AREFERENCE LISTS
Portland Transportation System Plan                                                     Page A-1
INTRODUCTION
Appendix A includes the source lists comprising the Reference List projects, described in
Chapter 3: Transportation System Improvements. The appendix is divided into the following
subsections:
g183  A.1:  Culvert Replacement
g183  A.2: Neighborhood Livability and Safety List
g183  A.3:  Structures List
g183  A.4: Signal Replacement List
g183  A.5: 4-R List
g183  A.6: ITS Improvements List
g183  A.7: Traffic Calming Lists
Appendix A
Page A-2  Portland Transportation System Plan
A.1
1
Culvert Replacement List (2001, updated 2004)
Number Culvert Location
Culvert
Identification
Total
Score
Replacement
Cost for
Bottomless
Replacement
Cost for Bridge
1 SE Flavel Street JC09 84 $1,231,135 $1,162,752
2 162nd and Foster
(complete)
JC10 811 $800,0001
3 SE Brookside Drive JC07 73 $297,419 $642,646
4 SW Boones Ferry TC01 73 $1,045,422 $1,408,346
5 SE 45th and Caldew VC03 67 $566,002 $688,653
6 SW 45th Drive VC06 67 $3,144,392 $2,615,250
7 NW Cornell Road BC01 63 $1,324,446 $2,341,613
8 SW Maplecrest Drive TC04 63 $397,383 $550,667
9 SE Tacoma Street6 CS03 62 $382,697 $535,680
10 NW Miller Road CM03 61 $1,267,381 $1,817,941
11 SE 45th Avenue1 JC02 61 $283,693 $450,349
12 SE 162nd Avenue JC12 61 $522,005 $934,006
13 SW 18th Place TC05 60 $685,519 $672,749
14 SE Glenwood Street CS05 60 $270,841 $468,875
15 SW 58th Avenue FC02 59 $255,283 $304,012
16 SE Mt. Scott Boulevard JC03 57 $658,545 $695,642
17 SW Hamilton Street FC03 57 $1,262,961 $955,490
18 SW Dosch Road FC08 56 $550,9882
$1,450,5854
$728,0733
19 SE 28th Avenue CS06 56 $256,659 $371,963
20 SE 44th Avenue JC01 55 $170,518 $275,200
21 NW Mill Ridge Road CM02 55 $968,782 $1,409,351
22 SW 45th Avenue FC04 55 $280,822 $344,572
23 SW Dosch Road FC07 55 $1,967,1895 $1,850,8723
24 SW Arnold Street TC02 55 $395,293 $478,739
25 SW Lancaster Street TC09 55 $375,480 $487,368
26 SW Vermont Street VC01 55 $1,330,543 $1,082,1243
30 SE Umatilla7 Cs01 54 $400,000 $550,000
37 SE Tenino8 Cs02 50 $400,000 $550,000
N/A Private carport @SE 21st N/A N/A $400,000 $550,000
1Applying for funding to modify upstream and downstream portions of culvert rather than replacement culvert
2Only includes replacement to connection with FC07
3Does not include cost to acquire property and re-contour topography for open channel away from street crossings
4Additional to replace to end of FC07
5Replaces 655? ? with 655? ? continuous culvert
6Applying for Corps grant to replace culvert in 2006 with bottomless culvert
7Applying for Corps grant to replace culvert in 2006 with bottomless culvert
8Applying for Corps grant to replace culvert in 2005 with bottomless culvert
A.2
1
Neighborhood Livability and Safety Projects
(Updated 2006)
Note: Costs are rough estimates based on potentially old sources. Actual project costs could be
more. 
NORTH
Project Name Description Source (s) Project Cost
Argyle Way, N, Trail
Connection
Complete trail through
industrial area north of
Columbia using existing
sidewalks and signal to
connect rowing park and
trail on Columbia Slough
at Denver
Kenton Downtown
Plan
N/A
Brandon Av, N, Stairway Add stairway connection
from Brandon to
Columbia, ped signal at
Columbia
Kenton Downtown
Plan
N/A
Basin, N, Bikeway Entire length II-23 (BMP) $25,000 
Bryant St, N (Missouri ?
Montana: Overpass
Improvements
Preliminary engineering to
identify potential solutions
to improve safety of
overpass
I-5 Delta Park
community
enhancement
$50,000
Columbia Slough Trail, N
(Denver ? MLK, Jr): Trail
Extension
Extend Columbia Slough
Tral
I-5 Delta Park
community
enhancement
$460,000
Denver, N,
Pedestrian/Bicycle
Improvements
Extend/improve ped/bike
connections along Denver
north of Interstate/Denver
intersection to Columbia
Slough and park
Kenton Downtown
Plan
N/A
Fenwick St., N, Street
Extension
Extend Fenwick to
Columbia, relocate signal
Kenton Downtown
Plan
N/A
Fessenden, N, St. Louis to
Peninsula Crossing
Provide bike lane II-21 (BMP) $26,000 
Ivanhoe, N Bikeway, St.
Louis to Richmond
Provide bike lane I-49 (BMP) $7,000 
Kenton Downtown, N  Traffic circle and other
traffic calming on Denver
I-5 Delta Park
community
enhancement
$75,000
Lombard, N, Reno to
Columbia
Provide bike lane I-48 (BMP) $25,000 
Peninsula Park Crosswalk,
N
Crosswalk on Portland
Blvd at Kerby Street to
improve access to
Peninsula Park
I-5 Delta Park
community
enhancement
$60,000
Peninsular/Villard, N,
Columbia to Ainsworth
Provide bike lane II-51 (BMP) $20,000 
A.2
2
Portland, N (Vancouver ?
Montana)
Bicycle facility
improvements
I-5 Delta Park
community
enhancement
$90,000
Portland Blvd, N, Bicycle
and Pedestrian
Improvements
Add/improve sidewalks
and complete bikeway
from Willamette to Denver
II-1 (BMP); (TSP WS) $16,000 
Willamette Blvd, N,
Pedestrian Improvements 
Install sidewalk on bluff
side
PMD303 (CIP);
NP;WS
$331,000 
Willamette Blvd, N,
Pedestrian Improvements
Options 1 & 2
Install two way paved path
on bluff side (8 or 10 feet
wide, depending on
option)
Swan Island Action
Plan (SIAP)
$250,000 - $400,000 
Willamette, N Bikeway,
Buchanan to Reno
Provide bike lane II-37 (BMP) $20,000 
Willis & Kilpatrick, N,
Portsmouth to Denver
Provide bike lane II-33 (BMP) $28,000 
Lagoon/Channel, N,
Bikeway
Provide bike lane II-17 (BMP) $28,000 
NORTHEAST
21st/20th, NE, Weidler to
Irving
Retrofit bikeway from NE
Weidler to NE Irving;
Improve bike lane
connections along 20th
from I-84 to Broadway
I-53b (BMP); (TSP
WS)
$4,000 
42nd, NE, at Halsey Improve transit signage to
transit center, improve
multimodal access at
transit center
Hollywood/Sandy Plan N/A
57th, NE, Bikeway Extend the bike lane (TSP WS); I-53a
(BMP)
$10,000 
Ainsworth, N/NE,
Willamette Blvd to 37th
Provide bike lane I-34 (BMP) $65,000 
Ainsworth,NE Provide greenstreet 912 (PMP) $50,000 
Alameda, NE, Klickitat to
72nd
Provide bike lane II-52 (BMP) $35,000 
Bridgeton Neighborhood,
NE
Plan, design & construct a
ped connection from the
Bridgeton Nbhd to Delta
Pk; Develop unique
identity for NE Bridgeton
Street (Greenstreