our office and building who collaborate to support our Spanish speaking families. Socio Emotional Learning (SEL) is a priority and we provide daily instruction and reinforcement in helping our students learn to be accepting and welcoming to all.

For more information please visit: www.oregon.gov/ode/reports-and-data/

OREGON AT-A-GLANCE SCHOOL PROFILE CONTINUED Sisters Elementary School

2018-19

PRINCIPAL: Becky Stoughton | GRADES: K-4 | 611 E Cascade, Sisters 97759 | 541-549-8981

Our Staff (rounded FTE)

17 Teachers

Outcomes REGULAR ATTENDERS

ENGLISH LANGUAGE ARTS

MATHEMATICS

American Indian/Alaska Native <10 students or data unavailable

<10 students or data unavailable

Asian <10 students or data unavailable

<10 students or data unavailable

Black/African American <10 students or data unavailable

<10 students or data unavailable

94%

Hispanic/Latino Multiracial <10 students or data unavailable Native Hawaiian/Pacific Islander <10 students or data unavailable

Educational assistants

86%

White Free/Reduced Price Lunch

81%

Counselors

11% Average teacher turnover rate

79% % of licensed teachers with more than 3 years of experience

Same principal in the last 3 years

27% <10 students or data unavailable

<10 students or data unavailable

62% 48%

85%

Ever English Learner

27% <10 students or data unavailable

53% 39%

<10 students or data unavailable

71%

<10 students or data unavailable

Migrant <10 students or data unavailable

<10 students or data unavailable

Students with Disabilities

Talented and Gifted <10 students or data unavailable Female

88%

Male

85%

Non-Binary <10 students or data unavailable

58% 58% <10 students or data unavailable

42% 59% <10 students or data unavailable

About Our School BULLYING, HARASSMENT, AND SAFETY POLICIES

EXTRACURRICULAR ACTIVITIES

PARENT ENGAGEMENT

COMMUNITY ENGAGEMENT

To ensure a safe and secure learning environment for all students, our school implements a PBIS plan and a safety plan. Our administration, counselor, teachers and school staff work with parents and students on a case-by-case basis to address conflict between students and to provide counseling and instruction in positive peer relationships. Our counselor and teachers provide regular, systematic Socio Emotional Learning (SEL) instruction that includes the topics of bullying and harassment. Students who display positive character traits are recognized for their efforts. Our safety plan is reviewed and updated annually and students and staff participate regularly in safety drills. Staff collaborates with our School Resource Officer as needs arise.

It is the goal of Sisters Elementary School to develop each child to their fullest potential. To accomplish this we provide every student with the opportunity to explore multiple disciplines that help them discover and understand their unique interests and abilities. We partner with community organizations to provide activities such as art, Chinese, after school strings, garden club and science club in addition to regularly offered music, physical education and Socio Emotional Learning (SEL).

We value our parents as collaborators and partners. We have an active SPTC (Sisters Parent Teacher Community) that hosts a variety of well attended curriculum nights throughout the year to engage families with the school. Additionally they sponsor three service projects offering our students ways to give back to their community. Twice a year our students showcase their art to our community as a part of our Studio 2 School Grant. This year we also engaged several families in our Latino Family Literacy afternoons and are seeking other ways to expand on our success.

Sisters Elementary School is fortunate to have a community that partners with their schools. We have collaborated with Sisters Folk Festival to implement a five year Studio 2 School grant to bring enriched arts education into our schools. We have an art teacher, artists in residence, and expanded music offerings as a result of this partnership. We also work with the Roundhouse Foundation, The Science Club, Seed to Table, and Sisters Educational Foundation to provide enhanced educational opportunities. Our students engage in three service learning projects throughout the year- a Halloween Candy drive for Operation Gratitude, a sock drive for our FAN program, and a PB&J drive collecting food for our local food bank sponsored by the Kiwanis.

Data are suppressed to protect confidential student information.

For more information please visit: www.oregon.gov/ode/reports-and-data/

OREGON AT-A-GLANCE SCHOOL PROFILE Sisters Middle School

2018-19

PRINCIPAL: Marshall Jackson | GRADES: 5-8 | 15200 McKenzie Hwy, Sisters 97759 | 541-549-2099

Students We Serve

School Environment

323

Academic Progress

CLASS SIZE

REGULAR ATTENDERS

INDIVIDUAL STUDENT PROGRESS

Median class size.

Students who attended more than 90% of their enrolled school days.

Year-to-year progress in English language arts and mathematics.

Student Enrollment

Decrease from previous year

Increase from previous year

DEMOGRAPHICS American Indian/Alaska Native Students

Teachers

86%

Asian Students

Teachers

Black/African American Students

<1%

Teachers

Hispanic/Latino Students

13%

Teachers

Students

1% 0%

Native Hawaiian/Pacific Islander Students

Teachers

Oregon average

80%

Academic Success ENGLISH LANGUAGE ARTS

MATHEMATICS

SCIENCE

Students meeting state grade-level expectations.

Multiracial Teachers

Oregon average

Increase from previous year

Decrease from previous year

69%

Coming in 2019-20

41%

White Students

83%

Teachers

100%

Ever English Learners

Languages Spoken

89% 22%

Students with Disabilities

Required Vaccinations

Free/ Reduced Price Lunch

*<10 students or data unavailable

School Website: www.sisters.k12.or.us

Oregon average

54%

39%

School Goals

State Goals

Safe & Welcoming Environment

Sisters Middle School goals are focused on holistic wellness, intervention and enrichment offerings, and school-community relationships. During the 2019-2020 school year 100% of our students will have weekly SEL lessons and preventative care guidance lessons, will participate in a PIE (Proactive Interventions & Enrichment) period in their area of need or strength, and will participate in service learning projects.

Students’ sense of security comes through well executed safety plans and the scaffolding of supports put in place for open communication and student wellness. Students, parents and families are welcomed in a variety of ways at Sisters Middle School. Positive relationship building starts at the beginning of the day when students and families are greeted as they enter the door. Parents are communicated with by phone, email, online learning platforms and in-person. The teachers communicate regularly with families and the principal sends monthly newsletters and coffee chats.

For more information please visit: www.oregon.gov/ode/reports-and-data/

OREGON AT-A-GLANCE SCHOOL PROFILE CONTINUED Sisters Middle School

2018-19

PRINCIPAL: Marshall Jackson | GRADES: 5-8 | 15200 McKenzie Hwy, Sisters 97759 | 541-549-2099

Our Staff (rounded FTE)

15 Teachers

Outcomes REGULAR ATTENDERS

ENGLISH LANGUAGE ARTS

MATHEMATICS

American Indian/Alaska Native <10 students or data unavailable

<10 students or data unavailable

Asian <10 students or data unavailable

<10 students or data unavailable

Black/African American <10 students or data unavailable

<10 students or data unavailable

Multiracial <10 students or data unavailable Native Hawaiian/Pacific Islander <10 students or data unavailable

Educational assistants

Counselors

15% Average teacher turnover rate

89% % of licensed teachers with more than 3 years of experience

Same principal in the last 3 years

63%

72%

Ever English Learner

80%

Students with Disabilities

78%

23%

<10 students or data unavailable

85%

White Free/Reduced Price Lunch

88%

Hispanic/Latino

71%

44%

53%

<10 students or data unavailable

60%

Migrant <10 students or data unavailable Talented and Gifted

93%

Female

87%

Male

85%

Non-Binary <10 students or data unavailable

<5% >95%

73% 65% <10 students or data unavailable

>95% 41% 40% <10 students or data unavailable

About Our School BULLYING, HARASSMENT, AND SAFETY POLICIES

EXTRACURRICULAR ACTIVITIES

PARENT ENGAGEMENT

COMMUNITY ENGAGEMENT

Our school has honed in on school safety by renovating the school to better ensure student safety within and around our school. Safety plan protocols and practices at SMS go above and beyond the required regulations. Our student handbook outlines the policies, procedures, and behavior matrices necessary to ensure the rights and safety of all students. Sisters Middle School enacts a PBIS plan school-wide. We also provides class sections such as Thrive and PIE which encompass academic and socialemotional supports. Further we have counseling services that are integrated to compliment all of the above.

Sisters Middle School offers a variety of opportunities for students to explore areas of interest to aide in providing a wellrounded, cultured education. Sports programming, strings, OSU SMILE Club, homework support, SOLE, ECOS, Leadership, Battle of the Books, Science Club, Outdoor School and Chess Club are just some of our extracurricular offerings.

Sisters Middle School strives to involve all parents in their child’s learning. Our parents volunteer in a myriad of ways to support all developmental areas during and after the school day. Our school provides many showcases, open houses and enrichment nights to foster home-school connections and parent learning.

Community engagement is the essence of Sisters School District. High leverage collaborations between the middle school and community have been in places for many years. Organizations such as the Sisters Folk Festival, Sisters Science Club, Seed to Table, Roundhouse Foundation, and Sisters Educational Foundation amongst others have partnered with our schools to enrich the offerings and experiences our school provides.

Data are suppressed to protect confidential student information.

For more information please visit: www.oregon.gov/ode/reports-and-data/

OREGON AT-A-GLANCE SCHOOL PROFILE Sisters High School

2018-19

PRINCIPAL: Joe Hosang | GRADES: 9-12 | 1700 W McKinney Butte Rd, Sisters 97759 | 541-549-4045

Students We Serve

School Environment

463

Academic Progress

CLASS SIZE

REGULAR ATTENDERS

ON-TRACK TO GRADUATE

Median size of classes in core subjects.

Students who attended more than 90% of their enrolled school days.

Students earning one-quarter of graduation credits in their 9th grade year.

Student Enrollment

Increase from previous year

Decrease from previous year

Increase from previous year

DEMOGRAPHICS American Indian/Alaska Native Students

Teachers

76%

90%

Asian Students

Teachers

Black/African American Students

<1%

Teachers

Hispanic/Latino Students

Teachers

Multiracial Students

Teachers

Native Hawaiian/Pacific Islander Students

Teachers

Oregon average

80%

85%

Academic Success ON-TIME GRADUATION

FIVE-YEAR COMPLETION

COLLEGE GOING

Students earning a diploma within four years. Cohort includes students who were first-time ninth graders in 2014-15. Increase from previous year

Students earning a high school diploma or GED within five years.

Students enrolling in a two or four year college within one year of completing high school, as reported by the National Student Clearinghouse.

Increase from previous year

89%

94%

72%

White Students

84%

Teachers

100%

<5%

Ever English Learners

Languages Spoken

12% 93% 18% Students with Disabilities

Required Vaccinations

Free/ Reduced Price Lunch

*<10 students or data unavailable

School Website: www.sisters.k12.or.us

Oregon average

79%

85%

62%

School Goals

State Goals

Safe & Welcoming Environment

Sisters High School is determined to ensure all seniors will attain and demonstrate the necessary competencies that allow students to graduate and broadly prepare them to transition into college and the workplace. We will accomplish this by improving our attendance, implementing bi-weekly grade level teacher meetings, ensure all teachers improve their use of writing, inquiry, collaboration, organization and reading strategies.

Our mission is to provide a caring community built on strong relationships, that sets and achieves high standards where learning is positive and engaging for all. Everything we do is built on relationships and building a community where we take care of each other in school and out of school.

For more information please visit: www.oregon.gov/ode/reports-and-data/

OREGON AT-A-GLANCE SCHOOL PROFILE CONTINUED Sisters High School

2018-19

PRINCIPAL: Joe Hosang | GRADES: 9-12 | 1700 W McKinney Butte Rd, Sisters 97759 | 541-549-4045

Our Staff (rounded FTE)

22 Teachers

Outcomes REGULAR ATTENDERS

ON-TRACK TO GRADUATE

American Indian/Alaska Native <10 students or data unavailable

<10 students or data unavailable

100%

Asian <10 students or data unavailable

<10 students or data unavailable

100%

Black/African American <10 students or data unavailable

<10 students or data unavailable

100%

<10 students or data unavailable

88%

<10 students or data unavailable

100%

91%

Hispanic/Latino

82%

Multiracial

Native Hawaiian/Pacific Islander <10 students or data unavailable

Educational assistants

White Free/Reduced Price Lunch

<10 students or data unavailable

Counselors

Students with Disabilities

90%

66%

Average teacher turnover rate

88% % of licensed teachers with more than 3 years of experience

80% Data not available

71%

92%

64% 100%

<10 students or data unavailable

89%

Talented and Gifted

Male

89%

88% <10 students or data unavailable

Migrant <10 students or data unavailable

Female

<10 students or data unavailable

76%

Ever English Learner <10 students or data unavailable

ON-TIME GRADUATION

100%

<10 students or data unavailable

80%

95%

73%

Non-Binary <10 students or data unavailable

90%

84% Coming in 2019-20

89% Coming in 2019-20

About Our School ADVANCED COURSEWORK

CAREER & TECHNICAL EDUCATION

EXTRACURRICULAR ACTIVITIES

PARENT & COMMUNITY ENGAGEMENT

Our school offers various AP courses. Highlights Include: Biology, US History, Art, Chinese, Calculus, English Literature

Sisters High School has three amazing CTE Programs of Study, Culinary Arts, Health Services and Engineering Technologies with a learning area of Industrial and Engineering Systems. We are also developing our Flight Science program to become a full program of study as defined by Oregon Department of Education

We offer a wide range of co-curricular activities that foster the development of lifelong values of teamwork, leadership, dedication, sportsmanship, goal setting, maintaining composure, poise, developing a strong work, balancing busy schedules, and living a healthy lifestyle, which will ultimately assist our students in becoming contributing members of the community. Beyond wins and losses, the primary goal of our co-curricular activities is to build character.

Our community is very close and supportive of the students and instructional staff. We have many strong community partnerships that catapult our programs. Our educational community strives to ensure that every student is known, and taught, as an individual in order to enhance the learning environment. We are a community that embraces and values science and the arts. Our community and our partnerships are instrumental in the success of our programs: Americana, outdoor experiential education flight science, the luthier program, engineering, culinary arts, EMT/Health careers, and so many more.

We also offer dual-enrollment courses through two community colleges. Highlights include: Math 111 & 112, Writing 121, Health Occupations, Engineering and Design

Yes

Same principal in the last 3 years

Data are suppressed to protect confidential student information.

For more information please visit: www.oregon.gov/ode/reports-and-data/

ECONOMIC DEVELOPMENT

ECONOMIC DEVELOPMENT FOR CENTRAL OREGON

2020 CENTRAL OREGON ECONOMIC PROFILE 705 SW BONNETT WAY SUITE 1000 BEND, OR 97702 541.388.3236

EDCOINFO.COM #EDCOINFO @EDCOINFO

Table of Contents Welcome........................................................................................................ 2 Central Oregon Overview................................................................................ 3 Population..................................................................................................... 4 Move.............................................................................................................. 6 Relocate / Expand.......................................................................................... 7 Start................................................................................................................ 8 Entrepreneurial Support................................................................................. 9 Grow............................................................................................................... 10 Workforce...................................................................................................... 11 Delivering What Is Expected......................................................................... 12 Transportation............................................................................................... 13 Services / Infrastructure................................................................................ 14 Top Employers............................................................................................... 15 Foundations of Central Oregon’s Economy................................................... 16 Lifestyle......................................................................................................... 20 About EDCO................................................................................................... 21

Welcome to Central Oregon Where the commute times are short and breathtaking views await you at every turn. The region features dramatic snow-capped mountain ranges and high desert plateaus within Deschutes, Crook and Jefferson counties. Located halfway between San Francisco and Seattle, the hottest small metropolitan market in the U.S. is Central Oregon. In the last decade the region has seen some of the highest sustained GDP growth, job growth and population growth. With these factors in mind, The Milken Institute has named the region the best small metropolitan in the nation three years in a row – a feat no other location has ever received. Central Oregon is pulling extraordinary talent and capital, fostering a diverse and highly entrepreneurial business ecosystem. Lured by natural scenic beauty and big city amenities (world-class health care, education, dining) without big city costs or hassle, people are learning that having a true work-life balance is possible. Employees are happier; companies are more innovative and capital-efficient. All in a region dominated by small to mid-sized firms that compete globally – and win. Page 2 - Economic Development for Central Oregon

CENTRAL OREGON OVERVIEW Regional Population:

240,280

Regional Labor Force:

117,050

Bend-Redmond MSA GDP Per Capita:

$46,903

(2019 estimates from Portland State University)

(Seasonally adjusted total for Q1 2019 from Oregon Employment Department)

(2017 estimate from the Bureau of Economic Analysis) *Bureau of Economic Analysis data is only available for the Bend-Redmond MSA

Access to and from our region has never been easier with six national carriers flying 52+ segments daily to 10 international airports. The best part? Travel through the Redmond airport is a breeze. edcoinfo.com - Page 3

POPULATION

Central Oregon has been among the fastest growing regions anywhere in the U.S.

“Net migration is one

In-migration has been the dominating factor in the region’s

of Oregon’s competitive

growth with approximately 7,000 new residents moving to the

advantages as we have

area from all over the country every year. At the same time, the region’s ability to attract young families has resulted in strong

historically been able

birth rates.

to attract new residents

POPULATION CHANGES FOR CENTRAL OREGON

Area Oregon

Percent Change 2010 - 2018

Net Migration % 2010 - 2018

9.5%

75.8%

Counties Deschutes County

19.8%

90.4%

Jefferson County

8.5%

64%

Crook County

8.3%

119%

Source: Population Research Center, PSU, April 2019. (April 1, 2010 to July 1, 2018)

Page 4 - Economic Development for Central Oregon

to the state, expanding the labor force.” Damon Runberg Regional Economist, State of Oregon Employment Department

PAGE TITLE HERE

NEW RESIDENTS, NEW IDEAS & NEW ENERGY

#6 FASTEST

POPULATION GROWTH IN THE U.S.

With over 4.5 million visitors flocking to Central Oregon each year, it proves a great introduction to our region’s culture, lifestyle and a great first impression for businesses. Central Oregon and the Bend-Redmond MSA continually top the nation in population growth. In fact Bend has been among the 15 fastest growing cities in the U.S. four of the last five years. While our population grows, so does our workforce. We’re cultivating a community that has consciously decided to

- U.S. CENSUS, 2018

live here and work towards making our region an even better place to live.

POPULATION TOTALS FOR CENTRAL OREGON

Bend

2000 3,421,399 19,184 115,367 52,029

La Pine

Not incorporated

Area Oregon Crook County Deschutes County

Redmond Sisters Unincorporated Jefferson County Tri-County Total

13,481 959 48,898 19,009 153,560

2010 3,837,300 21,020 157,905 76,740 1,660 26,225 2,040 51,240 21,750 200,675

2015 4,013,845 21,085 170,740 81,310 1,670 27,050 2,280 53,151 22,445 214,270

2017 4,141,000 22,105 182,930 86,765 1,730 28,265 2,540 63,630 23,190 228,225

2018 4,195,300 22,710 188,980 89,505 1,840 29,190 2,725 65,720 23,560 235,250

% Growth 2010-2018

9.3% 8.0% 19.7% 16.6% 10.8% 11.3% 33.6% 28.3% 8.3% 17.2%

Source: Population Research Center, PSU. 1990 and 2000 Census numbers are for April 1 of that year; 2013-2018 data are for July 1 of that year.

edcoinfo.com - Page 5

We guide employers outside the region through the relocation process as a resource for regional data, incentives, talent, site selection, and A-Z problem solving.

MOVE Business Cost Comparison Oregon offers more incentive programs to traded-sector businesses (companies that sell products or services outside the area) than Washington and California combined. Even without taking those incentives into consideration, Oregon is still a more cost-effective choice for doing business. Contact EDCO for a detailed look at the business costs in Central Oregon.

Avg. Electricity Rate (¢/kWh)

6.91¢

11.23¢

5.24¢

Avg. Natural Gas Rate ($/kcf)

$5.02

$8.64

$6.31

State & Local Sales Tax Rate

None

8.5%

9.2%

State Business Tax Climate Index

#49

#20

Sources: Tax Foundation 2019, US Energy Information Association (Natural Gas) Feb. 2019, US Energy Information Association (Electricity) Mar. 2019

“We fell in love with everything the area has to offer and EDCO gave us the guidance needed to prove our case that Central Oregon is a great place to do business.” - Jeff Cummingham – GM/VP of Global Sales, Aquaglide

Case Study: Last year Aquaglide, one of the world’s premier inflatable water sport product companies, was in the process of being acquired by outdoor industry powerhouse Kent Watersports through Connelly Skis, one of Kent’s iconic brands. EDCO worked with Aquaglide providing location options, cost comparisons and more, to show Kent Watersports the many benefits of relocating Aquaglide to Bend. After months of back and forth discussions, Kent Watersports was convinced that the move was a financially responsible decision and great for their employees. One year later Aquaglide now operates its headquarters from Central Oregon, with a team of 10 which were hired locally. For Aquaglide, the lifestyle and ability to attract the top level talent that Central Oregon provides was the defining factor in relocating to Bend. Page 6 - Economic Development for Central Oregon

RELOCATE & EXPAND

Get connected to our growing industry clusters that include: Breweries, Bio, Recreation, Technology, Building Products, Automotive, Aerospace, and Advanced Manufacturing.

Our tools to help your company include: linking with the local supply chain, finding talent, incentives, business finance, and more.

WHY CENTRAL OREGON? When compared against its neighbors to the north and south, Oregon’s overall business costs rank significantly lower. Average electricity rates, natural gas rates, state & local sales tax rates, and business tax climates in particular are significantly lower than the national average. For a relocating business, Central Oregon has a reputation for welcoming new companies without sacrificing workforce,

We help you navigate the regional and local real estate market, infrastructure and permitting processes.

talent, quality healthcare, transportation, or infrastructure. EDCO’s resources and connections can help your business make the right decisions when choosing a new home.

edcoinfo.com - Page 7

* EDIT TITLE START

We mentor and advise scalable young companies from concept to exit on issues such as access to capital, critical expertise and business strategy.

“Organizations like EDCO are critical for business creation and development in any community. That said, the wicked smart and driven people that Roger Lee has assembled at EDCO are the best. The team listens to its customers (and community) and pushes hard for big results. Their monthly PubTalk meetups or the Bend Venture Conference (BVC) are two examples of some of the best programs I’ve seen in Oregon. Without EDCO and its incredible team the entrepreneur community in Central Oregon would be greatly disadvantaged. For me, EDCO has provided the platform and resources to move from a big city, start my business and grow into a global leader in our market. Thank you EDCO for all you do!” - Justin Johnson, Founder and CEO – LeadMethod

Case Study: In 2013 LeadMethod Founder & CEO Justin Johnson moved from Seattle to Bend. Unsure how to immerse himself in the business community, he reached out to EDCO for resources that allowed him to connect with many local leaders, influencers and mentors. One local resource he connected with was the Bend Venture Conference, and in 2017 LeadMethod walked away from the annual angel investing event with over $485,000 in funding. The winners of the largest Angel Conference in the West kicked their growth into high gear. The money raised from BVC allowed LeadMethod to increase their staff by 50% and move into a new 5,000 square foot office space, giving them both the manpower and room to scale the business while also adding the ability to test new and innovative ideas. LeadMethod, creator of the first channel revenue optimization software, allows manufacturers and distributors to get more information on the leads provided throughout the entire sales cycle. With 25% of their customers surpassing $1 billion in revenue, they continue to gain industry trust worldwide while expanding their footprint in Bend. Page 8 - Economic Development for Central Oregon

ENTREPRENEURIAL SUPPORT

A driving force for our economic performance is a collaborative and inclusive entrepreneurial community. This is supported via the number of new business registrations, which has outpaced far larger cities. In 2018, Bend entrepreneurs registered one new business for every 26 residents, the most registrations per capita of any medium or large city in the state. The region is large enough to provide resources and access to capital that help new entrepreneurs get started, while still being small enough that those resources are interconnected to support businesses as they grow. Unique to Central Oregon, given its size, are the numerous community resources and assets that are available. Assets managed by EDCO include monthly Central Oregon PubTalks, the Stable of Experts (mentors) and the largest Angel Conference in the West, the Bend Venture Conference.

METROPOLITAN AREAS WHERE FIRST FINANCINGS ARE RISING Area

National Rank

% Change (Annualized) 2013-2017

National Rank

% Change (Annualized) 2009-2014

Des Moines-West Des Moines, IA

7.7%

No Rank

0.0%

Lexington-Fayette, KY

7.7%

7.5%

Boulder, CO

5.4%

No Rank

0.0%

Bend-Redmond, OR

5.3%

31.6%

Columbus, OH

4.7%

12.3%

Source: Startupsusa.org, April 2018. (April 1, 2010 to July 1, 2017) While the general trend shows that the total amount of startup funding is down across the country, this is not the case in Central Oregon, according to the Center for American Entrepreneurship. Deschutes County placed #4 among all U.S. metros for growth in first financings of startups from 2013-14 to 2016-17 and #3 in the preceding period. edcoinfo.com - Page 9

GROW

We partner with local traded-sector companies to help them grow and expand, offering them the very same incentives and assistance as relocation projects.

“EDCO was an instrumental part in bringing Laird Superfood to Sisters. From connecting us with key employee hires, finding available land to build our new facility, helping us secure forgivable loans with the city and county, leading us through tax incentives, EDCO went above and beyond the call of duty in support of our business. This was the determining factor in building our business in Central Oregon.” -Paul Hodge, CEO, Laird Superfood

Case Study: In November 2015 Laird Superfood started its operations with just three employees in Sisters, Oregon. Their flagship product, Laird Superfood creamer was making waves across the natural products market thanks in-part to the company’s namesake and co-founder, Laird Hamilton. The company creates clean, all natural superfood products that are sustainably grown and responsibly sourced, including coffee creamers and hydration products. Today, the company has over 80 employees and a brand new 20,000+ sq. ft. state-of-the-art campus. A recent investment from global co-working giant WeWork (now The We Company) gave the company the capital needed to continue their expansion with innovative growth plans. What started as an idea would not have been possible in Sisters without help from EDCO. Laird Superfood CEO Paul Hodge had recently moved to the Sisters community and wasn’t convinced manufacturing a globally distributed product would be possible in a city with just 2,700 residents. EDCO quickly aligned city and county leadership, state government and local support to give Laird Superfood the resources needed to launch. From incentives to land selection, workforce and development assistance, EDCO worked closely with the company, providing the necessary help for them to achieve a successful start with roots firmly planted in Sisters.

Page 10 - Economic Development for Central Oregon

WORKFORCE

#2 FASTEST JOB GROWTH IN THE U.S. - BLS, 2017

MANUFACTURING EMPLOYMENT GROWTH (2010-2016) U.S.

7.2%

Oregon

19%

Deschutes County

57%

Redmond

81%

Source: State of Oregon Employment Department, 2019

Private sector employment growth in the region was 26% higher than Oregon’s average over the last 10 years, and is projected to grow by 18% - Business Oregon’s Regional Competitive Industry Analysis, 2016 through 2024.

Workforce Development Internships provide students with real work experience 200 Successful Interships Placed Since Launch Four years in the making, Youth CareerConnect is a collaborative regional effort connecting high school and college students with employers for internships that benefit both. Four organizations lead local programs with dedicated staff including Chambers of Commerce in Bend, Madras and Prineville, as well as EDCO in Redmond and Sisters. With significant financial and organizational support from non-profits Better Together and East Cascades Works, 120 businesses signed up to host interns with 257 students competing for the positions during the 2018-19 school year. Stories of how both young adults and local employers are being transformed in the process are truly inspirational. To get involved, visit: youthcareerconnect.org.

edcoinfo.com - Page 11

DELIVERING WHAT IS EXPECTED

DESCHUTES COUNTY

COUNTY RECEIVING MOST INVESTMENT IN OREGON

“Bend enjoys a truly collaborative environment. Everyone is not only supportive of each other, but excited to see one another grow. We share the same trails, rivers and slopes and ultimately share a similar vision to help Bend succeed.” Scott Allan GM, Hydro Flask

-SMARTASSET, 2019

The combination of a collaborative culture, a supportive attitude among government and economic development agencies, plus a location that attracts talent and investment all help Central Oregon compete nationally.

INCOMING INVESTMENT BY COUNTY IN OREGON New Building Federal GDP Growth Permits Funding (millions) (per 1,000 homes) (per capita)

Incoming Investment Index

Rank

County

Business Growth

Deschutes

11.1%

$1,181

26.5

$333

63.28

Multnomah

6.1%

$4,816

15.0

$898

48.53

Washington

5.9%

$2,728

14.8

$404

46.22

Clackamas

5.1%

$2,081

15.0

$646

45.23

Crook

3.7%

$90

10.5

$389

36.95

Jefferson

3.1%

$66

5.7

$198

30.57

Oregon Totals

1.7%

$613

6.9

$342

Source: SmartAsset, 2019

Page 12 - Economic Development for Central Oregon

TRANSPORTATION Average Commute Times

AIR

32.8 min

30.9 min

30 min

27.5 min

26.1 min

25.3 min

20 min

15.3 min

10 min

Redmond Municipal Airport (RDM; www.flyrdm.com) provides commercial air service with 26 daily round-trip flights to Denver, Los Angeles, Mesa, Phoenix, Portland, Salt Lake City, San Francisco, Chicago, Las Vegas, and Seattle via six carriers (Alaska, Allegiant, American, Delta, Sun Country Airlines, and United).

0 min

cis

ran nF

les

n sA

att

lan

rt Po

The Central Oregon average commute time is

21 minutes each way, saving the average worker over one work week per year! Source: Census.gov 2019

Travel Time & Distance by Car BEND, OR

RAIL

PORTLAND, OR

153 miles 3 hours, 13 minutes

OLYMPIA, WA

269 miles 4 hours, 55 minutes

Burlington Northern-Santa Fe (BNSF), Union Pacific (UPRR) and the City of Prineville Railway (COPR) provide

SEATTLE, WA

328 miles 5 hours, 45 minutes

173 miles 3 hours, 22 minutes

BOISE, ID

317 miles 5 hours, 19 minutes

SAN FRANCISCO, CA

direct connections for shipping to any market in the United States, Canada and Mexico.

MEDFORD, OR

491 miles 7 hours, 54 minutes

LOS ANGELES, CA

821 miles 12 hours, 39 minutes

Travel Time By Air REDMOND, OR

FREIGHT

PORTLAND, OR

RDM

40 min

SEATTLE, WA SALT LAKE CITY, UT

1 hour

1 hour, 30 minutes

LAS VEGAS, NV

U.S. Highways 97 and 20 are two of the state’s major trucking routes, with access to major metro areas with connections to Interstate 5 (N-S) and Interstate 84 (E-W).

SAN FRANCISCO, CA 1 hour, 40 minutes

1 hour, 43 minutes

DENVER, CO

LOS ANGELES, CA 2 hour, 10 minutes

2 hours, 15 minutes

CHICAGO, IL

PHOENIX & MESA, AZ 2 hour, 25 minutes

3 hours, 40 minutes

edcoinfo.com - Page 13

SERVICES & INFRASTRUCTURE

UTILITIES Because most of our region has been built new in the past two decades, our telecommunications infrastructure is one of the Northwest’s most technologically advanced, meeting business and telecommuting requirements for capacity, redundancy and reliability.

EDUCATION Central Oregon is well-recognized for its high level of education, with some of the best K-12 public schools in the nation. In 2018, the Bend-La Pine school district’s average SAT scores surpassed the national average by over 100 points. Additionally, our higher education opportunities abound. From Oregon State University-Cascades ongoing expansion, to Central Oregon Community College’s four campuses in the region, there are opportunities for all to obtain a quality education.

HEALTHCARE Top quality healthcare is one of Central Oregon’s crown jewels. St. Charles Health System is the largest healthcare provider in the region, and is also the largest employer with over 4,400 employees across the tri-county area. A network of more than 100 clinics and specialty practices further support the community.

Page 14 - Economic Development for Central Oregon

Rank 2019 2018

TOP EMPLOYERS CENTRAL OREGON RANKED IN THE NATION FOR GDP GROWTH AT

8.1%

- Bureau of Economic Analysis, 2016

2018 Central Oregon Industry Composition Trade, Transportation, & Utilities

18%

Education & Health Services

16%

Leisure & Hospitality

15% 13%

Total All Government Professional & Business Services

11%

Manufacturing

8% 7%

Construction Financial Activities

Other Services

Information

Natural Resources & Mining

2019 Central Oregon Largest 50 Private Employers

Source: State of Oregon Employment Department, 2019

According to the Oregon Employment Department, 78% of Oregon establishments have nine or fewer employees and the average private establishment employs 11 people. Still, a number of large employers operate successfully here, tapping into Central Oregon’s ever-expanding workforce, the overall low cost of doing business and business-friendly local governments. This year, the top 50 private companies collectively employ more than 22,000 Central Oregonians, or roughly 22.5% of the region’s current total employment.

1 1 2 3 3 4 4 2 5 6 6 5 7 7 8 NL 9 10 10 8 11 9 12 11 13 12 14 15 15 16 T-16 18 T-16 37 18 19 19 13 20 14 T-21 20 T-21 NL 23 17 T-24 22 T-24 23 26 25 27 27 28 T-28 29 26 30 32 31 33 32 36 T-33 32 T-33 T-38 35 31 36 43 37 41 38 T-38 39 30 40 40 41 T-49 42 42 43 45 44 46 45 48 46 47 47 51 48 T-49 49 44 50 NL

Employees 2019

2018

St. Charles Health System regional 4,447 4,183 1,138 986 Bright Wood Corporation Les Schwab regional 1,080 926 Sunriver Resort 1,000 1,100 975 840 Mt. Bachelor 853 878 Safeway regional 667 628 Fred Meyer regional -609 Rosendin Electric 587 538 Summit Medical Group 536 615 McDonald’s regional IBEX 480 540 PCC Schlosser 465 450 400 440 Consumer Cellular 385 361 Lonza, formerly Bend Research 375 360 Black Butte Ranch 350 339 Costco 350 201 Facebook 341 303 Mosaic Medical Opportunity Foundation 335 381 JELD-WEN Windows and Doors 315 375 300 300 Eagle Crest, Aimbridge Hospitality 300 150 Pronghorn Resort 296 340 Deschutes Brewery 280 280 BendBroadband/TDS Telecom 280 275 Brasada Ranch G5 278 258 274 252 The Center (Ortho/Neuro) 270 250 Contact Industries 251 254 Bi-Mart regional Epic Air 250 230 243 223 PacificSource 235 210 Keith Manufacturing Co. 220 220 Riverhouse on the Deschutes Tetherow 220 200 216 236 10 Barrel Brewing Co. 210 182 Medline ReNewal 203 191 First Interstate Bank Athletic Club of Bend 200 200 199 237 Navis Touchmark at Mt. Bachelor Village 196 196 190 150 Target 186 190 Neighbor Impact regional Indian Head Casino 180 180 174 174 J Bar J Youth Services 170 157 High Lakes Health Care regional Sunriver Owners Association 165 162 Rebound Physical Therapy regional 157 144 Sunriver Brewing Company regional 155 150 Ray’s Food Place regional 150 181 142 121 Western Heavy Haul & SMAF

NL = Not Listed T = Tied

edcoinfo.com - Page 15

FOUNDATIONS OF CENTRAL OREGON’S ECONOMY

BREW (Craft Brewing, Distilling and Fermentation) •

Central Oregon is home to breweries, both big and small, with Deschutes Brewery topping the list, brewing over 339,000 barrels in 2017

•

33 breweries, 4 cideries and 10 distilleries in the region

•

Bend has more breweries per capita than Portland, Oregon!

•

With nearly 77,000 visitors a week and 4.5 million visitors a year, it’s safe to say this is a region that really knows (and loves) its craft beer - Brewers Association, 2017, Oregon Brewers Guild, 2017, Forbes, 2016

#1 BEST CRAFT

#2 LARGEST HOP

-MATADOR NETWORK, 2016

-OREGON BREWERS GUILD, 2017

BEER TOWNS IN AMERICA

GROWING STATE

BREWERIES PER CAPITA IN THE U.S. -C&R RESEARCH, 2019

BIO (Pharmacuetical, Research and Manufacturing, Medical Devices, and Bioscience Software) Producing everything from titanium implants to cutting edge research in new drug treatments, our bioscience industry has been experiencing double-digit year-over-year employment growth for the past several years. Quietly, Central Oregon’s bioscience industry has grown to more than 30 companies employing 3,000 people. The region’s lifestyle has proven capable of attracting world-class technical and science talent that purposely moves here and stays.

Page 16 - Economic Development for Central Oregon

FOUNDATIONS OF CENTRAL OREGON’S ECONOMY

REC (Outdoor Gear & Apparel) •

The region is home to a diverse array of outdoor product companies, with some of the best-known names in the industry calling Central Oregon home

•

100+ outdoor industry product companies

•

Home to the Oregon Outdoor Alliance (OOA) and Oregon’s Office of Outdoor recreation, both of which are dedicated to connecting & cultivating Oregon’s outdoor industry

•

The country’s first dedicated startup accelerator for the outdoor industry, Bend Outdoor Worx, is located in Bend

•

The country’s only four-year degree for outdoor product development at OSU-Cascades

•

Home to Bend Outdoor Worx BreakOut, the only early-stage funding event in the U.S. focused solely on outdoor product companies

BEST

MULTI-SPORT TOWN IN THE U.S. - OUTSIDE MAGAZINE, 2017

TECH (Software, Electronics, IT & Data Centers, and Renewable/Alternative Energy) •

Including software companies, electronics manufacturers, alternative/energy services, and data centers, the region has over 130 tech companies employing nearly 2,000 people

•

Five dozen software companies call the region home (with most headquartered here)

•

“Bend hosts a growing tech sector, which should see the gains from the development of local talent through Oregon State University-Cascades.” - The Milken Institute 2017 Best Small Cities

•

“Bend ranked #16 among U.S. metro areas for high-tech startup density.” - The Kauffman Foundation

NUMBER OF HIGHTECH INDUSTRIES -MILKEN INSTITUTE, 2017

edcoinfo.com - Page 17

FOUNDATIONS OF CENTRAL OREGON’S ECONOMY

Aviation/Aerospace (Aircraft and related components) The production of light aircraft in Central Oregon spans back more than 30 years and over that time, 25 aircraft have moved through the process of design on paper to flight – several in scaled production. Along with these aircraft, many suppliers of specialized equipment have followed. Our region’s “special sauce” in the industry? Composite (carbon fiber) fabrication and innovation that make our OEM’s and supply chain companies unique on a national and even global scale. But it’s not all just manufacturing. We have some of the most successful flight training programs in the country with both fixed-wing and helicopter flight schools serving the global industry.

Building Products (Windows, Doors, Moldings & Specialty Products) For much of the region’s economic history, wood products manufacturing was the dominant industry employing Central Oregonians and forming the foundation for other business activity. While we’ve diversified dramatically over the past three decades, the manufacturing of products used in residential and commercial construction still plays a very important role for the region’s economy. Competing on a global scale, businesses in this industry have innovated and automated their way to becoming leaders in their respective sub-industries. The region, like Oregon in general, is salted with many specialty wood products companies including cabinet manufacturing, custom furniture and even our own cluster of musical instrument businesses.

Page 18 - Economic Development for Central Oregon

FOUNDATIONS OF CENTRAL OREGON’S ECONOMY

Automotive Make no mistake, we’re not the next Detroit of auto manufacturing. We are, however, home to a number of innovative companies in the automotive sector. Les Schwab Tire Centers, with its headquarters in Bend and several million square feet of distribution in Prineville, is just one example. Founded in Central Oregon in 1950, Les Schwab has grown to one of the largest independent tire retailers in the U.S. Meanwhile, German-based Daimler is growing its presence in the U.S. with a state-of-the art truck proving grounds in Madras. A host of small but successful specialty automotive companies call the region home, making everything from race car fuel tanks and push rods to performance components for trucks, motorcycles and propulsion systems.

Advanced Manufacturing Somewhat of a catch-all for a number of established and emerging companies in a widely diverse set of sectors, the region has dozens of manufacturers that are leaders among their peers. Specialties include metal fabrication, precision machining, Swiss machining, industrial coatings, 3-D metal printing, materials conveying systems and technology, and clean room design and manufacturing.

edcoinfo.com - Page 19

LIFESTYLE Central Oregon is blessed with a rare mix of city amenities and restful isolation. It offers the slower speed of a small town with a medical community and infrastructure not normally seen in a region of its size. Additionally, Central Oregon residents maintain a work/life balance that is difficult to achieve elsewhere.

#1 SMALL CITIES

BEST

PLACES TO LIVE ON

$55,000

FOR BUSINESS AND CAREERS

BEST PERFORMING SMALL CITY THREE YEARS IN A ROW! -MILKEN INSTITUTE, 2016, 2017 & 2018

-FORBES, 2016

#8 BEST

-SMARTASSET, 2017

#14 WORLD’S BEST

BEST

MULTI-SPORT TOWN

PLACES TO LIVE IN THE U.S.

SKI TOWNS

-NEW YORK POST, 2016

-NATIONAL GEOGRAPHIC, 2017

-OUTDOOR MAGAZINE, 2017

30 Golf Courses

Miles and miles of trails

Thriving Arts & Culture Scene

Page 20 - Economic Development for Central Oregon

33 Breweries & counting

300 Days of Sunshine

ABOUT EDCO EDCO Platinum Members

Founded in 1981, EDCO is a non-profit corporation supported by private and public members and stakeholders. Our mission is to create a balanced and diversified economy with a strong base of middle-class jobs in Central Oregon. To do this, we focus on helping companies do the following:

MOVE. We guide employers outside the region through the relocation process as a resource for regional data, incentives, talent, site selection, and more.

START. We mentor and advise scalable young companies from concept to exit on issues such as access to capital, critical expertise and business strategy.

GROW. We partner with local traded-sector companies to help them grow and expand. EDCO’S RESULTS

Fiscal Year

Companies

Jobs (New & Retained)

New Capital Investment

2018 - 2019 2017 - 2018 2016 - 2017 2015 - 2016 2014 - 2015 2013 - 2014 Totals

23 28 44 36 35 30 196

240 240 776 266 594 590 2,706

$58.4 million $192.6 million $600.5 million $24.2 million $102.6 million $210.9 million $1.189 billion

EDCO’S Funding Sources

Additional information available at EDCOINFO.COM

40%

Public Contracts

33%

Private Members

Other

• Upcoming networking events, luncheons, conferences, and more • EDCO Info Hub: current comprehensive data for Central Oregon • Stable of Experts: a network of seasoned professionals with a passion for start-ups and small businesses

24%

Earned Revenue

AmeriTitle BendTel Cascade Natural Gas Central Electric Cooperative, Inc. Central Oregon Community College City of Bend City of La Pine City of Madras / Jefferson County City of Prineville / Crook County City of Redmond City of Sisters Combined Communications Deschutes County First Interstate Bank Mid Oregon Credit Union OSU-Cascades Pacific Power River Bend Capital Schwabe, Williamson & Wyatt SGA CPA’s & Consultants St. Charles Health Systems U.S. Bank

• Success stories from regional businesses

• Business news on EDCO’s blog

EDCO Contact Information Regional Office (Bend)

Redmond

Prineville/Crook County

Sisters

Sunriver/La Pine

CEO: Roger Lee

Sr. Director: Jon Stark

Director: Kelsey Lucas

Director: Caprielle Lewis

16345 Sixth Street

705 SW Bonnett Way,

411 SW 9th Street,

510 SE Lynn Blvd.

520 E Cascade Street

La Pine, OR 97739

Ste. #1000

Ste. #203

Prineville, OR 97754

Sisters, OR 97759

541.536.1432

Bend, OR 97702

Redmond, OR 97756

541.233.2015

541.977.5683

541.388.3236

541.923.5223

edcoinfo.com - Page 21

705 SW BONNETT WAY SUITE 1000 BEND, OR 97702 541.388.3236

EDCOINFO.COM #EDCOINFO @EDCOINFO

520 E. Cascade Ave. | Sisters OR 97759 www.edcoinfo.com | 541-977-5683

2017 SISTERS PROFILE

Photo courtesy of Five Pine Lodge

The town of Sisters takes its name from the iconic Three Sisters Mountains that dominate its western skyline, shown in the photo above. Each of the three volcanic peaksͶNorth Sister, Middle Sister, and South Sister (Faith, Hope, and Charity are their respective Native American names)Ͷexceed 10,000 feet. ^ŝƐƚĞƌƐ͛ ŚŝƐƚŽƌǇ closely follows that of the Pacific Northwest. Three miles northeast of Sisters͛ current location, Camp Polk was established in 1865 as a military post to respond to the potential threat of Paiute Indians in the area. Homesteaders quickly replaced the military after discovering there was no conflict and soon established ranches, a store, and a post office. In 1888 the post office and about twenty families relocated southwest to what is now the City of Sisters. The next one hundred years were dominated by sheep grazing, cattle ranching, and logging. In May 1923 ten downtown businesses and several residences were lost due to a garage fire. The following year Sisters was aflame again due to the Gist Hotel fire. ͞,ĂůĨ ŽĨ WŝŽŶĞĞƌ dŽǁŶ ŝƐ >ĞǀĞůĞĚ ďǇ &ůĂŵĞƐ͕͟ was written in The Bend Bulletin. By the 1970s not only was logging in serious decline but so was the City of Sisters. The leading Sisters resort, Black Butte Ranch, persuaded the city to revitalize the town by focusing on tourism. Utilizing aŶ ϭϴϴϬ͛Ɛ Western building theme inspired by ƚŚĞ ƚŽǁŶ͛Ɛ heritage, Sisters was transformed and became an attraction for tourists worldwide. Today Sisters ĂŶĚ ŝƚƐ ůĂƌŐĞƌ ƐƵƌƌŽƵŶĚŝŶŐ ĂƌĞĂ ;ŬŶŽǁŶ ĂƐ ͞^ŝƐƚĞƌƐ ŽƵŶƚƌǇ͟Ϳ is recognized for an outstanding school system, abundant outdoor recreational opportunities, a rich arts and cultural scene, and a rural, community-focused top-quality lifestyle. Though the downtown is characterized by small and authentic lifestyle retail stores and restaurants, Sisters has all of the commercial attributes to attract business owners and entrepreneurs who value and appreciate ƚŚĞ ĐŝƚǇ͛Ɛ small-town charm.

For more information, contact:

Caprielle A. Lewis Business Development Manager, Sisters

Economic Development for Central Oregon 520 E. Cascade Ave. Sisters, OR 97759 Phone: 541-977-5683 caprielle@edcoinfo.com www.edcoinfo.com

Quick Reference 2 Land Inventory 2 Top Employers 5 Wage Information 7 Industry Mix 8 Business Costs 10 Employment Trends 12 Housing Costs 14 Financial Valuations, Tax Rates 15 Population

16 Education 19 Utilities 20 Telecommunication 20 Health Services 21 Transportation 23 Fire & Emergency Services 23 Parks, Resorts & Recreation 25 Topography & Climate 27 Business Resources

Page 1 Last updated 11/13/2017

520 E. Cascade Ave. | Sisters OR 97759 www.edcoinfo.com | 541-977-5683

BUSINESS LAND CHOICES IN SISTERS Sisters has both light industrial and developed business park lots available. Some existing industrial and commercial buildings are available for purchase. http://www.loopnet.com/xNet/MainSite/Listing/Search/SearchResults.aspx?linkcode=13880#/ForSale/c!ARUIBQAAAQQBAlVTBQECT1IHAQdTaXN0ZXJzCgEFOTc3NTkVAADgloo7AwDAHTF-AF$EAD_AQJg$BAKQ$AA In addition, Sisters has several attractive and affordable commercial spaces for lease ranging from 500 sf to 8,000 sf. http://www.loopnet.com/xNet/MainSite/Listing/Search/SearchResults.aspx?linkcode=13890#/All-Types/ForLease/c!ARYCBAAGAg$AAEEAQJVUwUBAk9SBwEHU2lzdGVycwoBBTk3NzU5

SISTERS͛ dKW Wh >/ Θ WZ/s TE EMPLOYERS According to the Oregon Employment Department, 78% of Oregon establishments have nine or fewer employees and the average private establishment employs 11 people. To an even greater extent than the state, Central Oregon's business environment is typified by innovative, small companies, producing niche-market products and services..͟

Top Private and Public Employers in Sisters Employment Organization

2017

Black Butte Ranch

352

Sisters School District

126

Ray's Food Place - Sisters

US Forest Service

Three Creeks Brewing

USFS

ENERGYneering Solutions Inc

In Sisters, the larger public employers are Black Butte Ranch, the Sisters School District, ZĂǇ͛Ɛ &ŽŽĚ WůĂĐĞ͕ ĂŶĚ ƚŚĞ US Forest Service.

Sisters Coffee Company

Five Pine Lodge & Conf. Ctr.

Metabolic Maintenance

Among the private sector, Sisters has a strong concentration of businesses related to tourism, hospitality, recreation, and the arts. However, Sisters has a growing and diverse tradedsector economy (companies that sell products or provide services outside of the area) including employers in important industries such as; Natural Resources, Agriculture, Food Processing, Green Energy, Telecom, Critical Power, Wood Products, Outdoor Recreation, Aviation/Flight Science, BioScience, Media, High Tech, Industrial Arts, Advanced Manufacturing, and Entrepreneurship.

Sisters Athletic Club

Bi-Mart - Sisters

Xpress Printing

Subway - Sisters

City of Sisters

Les Schwab Center - Sisters

Bird Gard

Lakeview Millworks

Clearly, smaller companies are more crucial to rural comŵƵŶŝƚŝĞƐ ĂŶĚ ŝƚ͛Ɛ ĨĂŝƌ ƚŽ ƐĂǇ ƚŚĂƚ SisterƐ͛ business environment is dominated by smaller-sized employers, with a few exceptions.

Mohr Solutions Power 9 Below are a few ĞǆĂŵƉůĞƐ ŽĨ ^ŝƐƚĞƌƐ͛ businesses, as well as Ponderosa Forge 7 economically significant local events categorized by industry Source: EDCO, 2017 clusters: x Tourism/Recreation: Black Butte Ranch Resort, Five Pine Lodge & Conference Center, dŚĞ &ůǇ &ŝƐŚĞƌ͛Ɛ WůĂĐĞ, Aspen Lakes Golf Course, HooDoo Ski Area, Sisters Movie House x Specialty Retail: The ^ƚŝƚĐŚŝŶ͛ WŽƐƚ, Sisters Olive and Nuts, Beacham͛Ɛ Clock Company, Canyon Creek Pottery, Antler Arts, Sisters Log Furniture x Chain Retail: DĐ ŽŶĂůĚ͛Ɛ͕ ŝ-Mart, Les Schwab Tire Center, Subway, Dutch Brothers x Arts & Events: Sisters Folk Festival, Sisters Outdoor Quilt Show, Sisters Rodeo, Sisters Art Works, Clearwater Gallery, Sisters Gallery, and Frame works, Hood Avenue Art x Light Manufacturing: Ponderosa Forge & Ironworks ( ĞŶƚƌĂů KƌĞŐŽŶ͛Ɛ ůĂƌŐĞƐƚ ďůĂĐŬƐŵŝƚŚ ŽƉĞƌĂƚŝŽŶ ĂŶĚ ŵĂŶufacturer of handcrafted fireside and architectural iron products), Preston Thompson Guitars, Black Crater Clothing, Z-Glass Act (custom designer and manufacturer of light fixtures) x Media/Publications: Zion Pictures, Deep River Books x Bioscience/Health: Metabolic Maintenance (a natural nutrition supplement manufacturer) Page 2 Last updated 11/13/2017

520 E. Cascade Ave. | Sisters OR 97759 www.edcoinfo.com | 541-977-5683 x

x x

Natural Resources/Wood Products: Swiss Mountain Log Homes, Three Creeks Woodworking, GFP Enterprises Inc. (emergency response company focused on wildland fire suppression and catastrophe management solutions), Rocky Mountain Timber Products Food Processing: Three Creeks Brewing Company, Sisters Coffee Company, ŶŐĞůŝŶĞ͛Ɛ ĂŬĞƌǇ ;Ă ƐƉĞĐŝĂůƚǇ ďĂŬĞƌǇ for vegan and gluten-free food)͕ >ĂŝƌĚ͛Ɛ ^ƵƉĞƌĨŽŽĚ High Tech/Engineering: ENERGYneering Solutions Inc. (a global green energy, engineering consulting and construction firm), Bird Gard (an electronic bird control company), Mohr Solutions Power (a TeleCom and critical power supply company, Abbajay Automated Control Systems Aviation/Flight Sciences: Innoviator (aircraft engineering and consulting firm)

Many of Sisters͛ downtown retail, professional services, and commercial businesses are members of the Sisters Chamber of Commerce.

BUILDING ACTIVITY IN SISTERS ͞dŚĞ ŝƚǇ ŽĨ ^ŝƐƚĞƌƐ ŝƐ ĞǆƉĞƌŝĞŶĐŝŶŐ ĂŶŽƚŚĞƌ ǇĞĂƌ ŽĨ ƌĞůĂƚŝǀĞůǇ ƐƚƌŽŶŐ ƌĞƐŝĚĞŶƚŝĂů ĐŽŶƐƚƌƵĐƚŝŽŶ ĂĐƚŝǀŝƚǇ ƚŚƌŽƵŐŚ ƚŚĞ ĨŝƌƐƚ ƚŚree quarters of 2017. As of September 30, 2017, the City has authorized the construction of 73 single family units, 20 townhouse units, and 3 triplex units for a total of 102 residential units. New commercial construction projects completed are Dairy Queen, Five Pine cabins and laundry building, Creekside Campground restroom, Sisters Mini Storage and multiple projects for the Sisters School District. Laird Superfood project is underway and other new commercial and mixed-use projects have received land use approval and are anticipated to be underway shortly including two new mixed-use light industrial/live work projects in the North Sisters Business Park. Additionally, the City has a number of projects currently under review including a hotel and formula food establishment and a new transportation center at Sisters High School. City staff continues to receive numerous inquiries supporting feasibility studies on additional residential and commercial projects. The last four Affordable Housing units out of seven are under construction at Skygate by Housing Works and a site plan application was recently approved for Housing Works to enable construction of 48 multifamily Affordable units. Construction of these 48 multifamily units is anticipated in Spring 2017. Hayden Homes has broken ground on Phase 5 of the Village at Cold Springs which will enable the constriction of 17 single family units and 24 multifamily market rate units. Infrastructure review for the Grand Peaks subdivision (formally Kuivato) and Clear Pine Phase III is currently underway, laying the groundwork for an additional 50 single family units. The building permit for The Lodge - Assisted Living Facility has been issued and construction is anticipated to commence in the near future. Although residential construction has been very active in 2017, familiar challenges with labor supply, land and construction costs continue to keep new construction from meeting the high demand. As long as the national economic outlook remains stable, we anticipate continued high levels of construction activity in 2018 in response to very high levels of deŵĂŶĚ͘͟ City of Sisters, Community Development Department

COSTS OF DOING BUSINESS In the Central Oregon Tri-County area, Sisters has established a reputation for affordable utilities, lowest systems development (SDCs) fees as a percent of the project, and responsiveness from local government to business needs. Business license fees: Standard is $105 per year plus $4 per employee. (Source: City of Sisters, 2016)

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AVERAGE WAGES FOR SELECT OCCUPATIONS Below are average hourly wages in Oregon, Washington, and California. Central Oregon wages are typically below those of Oregon, often 10 to 20%. Wages in Washington are typically higher than Oregon while California wages routinely run at least 20% higher than those in Oregon:

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COVERED EMPLOYMENT & PAYROLL Below is covered employment data by sector, employee count, payroll, and average annual wage in the tri-county region. Average annual pay is the total of all covered wages paid during the year divided by the monthly average number of covered jobs during the year. Covered employment refers to jobs that are eligible for unemployment insurance, so it is a good barometer of wage and sector trends. Note that while most employees are covered, notable exceptions include the self-employed, those who work solely on commission, and some agricultural workers. Relative to last year (2015 data), all measurementsͶthe number individuals employed, the associated payroll, and average annual payͶincreased across the board, demonstrating a broad return to a healthier economy. In terms of sheer numbers employed, the big gains in industry sectors in Deschutes County were construction, manufacturing, professional and businesses services, and education & health services. Similarly, payroll in Deschutes County expanded by 9% and average annual pay registered an improvement of 3%. The average annual wage for Central Oregon is $41,748, while the average annual wage for all of Oregon is $49,452.

INDUSTRY MIX Central Oregon has an ever-more diverse mix of industries that create the employment foundation for the regional economy. For example, in 2007, construction accounted for more than 11% of total payroll, while today it is much closer to national averages. A large slice of the overall pie, government, has seen its share of payroll disperse to other sectors such as education and health services (the fastest growing sector). Information, which includes software, IT services, and data centers, has grown by 30% over the past decade. Tourism (leisure and hospitality) has also seen gains in the past 10 years.

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COSTS OF DOING BUSINESS IN OREGON Oregon has achieved national status for being a cost competitive location for business. The table below compares the cost of doing business in Oregon, Washington, and California. Major contributing factors to the Oregon advantage are no sales tax, no inventory tax, an affordable property tax system, and affordable labor costs. Across the country on average, taxpayers pay the most in taxes to their own state and local governments.

Sources: Tax Foundation, Oregon Employment Department, Washington State Employment Security Department, and California Employment Development Department, US Energy Information Association, Employer Health Benefits Survey, Premium rate ranking index, 1 Oregon Insurance Division, Washington does not have a corporate income tax but does have a gross receipts tax (Business & Occupancy Tax). While not strictly comparable to corporate income tax rates, it is imposed on revenues, not profits, resulting in noteworthy effective tax rates, particularly for small businesses and startups.

Perhaps one of the greatest assets in Oregon is the structure of how corporations are taxed, known as the Single Sales Factor. The tax rate on corporate income of firms doing business in the state is the greater of a minimum tax based on relative Oregon sales ($150-$100,000, approximately 0.1% of sales by entity) or an income-based levy of 6.6% on taxable income up to $1 million and 7.6% above that. Relative Oregon sales are responsible 100% in determining U.S. corporate income taxable in Oregon. This single interstate factor stands in contrast to states that also use factors for property and payroll to apportion taxable income. It is advantageous to a business headquartered or producing tangible goods in Oregon, but selling products throughout the country, or the world, where it also operates, because its business Oregon tax liability is proportional only to its Oregon customer base, and that liability does not grow directly as a result of greater investment or employment in Oregon. How the single sales factor works: In its Oregon tax return, the business takes the ratio of Oregon sales to total U.S. sales and applies that ratio to its consolidated federal income. The result is Oregon taxable income. Oregon sales are based on where the greater cost of performance occurs for intangible sales. In the case of tangible goods, Oregon sales include the throwback of sales to customers where the entity would not otherwise be taxable. (Source: Business Oregon) Page 6 Last updated 11/13/2017

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dŚŝƐ ƚĂǆ ƉŽůŝĐǇ ŝƐ Ă ŵĂũŽƌ ƌĞĂƐŽŶ ǁŚǇ KƌĞŐŽŶ ŝƐ ŚŽŵĞ ƚŽ /ŶƚĞů͛Ɛ ůĂƌŐĞƐƚ ŐůŽďĂů ĞŵƉůŽǇŵĞŶƚ ĂŶĚ ĐĂƉŝƚĂů ŝŶǀĞƐƚŵĞŶƚ͘ ^ŝŶŐůĞ sales factor plays an important role for Nike, Columbia Sportswear, Keen, and other outdoor gear and apparel manufacƚƵƌĞƌƐ͛ ĐŽŶƚŝŶƵĞĚ ŐƌŽǁƚŚ ŽĨ ŚĞĂĚƋƵĂƌƚĞƌƐ͕ R&D, and warehouse operations. The tables below compare costs for a manufacturing company with 20 employees to one with 200 employees. This example does not factor or include cost savings offered by incentive programs. Oregon offers more incentive programs to traded-sector businesses (companies that sell products or services outside of the area) than Washington and California combined. Attempting to understand all cost factors in different states and how those impact your specific business can be a daunting task. Some cost factors such as the efficiency and approach to regulatory oversight (i.e. implementation of federal EPA rules) can be dramatically different from state to state, but virtually impossible to place a dollar value on for comparison purposes. 20-Employee Firm, Urban Location

Oregon

California

Idaho

Washington

$142,014

$206,706

$147,258

$134,616

$1,045,000

$1,053,280

$947,980

$1,184,900

$191,433

$237,811

$183,220

$249,586

$6,869

$10,400

$5,944

$19,193

Property tax

$141,360

$74,080

$102,960

$59,360

$16,734

$11,956

$52,819

Tax on capital purchases (first year only)

$239,800

$18,000

$204,240

Total operating costs, initial capital taxes

$1,526,675

$1,822,077

$1,405,362

$1,851,894

+ $295,402

($121,313)

+ $325,219

Oregon

California

Idaho

Washington

Energy costs

$1,327,890

$1,903,410

$1,371,030

$1,281,510

Employee gross payroll

$10,450,000

$10,532,800

$9,479,800

$11,849,000

$878,526

$766,890

$726,294

$1,060,471

$29,430

$67,196

$59,440

$191,925

Property tax

$718,400

$629,600

$978,400

$762,400

$167,340

$119,557

$528,190

Tax on capital purchases (first year only)

$2,398,000

$180,000

$2,042,400

Total operating costs, initial capital taxes

$13,404,245

$16,297,896

$12,794,964

$17,187,706

+ $2,893,651

($609,282)

+ $3,783,461

Energy costs Employee gross payroll Payroll taxes/insurance

Corporate income or gross receipts taxes Other taxes

Difference from Oregon 200-Employee Firm, Rural Location

Payroll taxes/insurance Corporate income or gross receipts taxes Other taxes

Difference from Oregon

1 Location affects estimators only for property taxes. 2 Payroll taxes include federal Social Security & Medicare, but not local levies. 3 "Other taxes" includes any relevant business tax that would apply to the business scenario used in the example, including state franchise taxes or sales & use taxes on current purchases. Table source: Business Oregon website.

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Workers Compensation Insurance According to the Workers' Compensation Division of Oregon OSHA, KƌĞŐŽŶ ǁŽƌŬĞƌƐ͛ compensation costs, already among the lowest in the nation, will drop in 2017 for the fourth-straight year.

tŽƌŬĞƌƐ͛ ĐŽŵƉĞŶƐĂƚŝŽŶ ĐŽƐƚƐ ŝŶ KƌĞŐŽŶ ĂƌĞ ƚŚĞ ϳth lowest in the county, highly favorable compared to ŽƚŚĞƌ ƐƚĂƚĞƐ͘ dŚĞ ͞ƉƵƌĞ ƉƌĞŵŝƵŵ͟ ŝƐ ƚŚĞ portion of the premium employers pay insurers to cover anticipated claims costs for job-related injuries and deaths. State officials attribute the decrease to a focus on improving worker safety, getting injured workers treated and back on the job quickly, as well as the initial impact of medical cost control strategies. The ͞ƉƵƌĞ ƉƌĞŵŝƵŵ͟ ƌĂƚĞ ŚĂƐ ĞŝƚŚĞƌ ƌĞŵĂŝŶĞĚ ƚŚĞ ƐĂŵĞ Žƌ ĚĞĐƌĞĂƐĞĚ ĨŽƌ Ϯϯ ŽĨ ƚŚĞ ƉĂƐƚ Ϯϱ ǇĞĂƌƐ͘ ƚ Ψϭ͘Ϯϴ͕ ŝƚ͛Ɛ currently the lowest it has been in 20 years, making this cost among the lowest in the country for employers. For manufacturers in places like California, the cost savings of ǁŽƌŬĞƌƐ͛ ĐŽŵƉĞŶƐĂƚŝŽŶ ŝŶƐƵƌĂŶĐĞ ŝŶ KƌĞŐŽŶ ĐĂŶ ďĞ ƐƵďƐƚĂŶƚŝĂů͘ ǀĞŶ Ă ĐŽŵƉĂŶǇ ǁŝƚŚ ϱϬ ĞŵƉůŽǇĞĞƐ ĐĂŶ ƌĞĂůŝǌĞ Ɛŝǆ-figure annual savings on this one cost factor alone

EMPLOYMENT TRENDS KƌĞŐŽŶ͛Ɛ 'ƌŽƐƐ ŽŵĞƐƚŝĐ WƌŽĚƵĐƚ ;' WͿ ŐƌĞǁ ďǇ 3.3% in 2016 according to the Bureau of Economic Analysis. This was more than double the pace of national growth (1.5%) and the second-fastest among all states. A year earlier, in 2015, OrĞŐŽŶ͛Ɛ ŐƌŽǁƚŚ ƚŝĞĚ ǁŝƚŚ dĞǆĂƐ ĨŽƌ ƚŚĞ ĨĂƐtest in the nation at 4.5%, while during that same year, Central Oregon's GDP Grew by 6.9%. Additionally, Bend-ZĞĚŵŽŶĚ D^ ͛Ɛ ƚŽƚĂů ĂŶŶƵĂů ǁĂŐĞƐ ŐƌĞǁ 9.1% from 2015-2016, while the US average grew by only 3%.

UNEMPLOYMENT TRENDS Regarded as a lagging indicator by most economists, this chart provides a five-year perspective on unemployment in the Tri-County area. Since early 2011, unemployment rates have been reduced significantly. Central Oregon is currently experiencing some of the lowest unemployment rates ever recorded in the region. As of May 2017, Deschutes County's unemployment rate dropped to its lowest ever at 3.6%, with Crook County at 5.7%, and Jefferson County's rate at 5.2%, its lowest since June 2008 and a statistically significant ĚĞĐůŝŶĞ͘ ĞĐĂƵƐĞ ŽĨ ĞŶƚƌĂů KƌĞŐŽŶ͛Ɛ ƐƵƐƚĂŝŶĞĚ strong in-migration job creation typically lags population growth, a reason why historically, OreŐŽŶ͛Ɛ ƵŶĞŵƉůŽǇŵĞŶƚ ƌĂƚĞ ƚƌĂĐŬƐ ŚŝŐŚĞƌ ƚŚĂŶ ƚŚĞ national rate. However, that is no longer the case. Page 8 Last updated 11/13/2017

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HOUSING / REAL ESTATE TRENDS Average Monthly Rent The Central Oregon rental market continues to face heightened demand in the midst of constrained supply. According to the Central Oregon Rental Owners Association (COROA), the overall vacancy rate is 1.50% (as of May 2016), down from 12.4% in 2009. The high demand has exerted pressure on prices and a growing interest in multi-family residential construction, particularly in Bend and Redmond. In the last year, two and three-bedroom rental houses increased more on a percentage basis than apartments and duplexes. 2016 average rent prices for a three-bedroom home were up slightly from 2015 in nearly all Central Oregon communities. Our expectation is that 2017 annual rental figures will be up sharply in Bend, Redmond, Sisters, and Prineville amidst strong in-migration and near record low vacancies.

2015 Median Residential Home Sale Comparison 700,000 600,000

Crook County Bend

500,000

Redmond

400,000

La Pine Sisters

300,000

Sunriver

200,000 Jefferson County U.S.

100,000 0

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Home Prices As with much of the rest of the country, residential property prices peaked to all-time highs in 2006-2007 and declined in value by as much 40% in the following years. Prices are now rebounding substantially - both median and average home prices increased in 2017 across the region and are currently at or above all-time highs. (It is noteworthy to mention that prices in Sunriver and Sisters include a much higher percentage of high-end homes and homes on acreage than comparable prices in Bend or Redmond.)

Commercial and Industrial Real Estate Market Trends ĞŶƚƌĂů KƌĞŐŽŶ͛Ɛ ĐŽŵŵĞƌĐŝĂů ƌĞĂů ĞƐƚĂƚĞ ŵĂƌŬĞƚ ŝƐ ŵĂƌŬĞĚ ďǇ ƐƵďƐƚĂŶƚŝĂů ƉŽƐŝƚŝǀĞ ĂďƐŽƌƉƚŝŽŶ ƚƌĞŶĚƐ͘ In their quarterly POINTS report, Compass Commercial Real Estate observes that 2014 marked the beginning of the end of the recession for the office market. Retail and office sectors are experiencing historically low vacancy rates in all commercial real estate secƚŽƌƐ ŝŶ ĞŶĚ ĂŶĚ ZĞĚŵŽŶĚ͘ /Ŷ ϮϬϭϳ͕ Ϯ͕ϯϴϬ ĂĐƌĞƐ ǁĞƌĞ ĂĚĚĞĚ ƚŽ ĞŶĚ͛Ɛ h' ǁŝƚŚ ƌŽŽŵ ƚŽ ŐƌŽǁ ĐŽŵŵĞƌĐŝĂů͕ ŝŶĚƵƐƚƌŝĂů ĂŶĚ retail land by 815 acres. AbsorpƚŝŽŶ ŽĨ ĞŶĚ͛Ɛ Ϯ͘ϱ ŵŝůůŝŽŶ ƐƋ͘ Ĩƚ͘ ŽĨ ŽĨĨŝĐĞ ƐƉĂĐĞ ŚĂƐ ƉŝĐŬĞĚ ƵƉ͕ ǁŝƚŚ ƚŚĞ ĐƵƌƌĞŶƚ ǀĂĐĂŶĐǇ rate falling again from 4.6% to 3.7%, with nearly 434,000 sq. ft. of space leased since the fourth quarter of 2010. Activity in the industrial market (approximately 5.72 million sq. ft. in Bend and Redmond) has been strong. As of the end ŽĨ ƚŚĞ ĨŝƌƐƚ ƋƵĂƌƚĞƌ ŝŶ ϮϬϭϳ͕ ĞŶĚ͛Ɛ ĐŝƚǇǁŝĚĞ ŝŶĚƵƐƚƌŝĂů ǀĂĐĂŶĐǇ ƌĂƚĞ ĚƌŽƉƉĞĚ ǇĞƚ ĂŐĂŝŶ ƚŽ ϰ͘ϲй͘ dŚĞ ZĞĚŵŽŶĚ ŝŶĚƵƐƚƌŝĂů market has also performed well in the recovery, with a current vacancy rate of 2.9% at the end of Q1. Ten of the last eleven quarters have shown increasing occupancy in the Redmond industrial market. Building activity is steadily increasing throughout Central Oregon. As a result, the number of building permits issued for new commercial construction, remodels, additions, and repurposing is increasing rapidly, construction prices are on the increase and rents, particularly for newer properties, are climbing.

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Land Prices, Lease Rates & Construction Costs Land costs in the region are rebounding after seeing as much as 50% value reductions resulting from the Great Recession. Costs do vary by community, with Crook and Jefferson Counties generally having lower land and lease costs. In Deschutes County, La Pine costs are lowest and comparable with Crook and Jefferson Counties. Several years of strong demand for retail, office, and light industrial space are pushing vacancies down and rents higher in 2017.

Tax Rates Tax rates in Sisters range from 15.8% in the city limits to as low as 11.4% just outside of town. These rates are lower than Bend and Redmond. The specific tax codes that apply to property in the Sisters area vary according to an array of factors including the type of property, amount of acreage, and proximity to Sisters city limits. For more information about tax ƌĂƚĞƐ ŝŶ ƚŚĞ ^ŝƐƚĞƌƐ ĂƌĞĂ͕ ƉůĞĂƐĞ ĐŽŶƚĂĐƚ ƚŚĞ ĞƐĐŚƵƚĞƐ ŽƵŶƚǇ ƐƐĞƐƐŽƌ͛Ɛ KĨĨŝĐĞ Ăƚ ;ϱϰϭͿ ϯϴϴ-6508.

Financial Institutions & Deposits Three bank branches are located in Sisters. Additionally, 14 financial institutions with over 40 branch locations are present in Bend and have a wide range of financial services available.

Banks in Sisters First Interstate U.S. Bank Washington Federal Savings

Central Oregon is home to 16 financial institutions which collectively have 64 branches in the region. In addition to these banks and credit unions, there are a number of alternative financial resources that can be found on K͛Ɛ ǁĞďƐŝƚĞ ƵŶĚĞƌ incentives. Alternative financing includes a number of organizations with local offices that work closely with banks and credit unions including Business Oregon, Craft3, and Oregon Certified Business Development Organization. The total FDIC-insured deposit base as of June 30, 2016 (the most current data available) was $3.06 billion. Reflecting higher than average deposit wealth, Central Oregon also supports a significant number of financial planning and investment firms. Many of these firms also provide wealth management for clients nationwide. Financial Institutions Deposits in Central Oregon (in millions) County Crook County Deschutes County Jefferson County Tri-County Total

2008

2012

2013

2014

2015

2016

% Growth 2015-2016

$270 $1,623 $133 $2,678

$206 $2,351 $139 $2,696

$205 $2,450 $146 $2,801

$237 $2,682 $143 $3,063

$234 $3,000 $143 $3,377

$264 $3,235 $148 $3,647

11.4% 7.83% 3.5% 8%

Source: FDIC Summary of Deposits as of 6/30 for each year.

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POPULATION

Population Forecast KƌĞŐŽŶ͛Ɛ ƉŽƉƵůĂƚŝŽŶ ŐƌŽǁƚŚ ŽĨ 1.56% from 2015 to 2016 was again dominated by net migration (movers-in outpaced movers-out). Similarly, but even more dramatic, in-migration trends prevail in the Tri-County area. In 2016, Deschutes County was the 6th fastest growing county in the U.S. Bend more than doubled in size between 1990 and 2000 and grew by 47% between 2000 and 2010. While growth flattened between 2010 and 2012, signs over the past 24 months point to a pickup of in-migration and business activity across the region.

Tri-County Population by Age 18%

22%

60%

Ages 0-17 Ages 1864

Since 2010, Crook County has grown at a very slow pace after dramatic growth between 1990 and 2010. Since 2000, Jefferson County has grown at a steady rate that exceeds that of Oregon and the nation. The United States Census recentlǇ ƌĞůĞĂƐĞĚ ƉŽƉƵůĂƚŝŽŶ ĨŝŐƵƌĞƐ ƚŚĂƚ ǀĂƌǇ ĨƌŽŵ W^h͛Ɛ ŵŽƌĞ ĐŽŶƐĞƌǀĂƚŝǀĞ ƉŽƉƵůĂtion estimates. /Ŷ DĂƌĐŚ ϮϬϭϱ͕ WŽƌƚůĂŶĚ ^ƚĂƚĞ hŶŝǀĞƌƐŝƚǇ ;W^hͿ͛Ɛ KƌĞŐŽŶ WŽƉƵůĂƚŝŽŶ Forecast Program released a population forecast for the Tri-County region of an estimated 416,764 people by 2065 ʹ the first of its kind in many years. Deschutes County, the fastest growing county in the state, will be home to about 357,345 people in 2065, with 194,793 of them in greater Bend, ŝŶĐƌĞĂƐŝŶŐ ƚŚĞ ĐŝƚǇ ďǇ ĂŶ ĞƐƚŝŵĂƚĞĚ ϭϯϯй ŽǀĞƌ ƚŽĚĂǇ͛Ɛ ƉŽƉƵlation. The population in Jefferson County in 2065 will reach ĂŶ ĞƐƚŝŵĂƚĞĚ ϯϯ͕ϳϳϵ͕ ϰϴй ŽǀĞƌ ƚŽĚĂǇ͛Ɛ ƉŽƉƵůĂƚŝŽŶ͘ Ǉ ϮϬϲϱ͕ ĂŶ ĞǆƉĞĐƚĞĚ Ϯϱ͕ϲϰϬ ǁŝůů ĐĂůů ƌŽŽŬ ŽƵŶƚǇ ŚŽŵĞ͕ Ă ϭϵй ŝncrease over 2016. Overall, population forecasters expect the region to continue to be a very dynamic part of the state and country.

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EDUCATION Public Schools Sisters School District #6 is one of the most successful and highly acclaimed school districts of its size in the state of Oregon, not only for academics, activities, and sports, but also for community support and parent involvement, and business partnership support. Because of the exceptional community support, the Sisters School District is able to offer its students highly unique programs such as; Interdisciplinary Environmental Expedition (IEE), The Americana Project, a Young Wings Flight Instruction Course, a luthier program, Advanced Placement and honors classes, C.T.E. / S.T.E.A.M. courses, Pursue Your Passion and Future Business Leaders of America (pre-business programs), remedial offerings in core subjects, all-day kindergarten, Arts, and foreign languages. The Sisters School District includes Sisters and the surrounding area. Sisters Elementary, Sisters Middle School, and Sisters High School serve a student community of over 1,700 students. Due to low student-faculty ratios (smaller class sizes) Sisters schools are regionally renowned for high quality and individual attention to students. Of the ŝƐƚƌŝĐƚ͛Ɛ 62 teachers, all meet Highly Qualified standards, over 63% hold a DĂƐƚĞƌ͛Ɛ ĚĞŐƌĞĞ Žƌ ŚŝŐŚĞƌ ĂŶĚ͕ ŽŶ ĂǀĞƌĂŐĞ͕ ŚĂǀĞ ϭϰ ǇĞĂƌƐ ƚĞĂĐŚŝŶŐ ĞǆƉĞƌŝĞŶĐĞ͘

School

Total Enrollment

Sisters Elementary k-4 Sisters Middle 5-8 Sisters High 9-12 Total: Sisters School Dist.

333 324 1079 1082

Source: Sisters School District, 2017

To view the current State School Report Cards, click on the links below. District: http://www.sisters.k12.or.us/files/_FIKo2_/854932fa3db0974a3745a49013852ec4/2013-14SSD_Report_Card.pdf SES: http://www.sisters.k12.or.us/files/_FIKli_/3bc21b8c8155e0403745a49013852ec4/2013-14-SES_Report_Card.pdf SMS: http://www.sisters.k12.or.us/files/_FIKhx_/59ef9e888f6b69683745a49013852ec4/2013-14-SMS_Report_Card.pdf SHS: http://www.sisters.k12.or.us/files/_FIKht_/fc178c12e636dc673745a49013852ec4/2013-14-SHS_Report_Card.pdf For more information, visit www.sisters.k12.or.us. Private Schools in Sisters

Private Schools Sisters Christian Academy and Mountain Montessori offer quality programs and education to Sisters (and outlying areas) families. Sisters Christian Academy serves the needs of students through eighth grade.

Demand for Higher Education

Location/ Phone #

School Sisters Christian Academy (Pre K-8) www.sisterschristianacademy.com Mountain Montessori www.mountainmontessorisisters.co m

15211 McKinney Butte Rd. (541) 549-4133 104 E Adams St. (541) 549-0000

Number of students 58 32

Source: EDCO 2017

The populace of Central Oregon has a strong interest in pursuing higher education and improving their vocational skills. The last several years, demand for higher ĞĚƵĐĂƚŝŽŶ ŚĂƐ ďĞĞŶ ĚƌŝǀĞŶ ďǇ ƐĞǀĞƌĂů ĨŽƌĐĞƐ͗ ĞŶƚƌĂů KƌĞŐŽŶ͛Ɛ ŐƌŽǁŝŶŐ ƉŽƉƵůĂƚŝŽŶ base, a recovery from the national economic recession, and job training and re-training. Additionally, OSU-Cascades Campus is gaining in reputation, attracting more students, and expanding its program offerings. EDCO works in partnership with Central Oregon Community College (COCC) and OSU-Cascades to ensure that program ŽĨĨĞƌŝŶŐƐ ĂůŝŐŶ ǁŝƚŚ ďƵƐŝŶĞƐƐ ŶĞĞĚƐ͘ ŽƚŚ ŝŶƐƚŝƚƵƚŝŽŶƐ ŚĂǀĞ ƚŽƉ ůĞĂĚĞƌƐ ƚŚĂƚ ƐĞƌǀĞ ĂƐ ŝƌĞĐƚŽƌƐ ŽŶ K͛Ɛ Board.

Central Oregon Community College (COCC) Central Oregon Community College operates campuses in Bend, Redmond, Madras, and Prineville. Founded in 1949, COCC (www.cocc.eduͿ ŝƐ KƌĞŐŽŶ͛Ɛ ĨŝƌƐƚ ĂŶĚ ĐŽŶƐĞƋƵĞŶƚůǇ ŽůĚĞst community college. The College offers two-year associate degrees, transfer/lower division programs, career and technical education degrees and certificates, developmental courses, continuing education and community learning classes, industry-specific training programs and business management assistance. The COCC District covers a 10,000-square-mile area that encompasses all of Crook, Deschutes, and Jefferson counties, the southern part of Wasco, and the northern portions of Klamath

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520 E. Cascade Ave. | Sisters OR 97759 www.edcoinfo.com | 541-977-5683 and Lake Counties. A seven-member board of directors governs the College, with members of that board elected from geographic zones in the District. The 201-acre Bend campus includes 26 buildings with a total of 575,000 square feet under roof. The newest buildings are the Jungers Culinary Center, funded primarily by private donations and opened in 2011, and the Health Careers Center and Science Center, funded by a voter-approved bond measure, both opened in fall 2012. The Small Business Development Center (SBDC) operated by K ƉƌŽǀŝĚĞƐ ĂĐƚŝǀĞ ƐƵƉƉŽƌƚ ĨŽƌ ĞŶƚƌĂů KƌĞŐŽŶ͛Ɛ ƐŵĂůů businesses. SBDC provides programs such as counseling and market research assistance for entrepreneurs at the earliest stages of development. K ͛Ɛ ŽŶƚŝŶƵŝŶŐ ĚƵĐĂƚŝŽŶ Ěepartment delivers industry-specific courses and workshops ƚĂŝůŽƌĞĚ ƚŽ ďƵƐŝŶĞƐƐ ĂŶĚ ŝŶĚƵƐƚƌǇ͛Ɛ ĐŚĂŶŐŝŶŐ ŶĞĞĚƐ͘ dŚĞ Žllege also offers a wide range of continuing education for personal and professional development. K ͛Ɛ ƵƐŝŶĞƐƐ ĂŶĚ ŵƉůŽǇĞĞ ĞǀĞůŽƉŵĞŶƚ ĚĞƉĂƌƚŵĞŶƚ ĚĞůŝǀĞƌƐ ŝŶĚƵƐƚry-specific courses and workshops tailored to ďƵƐŝŶĞƐƐ ĂŶĚ ŝŶĚƵƐƚƌǇ͛Ɛ ĐŚĂŶŐŝŶŐ ŶĞĞĚƐ͘ dŚĞ ŽůůĞŐĞ ĂůƐŽ ŽĨĨĞƌƐ Ă ǁŝĚĞ ƌĂŶŐĞ ŽĨ ĐŽŶƚŝŶƵŝŶŐ ĞĚƵĐĂƚŝŽŶ ĨŽƌ ƉĞƌƐŽŶĂů ĂŶĚ professional development. The COCC Redmond Campus sits on 25-acres near the Redmond Airport and includes four buildings to serve students with a variety of career programs, educational opportunities, and transfer eligible classes. This past year, approximately 2,400 students enrolled in one or more credit classes in Redmond. In addition to the wide range of services and college courses ŽĨĨĞƌĞĚ ƚŽ ƐƚƵĚĞŶƚƐ͕ K ͛Ɛ ZĞĚŵŽŶĚ ĂŵƉƵƐ ŝƐ ŚŽŵĞ ƚŽ ƚŚĞ ƌĞŐŝŽŶ͛Ɛ DĂŶƵĨĂĐƚƵƌŝŶŐ ĂŶĚ ƉƉůŝĞĚ dĞĐŚŶŽůŽŐǇ ĞŶƚĞƌ͕ Ă 26,000-square-foot technical training facility with certificate and degree programs readying students for jobs in the manuĨĂĐƚƵƌŝŶŐ ĨŝĞůĚ͘ ZĞĚŵŽŶĚ ŝƐ ĂůƐŽ ŚŽŵĞ ƚŽ K ͛Ɛ sĞƚĞƌŝŶĂƌǇ Technician program. The COCC regional Technology Education Center offers classes for ĞŶƚƌĂů KƌĞŐŽŶ͛Ɛ ďƵƐŝŶĞƐƐ ĂŶĚ ǁŽƌŬĨŽƌĐĞ population at the Redmond Campus. This 34,000-square-foot facility, planned and developed with industry participation, is home to a two-year degree option in Automotive Technology in Electronics and Diagnostics (TED). For more information: www.cocc.edu/redmond or 541-504-2900.

COCC Technology Education Center in Redmond

Enrollment at COCC has increased dramatically over the years, doubling in the last few years as increasing numbers of area residents turned to the College for education and training after the economic downturn. A record number of students have been earning certificates and degrees, then transferring to four-year colleges and universities or moving into jobs locally using skills learned in the career and technical education programs.

Oregon State University ʹ Cascades With a campus so new the paint is still drying, their first 1,200 students, 3,000 alumni, and community supporters are realizing a 30-year, grassroots effort to bring a four-year university to Central Oregon. OSU-Cascades opened its 10-acre campus in Bend at the start of the fall term in 2016. Located in the heart of Central Oregon, a vast natural laboratory, OSU-Cascades offers 16 undergraduate and four graduate degrees, including signature programs in energy systems engineering, tourism and outdoor leadership, and hospitality management.

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520 E. Cascade Ave. | Sisters OR 97759 www.edcoinfo.com | 541-977-5683 The Energy Systems Engineering Management program is unique in the state, preparing graduates for a broad range of careers in the energy industry. The Computer Science degree was developed with considerable industry input ĨƌŽŵ ŵĂŶǇ ŽĨ ƚŚĞ ƌĞŐŝŽŶ͛Ɛ ƐŽĨƚǁĂƌĞ ĨŝƌŵƐ͘ K^h-Cascades is now offering an executive leadership MBA program through O^h͛Ɛ ŽůůĞŐĞ ŽĨ ƵƐŝŶĞƐƐ͘ dŚĞ MBA takes about two years and is delivered in a hybrid format, blending faceto-face with online sessions and is designed for busy professionals. The university also aims to launch additional MBA programs. OSU- ĂƐĐĂĚĞƐ͛ ĞŶƌŽllment is slated to grow to 3,000 to 5,000 students by 2025 to meet state educational attainment goals, The campus will serve students from Central Oregon, as well as Oregon, the U.S., and international destinations.

Additional Colleges and Universities Additional accredited academic institutions have a presence in Central Oregon, typically combining evening and occasional weekend classes in conjunction with distance learning. University of Oregon is offering its Executive MBA program at its Bend location (503-276-3622) Eastern Oregon University Division of Distance Education (541-385-1137) George Fox University (1-800-631-0921) Linfield College - Central Oregon Center (541-388-2986) Oregon Institute of Technology͕ ĂĐŚĞůŽƌ͛Ɛ ĚĞŐƌĞĞ ŝŶ KƉĞƌĂƚŝŽŶƐ DĂŶĂŐĞŵĞŶƚ͕ ǀŝĂ K

UTILITIES SERVING SISTERS Electric Companies Central Electric Cooperative (CEC) a member-owned cooperative, is the provider of electric power in Sisters. CEC has over 31,000 customers in the largely rural areas of Deschutes, Crook, Jefferson, Grant, Linn, Wasco and Lake Counties. For more information visit: http://www.cec.coop &Žƌ Ăůů ƐĞĐƚŽƌƐ͕ KƌĞŐŽŶ͛Ɛ ĞůĞĐƚƌŝĐĂů ƌĂƚĞƐ ĂƌĞ ǁĞůů ďĞůŽǁ ƚŚĞ national average. For industrial customers, Central Oregon providers offer rates up to nearly 16% below the U.S. average and nearly 50% below those in neighboring California. CEC was able to hold rates steady in 2012 despite increasing wholesale rates from Bonneville Power Administration to its public utility customers. As a result, CEC residential rates remain below those charged by the ƐƚĂƚĞ͛Ɛ ůĂƌŐĞƐƚ ĐŽƌƉŽƌĂƚĞ utilities.

Water System & Rates ^ŝƐƚĞƌƐ͛ ĨƌĞƐŚ ǁĂƚĞƌ ŝƐ ƐŽƵƌĐĞĚ ĨƌŽŵ ƚŚƌĞĞ ĚĞĞƉ wells that tap into a readily accessible underground aquifer. With an average daily use of 650,000 gallons and 978 residential hookups, the water demands of Sisters are easily ŵĞƚ ďǇ ^ŝƐƚĞƌƐ͛ ĂŵƉůĞ ƌĞƐŽƵƌĐĞƐ͘ tĂƚĞƌ ƵƐĂŐĞ ŝŶ ƚŚĞ summer increases dramatically to approximately 1.5 million gallons daily because of the 8,000 seasonal residents and tourists in the area. Utilizing an above-ground reservoir with a capacity of 1.6 million gallons, Sisters has the infrastructure in place to meet even the highest summer demand. In addition, the city holds water rights for future expansion. Currently, Sisters has water rights and capacity to pump 4.15 million gallons per day. The City of Sisters provides low-income rates for households that qualify. Monthly rates include a fixed charge based on meter size. For more information please contact Sisters utility billing at (541) 549-6022. Page 15 Last updated 11/13/2017

520 E. Cascade Ave. | Sisters OR 97759 www.edcoinfo.com | 541-977-5683

Sewer Rates ^ŝƐƚĞƌƐ͛ municipal wastewater system conveys and treats an average of 200,000 gallons per day of domestic, commercial, and industrial wastewater. The ĐŝƚǇ͛Ɛ modern treatment plant is designed for a capacity of 475,000 gallons per day.

Monthly Sewer Rates (per EDU) Classification Wastewater Low-Income Assistance Program

Fee $39/EDU

$26.78/EDU Sewer rates in Sisters vary on the type of entity served. Single-family residential customers are charged one Equivalent Dwelling Unit per month. CommerSource: City of Sisters cial entities are charged based on their average winter consumption. As such, rates vary between companies. Please contact City of Sisters Finance Department at (541) 323-5209 for more information.

TELECOMMUNICATION The town of Sisters lives up to the excellent area standards of leading-edge telecommunication services. Like Bend, Redmond, and the rest of Central Oregon, Sisters boasts highend specialized data and telecommunications providers with extensive fiber-based infrastructure throughout the city and region.

Sisters Communications Providers Quantum Comm.

Commercial

http://quantum-networks.net/

BendTel

Commercial

http://www.bendtel.com/

BendBroadband

Residential & Commercial

https://bendbroadband.com/

Century Link

Residential & Commercial

www.qwest.com/

Local companies provide services with access options including landline (copper), fiber optics, and wireless (WiFi, WiMax, HSPA+ and secure microwave). DSL, ISDN, Frame Relay, ATM and Metro Ethernet services along with the traditional high capacity TDM services (T1, T3, and OCx) are available from a number of these providers.

HEALTH SERVICES dŽƉ ƋƵĂůŝƚǇ ŚĞĂůƚŚ ĐĂƌĞ ŝƐ ŽŶĞ ŽĨ ĞŶƚƌĂů KƌĞŐŽŶ͛Ɛ best characteristics. Sisters, along with the rest of Central Oregon, has ready access to a high concentration of world-class physicians and specialists attracted to Central Oregon for its great quality-of-ůŝĨĞ͘ dŚĞ ƌĞŐŝŽŶ͛Ɛ ƌĞƐĞĂƌĐŚ ĂŶĚ ĐĂƌĞ ŝŶ ĐĂƌĚŝŽůogy and orthopedics ĂƌĞ ĂŵŽŶŐ ƚŚĞ ŶĂƚŝŽŶ͛Ɛ ďĞƐƚ. St. Charles Health System owns and operates medical centers in Redmond, Madras, and Bend (Oregon's only Level II Trauma Center east of the Cascades) and leases and operates Pioneer Memorial Hospital in Prineville. St. Charles Family Care clinic in Sisters offers patient care, out-patient surgery, and an array of services for family and individual needs. Critical care and a variety of specialized services are also readily available at healthcare facilities in Bend and Redmond. A short 25-minute drive from Sisters, St. Charles Medical Center in Bend is a fully accredited, 261-bed hospital with 2,822 medical staff and employees, offering Sisters residents advanced care. Services include 24-hour emergency care, intensive/cardiac care, physical, respiratory and nutritional therapy, radiology, surgery and an on-campus rehabilitation center. In addition, St. Charles Medical Center offers cancer care, cardiology, neurology, orthopedics, stroke care, and weight loss surgery. High-tech leading-edge serviĐĞƐ ĂƌĞ ĂůƐŽ ƉƌĞƐĞŶƚ ŝŶ ^ƚ͘ ŚĂƌůĞƐ͛ ƚĞůĞŵĞĚŝĐŝŶĞ ĂŶĚ ĚĂ sŝŶĐŝ ^ƵƌŐĞƌǇ ƉƌŽŐƌĂŵƐ͘ Over the years, St. Charles Health System has been recognized as the primary provider of quality healthcare for patients in Central and Eastern Oregon. In 2012, Thomson Reuters recognized St. Charles as one of the best health systems in the nation for quality and efficiency for the fourth year running. Healthcare Locations in Sisters: Bend Memorial Clinic-Sisters Clinic 231 E. Cascade Ave., Sisters, OR 97759 | 541-549-0303

St. Charles Medical Center-Sisters Clinic Sisters Clinic: 615 N. Arrowleaf Trail, Sisters, OR 97759 | 541-549-1318

High Lakes Health Care-Osteopathic 354 W. Adams Ave., Sisters, OR 97759 | 541-549-9609

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520 E. Cascade Ave. | Sisters OR 97759 www.edcoinfo.com | 541-977-5683 Healthcare Locations outside Sisters: 2500 N.E. Neff Rd., Bend OR 97701 | 541-382-4321 1253 N.W. Canal Blvd., Redmond OR 97756 | 541-548-8131 Sisters also has health experts in the fields of; Physical Therapy, Chiropractic care, Acupuncture, Massage, Dentistry, Orthodontia, Optometry, and Veterinary Medicine.

TRANSPORTATION Motor Freight Sisters is located on a major federal freight route 20 miles west of Bend, 109 miles east of Salem, and 100 miles northeast of Eugene. Hwy 126 intersects Sisters and connects the city with points west (Salem and terminating in Lincoln City on the Oregon Coast) and points east (Boise). Hwy 242 branches off Hwy 20 to Eugene; both highways connect Sisters to the I-5 corridor, the major north-south route connecting Washington and California. Sisters also has quick access to Hwy 97 which provides an alternate north-south route, ultimately connecting with I-5 in northern California and east-west I-84 in northern Oregon. Local freight rates are quite favorable as consumption in the region is disproportionate to production/distribution. Freight lines are looking to fill outbound trucks.

General Aviation - Sisters Airport ƚ ϯϭϲϴ͕͛ Sisters Eagle Air Airport is located one mile north of downtown Sisters and is categorized by the Oregon Department of Aviation as Category IV (local general aviation airport). While privately owned by Sisters Eagle Air, Inc. and managed by Benny Benson of ENERGYneering Solutions, Inc., the airport is open to public use. It is also used for EMS, and wildfire aircraft support. The runway dimensions are 3550 x 60 ft. / 1082 x 18 m. Though originally built in 1936, the Sisters Airport was re-paved, updated, and improved in 2013 and is fast becoming a center for local businesses. Several successful traded-sector companies, including ENERGYneering, have their headquarters at the airport. In the spring of 2014, the airport property was annexed into the City of Sisters. Through this publicprivate partnership, the airport and its key companies, have plans to expand commercially/industrially, and with an array of benefits and perks for pilots.

Commercial Air & Freight Services Redmond Municipal Airport (RDM; www.flyrdm.com) provides commercial air service with 23 flights daily to Denver, Los Angeles, Portland, Salt Lake City, San Francisco, and Seattle via four carriers (Alaska, American, Delta, and United). Considerable investment has been made at RDM in recent years including a $40 million terminal expansion, expanded passenger parking (to over 1,000 places) and tarmac and runway reconstruction.

The Airport is home to the USDA Forest Service Redmond Air Center, Cascade Aviation Management, Life Flight, Butler Aviation, Les Schwab, Bonneville Power, RDD Enterprises, Lancair, and Henderson Aviation. RDM also provides air cargo services and hosts general aviation traffic, including extensive corporate and business travel. Fed Ex, United Parcel Service, and the USPS provide air freight and package express services. Page 17 Last updated 11/13/2017

520 E. Cascade Ave. | Sisters OR 97759 www.edcoinfo.com | 541-977-5683

FIRE & EMERGENCY SERVICES The Sisters-Camp Sherman Rural Fire Protection District, created in 1937, is a combination career and volunteer fire district with fire coverage of over 240 square miles and ambulance service area of approximately 2,000 square miles. The main station is located within the city limits of Sisters and there are three substations in surrounding areas. The fire district serves approximately 5,400 permanent residents with a seasonal population up to 20,000 people during the summer months. The Fire District currently employs 8 Firefighter Paramedics as well as working closely with a wide array of volunteer firefighters and emergency medical technicians. Sisters is covered by AirLink and Life Flight of Oregon air-ambulance services based in Bend and Redmond.

PARKS The picturesque town of Sisters is set in the foothills of the Cascade Mountains and close in proximity to bountiful recreational opportunities. The City of Sisters maintains twelve (9 developed and 3 undeveloped) lovely spacious parks (including a fun new water play park) in the city limits and all within walking distance of downtown. The City also maintains a campground facility at Creekside Park with several tent and RV hook-up sites less than a ½ mile to downtown. In addition, the Sisters Park and Recreation District (SPRD) provide a wide variety of classes, tournaments, and recreational opportunities to people of all ages. The Sisters Community Trail system is built and maintained by volunteers, operating as an independent community partner program of the SPRD, and works closely with the US Forest Service and other organizations to implement its plan for over 200 miles of trails. The organization combines the interests of walkers, hikers, cyclists, and equestrians in Sisters Country.

RESORTS & LODGING Nestled beneath shady ponderosa pines on 15 acres on the edge of Sisters, FivePine Lodge and Conference Center is the culmination of the local Willitts͛ ĨĂŵŝůǇ ĚƌĞĂŵ ƚŽ ĐƌĞĂƚĞ Ă ƵŶŝƋƵĞ ŝŶŶ ǁŚĞƌĞ ŐƵĞƐƚƐ ĐĂŶ ƌĞĐŽŶŶĞĐƚ ǁŝƚŚ ƚŚĞŵƐĞůǀĞƐ ĂŶĚ ƚŚĞ ones they love. The FivePine campus offers world-class lodging at the main lodge as well as numerous luxuriously appointed Craftsman style cabins. In addition, Rio (a Mexican food restaurant), Three Creeks Brewery, Shibui Spa, Sisters Athletic Club, Sisters Movie House, and several health-related professional service businesses occupy commercial spaces on or near the property. Just seven miles west of Sisters, the 1800-acre Black Butte Ranch Resort defines the classic destination resort. On the Ranch, visitors can play golf (36 holes of championship mountain golf), walk the eight miles of well-maintained trails, and take advantage of the spa and award-winning restaurants, as well as a wide variety of family recreational activities. Off the Ranch, the 1.6 million acre Deschutes National Forest beckons, offering hiking, mountain biking, fly-fishing, whitewater rafting and winter skiing and snowshoeing. Eight miles north of Sisters and situated on the banks of the rushing Metolius River is Camp Sherman. Two upscale resorts--the Metolius River Resort and privately-owned river cabins at Lake Creek LodgeͶappeal to those trying to get away from it all and enjoy the tranquility of this forested enclave. Both provide immediate access premier fly-fishing on the challenging Metolius River and, among other pursuits, hiking, and biking along miles of nearby trails. Several other Sisters lodging options are available and listed with the Sisters Chamber of Commerce.

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520 E. Cascade Ave. | Sisters OR 97759 www.edcoinfo.com | 541-977-5683

RECREATION On the outskirts of the Deschutes National Forest, Jefferson National Wilderness, and Crooked River National Grassland, Sisters is an outdoors mecca for sportsmen and tourists from all over the world. Mountain bike trails traverse through a wide range of terrain around Sisters and provide options for riders of all abilities. The 25-mile Peterson Ridge Trail south of Sisters consists of a web of interconnected trails of easy to middle difficulty; the mostly downhill 35-mile Sisters to Smith Rock Scenic Bikeway offers rolling terrain along the Deschutes River and dramatic views. In addition, there are two scenic bikeways, McKenzie Pass and Camp Sherman, in the area. The Suttle Tie Trail begins 10 miles west of town past Black Butte and finishes with a loop around Suttle Lake; the 11-mile loop of 99 Trail ŶŽƌƚŚǁĞƐƚ ŽĨ ^ŝƐƚĞƌƐ ƚĞƐƚƐ ƚŚĞ ŵŽƐƚ ƚĞĐŚŶŝĐĂů ƌŝĚĞƌƐ ǁŝƚŚ ŝƚƐ ͞ďůĂĐŬ ĚŝĂŵŽŶĚ͟ ƚŽƉŽŐƌĂƉŚǇ͖ ĂŶĚ ƚŚĞ ĨƵƌƚŚĞƐƚ͕ ƚŚĞ ĞƉŝĐ Ϯϱmile McKenzie River Trail, is 40 minutes away over the Santiam Pass and is so challenging it is usually ridden as a shuttle. Cyclists flock to Sisters Country for the many road routes in and around the area as well as the miles of single-track dedicated to mountain biking. Sisters has a Bicycle Friendly designation and has three ͞scenic bike routes͟ in the area. If Central Oregon is a ŐŽůĨĞƌ͛Ɛ ŵĞĐĐĂ, Sisters Country boasts three of the best 18-hole courses around. Rated 4.5 stars by Golf Digest Magazine, Aspen Lakes is a "must play" golf course when visiting Central Oregon. Aspen Lakes is a challenging but fair course that features beautiful views of the Cascades Mountains from expansive fairways. The Big Meadow Golf Course, designed by Robert Muir Graves and stretching over 7,000 yards, has received numerous awards including the 2013 honor by GolfWeek Magazine ĂƐ ŽŶĞ ŽĨ ƚŚĞ ͞ ĞƐƚ ŽƵƌƐĞƐ zŽƵ ĂŶ WůĂǇ͟ ŝŶ KƌĞŐŽŶ͘ The not-to-be-missed 14th hole gives way to a dramatic view of Three Fingered Jack, a jagged volcanic peak rising above the Central Oregon landscape. Also at Black Butte Ranch, Glaze Meadow is an unforgettable course, carved out of pine forest with seven snowcapped mountains towering above. It reopened in 2012 after an extensive $3.75 million renovation by architect John Fought. Sisters is just a short drive to Hoodoo Ski Resort, the most centrally located winter sports area in Oregon. At the summit ŽĨ ĞŶƚƌĂů KƌĞŐŽŶ͛Ɛ ^ĂŶƚŝĂŵ WĂƐƐ͕ Hoodoo offers a wide range of terrain, affordable prices, and a family-friendly atmosphere. The world-class ski resort of Mount Bachelor is also only a short distance from Sisters and provides an immediately accessible big-mountain experience with manageable crowds. Hikers from all over the Pacific Northwest come to Sisters to backpack, hunt, ski, fish, and experience many other outstanding recreational opportunities. Set in the Three Sisters Wilderness Area, the 82 mile loop on the McKenzie Pass-Santiam Pass Scenic Byway has the highest concentration of snowcapped volcanoes in the continental U.S. The Byway winds through beautiful forests, offers numerous hiking trails and outlooks of three spectacular waterfalls (Proxy, Sahalie, and Koosah Falls), along with some of the best foliage viewing in the state.

SPECIAL EVENTS Among a non-stop calendar throughout the year, four ŽĨ ^ŝƐƚĞƌƐ͛ signature events have achieved national status:

Celebrating its 75th year in 2015, the Sisters Rodeo attracts world champion cowboys and cowgirls to compete in all the events of the Professional Rodeo Cowboys Association and is held the second weekend in June.

The largest outdoor quilt show in the world, the Sisters Outdoor Quilt Show is on the second weekend of July. Started in 1975, the show attracts approximately 12,500 visitors and has an economic impact of $1.7 million.

Held the first weekend of September, the Sisters Folk Festival delights lovers of music genres ranging from blues to folk to Celtic to bluegrass from all over the world. Part of the charm of this three-day festival is the ability to stroll from venue to venue to hear world-class musicians and songwriters.

Started in 1997, the Sisters Starry Nights concert in May serves as an important fundraiser for the school system. Prior events have featured performances graciously donated by top artists including Vince Gill, Amy Grant, Lyle Lovett, Kenny Loggins, Michael McDonald and Keb Mo. Click on the link below for a full list of the generous artists that have performed at the Sisters High School Auditorium to benefit Sisters Schools. http://www.sisters.k12.or.us/pages/Sisters_SD/Sisters_Starry_Nights/Who_Starry_Nights_-_Our_Artist

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520 E. Cascade Ave. | Sisters OR 97759 www.edcoinfo.com | 541-977-5683

TOPOGRAPHY & CLIMATE With an average of 300 days of sunshine a year, Sisters enjoys the climate typical of the high desert. Sisters, along with the rest of Central Oregon, is one of the driest and sunniest places in the Pacific EŽƌƚŚǁĞƐƚ͘ dŚĞ ƚŽǁŶ͛Ɛ ƉƌŽǆŝŵŝƚǇ ƚŽ ƚŚĞ ĂƐĐĂĚĞ DŽƵŶƚĂŝŶƐ ŐŝǀĞƐ ^ŝsters a readily accessible reservoir of fresh water generated by snowmelt. By meeting the Tree City, USA standards, the City of Sisters received recognition by the Arbor Day Foundation for its urban forestry management practices. Sisters is the gateway to the dramatic Cascade Mountain range just over 10 miles away but is sheltered from much of the rain and snow in the mountains. Sisters has four distinct seasons and average annual precipitation is just less than ϭϰ͟. Snow is on the ground during winter months, with January usually receiving the most snowfall. At 3200 feet, Sisters lies approximately 400 feet below Bend to the south and nearly 1000 feet ŚŝŐŚĞƌ ƚŚĂŶ DĂĚƌĂƐ ƚŽ ƚŚĞ ŶŽƌƚŚ͘ ^ŝƐƚĞƌƐ͛ ƉƌŝŵĞ ůŽĐĂƚŝŽŶ ŝŶ ǁĞƐƚĞƌŶ ĞƐĐŚƵƚĞƐ ĐŽƵŶƚǇ and proximity to vast areas of national forest provides for spectacular views of the volcanoes of the East Cascades, including the Three Sisters and Mt. Jefferson.

City

Elevation

La Pine Sunriver Bend Sisters Redmond Prineville Madras Warm Springs

ϰϯϬϬ͛ ϰϭϬϬ͛ ϯϲϮϯ͛ ϯϮϬϬ͛ ϯϬϳϳ͛ Ϯϴϲϴ͛ ϮϮϰϮ͛ ϭϱϳϱ͛

Summer temperatures average a high of 85° Fahrenheit and a low of 42°. Winter temperatures range from an average high of 47° to an average low of 20°. Bend, Oregon Weather Profile Average High (°F) Average Low (°F) Mean (°F) Average Precipitation (inches)

Jan 41° 24° 33° 1.5

Feb 44° 24° 34° 1.1

Mar 51° 28° 39° 0.8

Apr 57° 30° 44° 0.8

May 65° 36° 51° 0.9

Jun 72° 42° 57° 0.7

Jul 82° 47° 65° 0.6

Aug 81° 46° 64° 0.5

Sep 74° 40° 57° 0.4

Oct 62° 33° 47° 0.6

Nov 47° 28° 38° 1.4

Dec 39° 23° 31° 2.2

Source: U.S. Climate Data

TRAVEL DISTANCES FROM SISTERS

Distance from Sisters, Oregon

Sisters is situated at the intersection of the Santiam (US 20) and the McKenzie (OR 242) highways. It is located 20 miles west of Bend, 109 miles east of Salem, and 100 miles northeast of Eugene. From Sisters, residents can reach virtually any Central Oregon community within an hour. Major cities on the western side of the Cascades are two to three hours away. Other major West Coast citiesͶSeattle, Boise and San FranciscoͶare all accessed by a full ĚĂǇ͛Ɛ ĚƌŝǀĞ͘

COMMUTE TIME

City | State Miles Redmond, OR 20 OR Bend, OR 22 Prineville, OROR 39 Salem, OR OR 109 Eugene, OR OR 106 Portland, OR OR 154 Seattle, WA OR 327 WA Boise, ID 337 ID San Francisco, CA 512 CA Source: TravelMath.com

Drive Time 0 hours 26 min 0 hours 29 min 0 hours 53 min 2 hours 14 min 2 hours 0 min 3 hours 2 min 5 hours 57 min 6 hours 23 min 8 hours 56 min

Drive times in Central Oregon are very manageable. Because the Tri-County area workforce is truly regional, it͛Ɛ not unusual for individuals to drive from Sisters to Bend or Redmond for work.

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520 E. Cascade Ave. | Sisters OR 97759 www.edcoinfo.com | 541-977-5683

BUSINESS RESOURCES Resources in Sisters: Organizations

Services

Sisters Area Chamber of Commerce ͻ EĞƚǁŽƌŬŝŶŐ ĂŶĚ ĂĚǀĞƌƚŝƐŝŶŐ ĨŽƌ ĂƌĞĂ ƉƌŽĨĞƐƐŝŽŶĂůƐ 541-549-0251 | www.sisterscountry.com ͻ ZĞƐŽƵƌĐĞ ĨŽƌ Sisters business information ͻ DĂƌŬĞƚŝŶŐ ĂŶĚ ƉƌŽŵŽƚŝŽŶ ŽĨ Sisters Area businesses ͻ WƌŽĚƵĐƚŝŽŶ ŽĨ ĐŽŵŵƵŶŝƚǇ ĞǀĞŶƚƐ City of Sisters 541-549-6022 | www.ci.sisters.or.us/index.html Sisters Branch of Deschutes Library 541-617-7087 | 110 North Cedar St. | www.deschuteslibrary.org

ͻ Permitting, planning, zoning, and building questions ͻ Community Development, Public Works, and city parks information

EDCO Sisters Economic Development Caprielle Foote-Lewis, Manager 541-977-5683 | www.edcoinfo.com

ͻ ƵƐŝŶĞƐƐ ƌĞĐƌƵŝƚŵĞŶƚ ĂŶĚ ĚĞǀĞůŽƉŵĞŶƚ for the Sisters area ͻ ^ƚƌĂƚĞŐŝĐ ƉƌŽũĞĐƚƐ

ͻ Business librarians offer entrepreneurs, small business market research ͻ Provides meeting space at no charge

Other Resources: Organizations Abilitree 541-388-8103 | www.abilitree.org

Services ͻ ĚǀŽĐĂĐǇ ĨŽƌ people with disabilities looking for employment ͻ sŽĐĂƚŝŽŶĂů ƐŬŝůů ƚƌĂŝŶŝŶŐ and job placement for people with disabilities

AdFed of Central Oregon 541-385-1992 | www.adfedco.org

ͻ ĚƵĐĂƚŝŽŶĂů ĂŶĚ ŶĞƚǁŽƌŬŝŶŐ ŽƉƉŽƌƚƵŶŝƚŝĞƐ ŽŶ ĂĚǀĞƌƚŝƐŝŶŐ ƌĞůĂƚĞĚ ƚŽƉŝĐƐ ͻ DĂƌŬĞƚŝŶŐ ĂŶĚ ĂĚǀĞƌƚŝƐŝŶŐ ƌĞƐŽƵƌĐĞ

Business Oregon 541-388-3236 | www.oregon4biz.com

ͻ ƵƐŝŶĞƐƐ ƌĞĐƌƵŝƚŵĞŶƚ͕ ƌĞƚĞŶƚŝŽŶ͕ ĂŶĚ ĞǆƉĂŶƐŝŽŶ Ăƚ the state level ͻ ƐƐŝƐƚƐ ĞĂƌůǇ ƐƚĂŐĞ ďƵƐŝŶĞƐƐĞƐ ǁŝƚŚ ĐĂƉŝƚĂů ĂĐĐĞƐƐ ͻ ŽŶŶĞĐƚŝŽŶ ƐĞƌǀŝĐĞƐ ǁŝƚŚ ŽǀĞƌƐĞĂƐ ŵĂƌŬĞƚƐ via the Global Strategy Team

City Club of Central Oregon 541-633-7163 | www.cityclubco.com

ͻ ŽŵŵƵŶŝƚǇ ĨŽƌƵŵ ĞǀĞŶƚƐ ĨŽĐƵƐŝŶŐ ŽŶ ďƵƐŝŶĞƐƐ ĂŶĚ civic engagement

HRACO (Human Resource Association of ͻ DŽŶƚŚůǇ ƚƌĂŝŶŝŶŐ ŽŶ ,Z-related topics including continuing education Central Oregon) ͻ EĞƚǁŽƌŬŝŶŐ ŽƉƉŽƌƚƵŶŝƚŝĞƐ ĨŽƌ ĂƌĞĂ ,Z ƉƌŽĨĞƐƐŝŽŶĂůƐ 541-382-6946 | www.HRCentralOregon.org Inventors Northwest 541-317-1154 www.coinventorsgroup.ning.com

ͻ ĚƵĐĂƚŝŽŶĂů ƉƌĞƐĞŶƚĂƚŝŽŶƐ ͻ KŶĞ-on-one consulting opportunities ͻ EĞƚǁŽƌŬŝŶŐ ŽƉƉŽƌƚƵŶŝƚŝĞƐ

NEW (Network of Entrepreneurial Women) ͻ ƵƐŝŶĞƐƐ ƐŚĂƌŝŶŐ ĂŶĚ ƐƵƉƉŽƌƚ ŽƉƉŽƌƚƵŶŝƚŝĞƐ 541-350-9135 | ww.networkwomen.org ͻ WƌŽĨĞƐƐŝŽŶĂů and personal growth opportunities for women Opportunity Knocks 541-318-4650 | www.opp-knocks.org

ͻ ^ƚƌĂƚĞŐǇ Θ ĚŝƐĐƵƐƐŝŽŶ ĨŽƌƵŵ ĨŽƌ ďƵƐŝŶĞƐƐ ŽǁŶĞƌƐ͕ ĞǆĞĐƐ, and key employees ͻ ŽŶĨŝĚĞŶƚŝĂů ƉĞĞƌ-to-peer problem solving

Oregon Employer Council Central OR ͻ >ŝĂŝƐŽŶ ďĞƚǁĞĞŶ ĞŵƉůŽǇĞƌƐ ĂŶĚ ƚŚĞ KƌĞŐŽŶ ŵƉůŽǇŵĞŶƚ ĞƉĂƌƚŵĞŶƚ 541-749-4011 | www.oregon.gov/EMPLOY/OEC ͻ ŵƉůŽǇĞƌ ĞĚƵĐĂƚŝŽŶ ĂďŽƵƚ ǁŽƌŬƉůĂĐĞ ŝƐƐƵĞƐ ŝŶ ĞŶƚƌĂů KƌĞŐŽŶ Tech Alliance 541-409-6560 | www.techallianceco.org

ͻ KƌŐĂŶŝǌĂƚŝŽŶ ŽĨ DĞĞƚ-Up groups, events, & education for tech professionals ͻ >ŝŶŬ ďĞƚǁĞĞŶ ƚĞĐŚ ĞŶƚƌĞƉƌĞŶĞƵƌƐ ĂŶĚ ĐŽŵŵƵŶŝƚǇ ƐƚĂƌƚƵƉ ƌĞƐŽƵƌĐĞƐ ͻ >Žǁ-cost office space that fosters collaboration between tenants

COCC (Central Oregon Community College) 541-383-7700 | www.cocc.edu

ͻ ^ŽƵƌĐĞ ĨŽƌ ƚǁŽ-year associate degree programs as well as technical training ͻ Provides a range of continuing education and personal development programs Page 21

Last updated 11/13/2017

520 E. Cascade Ave. | Sisters OR 97759 www.edcoinfo.com | 541-977-5683 MATC (Manufacturing and Applied Technology Center) 541-504-2933 | www.cocc.edu

ͻ ĐĐƌĞĚŝƚĞĚ ƐŽƵƌĐĞ ĨŽƌ ŐƌĂĚƵĂƚĞƐ ĐĞƌƚŝĨŝĞĚ ŝŶ D d ĨŝĞůĚƐ ;ǁĞůĚŝŶŐ͕ ŵĂĐŚŝning, quality assurance, etc.) ͻ ƵƐƚŽŵŝǌĞĚ ƚƌĂŝŶŝŶŐ ƉƌŽŐƌĂŵƐ ŐĞĂƌĞĚ ƚŽ the needs of a specific business

COIC (Central Oregon Intergovernmental ͻ ŽŵŵƵŶŝƚǇ ĚĞǀĞůŽƉŵĞŶƚ ƐĞƌǀŝĐĞƐ Council) ͻ tŽƌŬĨŽƌĐĞ ƐŬŝůůƐ ƚƌĂŝŶŝŶŐ 541-548-8163 | www.coic.org ͻ ƵƐŝŶĞƐƐ ůŽĂŶƐ ĂŶĚ ŐƌĂŶƚƐ Deschutes County 541-388-6584 | www.deschutes.org

ͻ WƵďůŝĐ ƐĂĨĞƚǇ ĂŶĚ ŚƵŵĂŶ ƐĞƌǀŝĐĞƐ ͻ ƐƐĞƐƐŵĞŶƚ ĂŶĚ ƚĂǆĂƚŝŽŶ ͻ Manages economic development fund in partnership with EDCO

EDCO (Economic Development for Central Oregon) 541-388-3236 | www.edcoinfo.com

ͻ Recruits traded-sector companies to relocate to Central Oregon ͻ Provides comprehensive assistance to expanding companies ͻ ŽŶŶĞĐƚ early-stage companies with investors, resources, guidance ͻ Manage PubTalk events and the Bend Venture Conference ͻ ŽŶƐƵůƚƐ ǁŝƚŚ ƐƚĂƌƚƵƉƐ ĂŶĚ early-stage companies ͻ ZĞŐŝŽŶĂů Ɛource for demographics and statistics on business dynamics ͻ &ŽƐƚĞƌƐ ĚĞǀĞůŽƉŵĞŶƚ ŽĨ entrepreneurial ecosystem in Central Oregon

Venture Catalyst Program 541-388-3236 | www.edcoinfo.com

Grow 3 Degrees ͻ >ĞĂŶ ƚƌĂŝŶŝŶŐ ĂŶĚ ƌĞƐŽƵƌĐĞƐ ĨŽƌ ĐŽŶƚŝŶƵŽƵƐ ŝŵƉƌŽǀĞŵĞŶƚ, primarily for 541-388-3236 | www.grow3degrees.org manufacturing and office processes ͻ >ĞĂƌŶŝŶŐ ƚŽƵƌƐ ŽĨ ĂƌĞĂ ďƵƐŝŶĞƐƐĞƐ, industry roundtables OSU-Cascades Campus (Oregon State ͻ ϭϲ ƵŶĚĞƌŐƌĂĚƵĂƚĞ ĚĞŐƌĞĞ ƉƌŽŐƌĂŵƐ University) ͻ ϲ ŐƌĂĚƵĂƚĞ ĚĞŐƌĞĞ programs 541-322-3100 | www.osucascades.edu SBDC (Small Business Development Cen- ͻ No cost, confidential business advice for entrepreneurs, small businesses ter) ͻ ůĂƐƐĞƐ ĂŶĚ ƌĞƐŽurces (special expertise in international trade, government 541-383-7290 | www.cocc.edu/sbdc contracting, etc.) SCORE (Service Corps of Retired Executives) 541-388-3236 | www.centraloregon.score.org

ͻ No cost business education and mentorship, pairing retired executives with business owners and founders ͻ Many valuable templates and tools on national website

Vocational Rehab ͻ ŵƉůŽǇŵĞŶƚ ƐĞƌǀŝĐĞƐ ĂŶĚ ĂĚǀŽĐĂĐǇ ĨŽƌ ƉĞŽƉůĞ ǁŝƚŚ ĚŝƐĂďŝůŝƚŝĞƐ 541-388-6336 | www.oregon.gov/dhs/vr ͻ &ƌĞĞ ĐŽŶƐƵůƚĂƚŝŽŶ ǁŝƚŚ ďƵƐŝŶĞƐƐĞƐ ĂďŽƵƚ ĞŵƉůŽǇŵĞŶƚ ŶĞĞĚƐ Worksource Bend (Oregon Employment ͻ ZĞĐƌƵŝƚŵĞŶƚ ƐĞƌǀŝĐĞƐ ĨŽƌ ĞŵƉůŽǇĞƌƐ Department) 541-388-6050 | ͻ :Žď ƐĞĞŬĞƌ ƐĞƌǀŝĐĞƐ ĂŶĚ ƌĞƐŽƵƌĐĞƐ www.worksourceoregon.org ͻ tŽƌŬĨŽƌĐĞ ĚĂƚĂ͕ ƐƚĂƚĞ ĂŶĚ ƌĞŐŝŽŶĂů employment data

Resources in the state of Oregon Organizations

Services

Business Oregon 541-388-3236 | www.oregon4biz.com

OMEP (Oregon Manufacturing Extension ͻ Training for manufacturers in leadership development, workforce engagement Partnership) 541-350-7429 | www.omep.org ͻ Emphasizes implementation of lean manufacturing principles

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520 E. Cascade Ave. | Sisters OR 97759 www.edcoinfo.com | 541-977-5683

INCENTIVES FOR SISTERS ECONOMIC DEVELOPMENT ʹ SHORTLIST Enterprise Zone

Tax abatements on new capital investments and fee discounts based on specific business development criteria

http://www.oregon4biz.com/TheOregonAdvantage/Incentives/EnterpriseZones/

City of Sisters Forgivable Loan

Loan converted to grant program to encourage new capital investments and higher wage job creation

September 2014 (In development stage)

Deschutes County Forgivable Loan

Loan converted to grant program to encourage new capital investments and higher wage job creation

On The Job Training Grant

Cash reimbursement for on-the-job training for specific employerneeded skills

The Fund has been established to offset the costs of business relocation to and within Deschutes County, including moving of equipment, purchase or construction of facilities, and site improvements such as the extension of public services and utilities. http://coic2.org/employmenttraining/on-the-job-training/

FOR MORE INFORMATION, PLEASE CONTACT: Caprielle A. Lewis, Managing Director EDCO- Sisters Economic Development 520 E. Cascade Avenue | Sisters, OR 97759 Phone: 541-977-5683 caprielle@edcoinfo.com | www.edcoinfo.com

Economic Development for Central Oregon (EDCO) 705 SW Bonnett Way, Suite 1000 Bend, OR 97702 Phone: 541-388-3236 | 800-342-4135 www.edcoinfo.com

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Ready-to-Build Downtown Commercial Lots on Hwy 20/Cascade Sisters, Oregon

Articles inside

2017 SISTERS PROFILE

ABOUT EDCO

FOUNDATIONS OF CENTRAL OREGON’S ECONOMY

Workforce Development

GROW

ENTREPRENEURIAL SUPPORT

NEW RESIDENTS, NEW IDEAS & NEW ENERGY

CENTRAL OREGON OVERVIEW

ECONOMIC DEVELOPMENT

OREGON AT-A-GLANCE SCHOOL PROFILE CONTINUED

OREGON AT-A-GLANCE SCHOOL PROFILE

OREGON AT-A-GLANCE SCHOOL PROFILE CONTINUED 2018-19

OREGON AT-A-GLANCE SCHOOL PROFILE

Sisters Elementary School

Sisters Elementary School

The Hidden Economy of Sisters

Sisters Arts and Culture

Historic Buildings in Sisters

Going Wild in Sisters

Sisters Parks

Sisters Attractions

Sisters Timeline

Did you know? Sisters Oregon

Now that you live in Sisters...

A Vast Amount of Caring: Collective

A Sense of Place: Connecting to Whychus

Returning to the Creek:

The Ebb and Flow of It:

The Way to the Mountain:

Ways of Seeing:

Peterson Ridge Trail System

The City of Sisters History

Transportation System Plan (TSP)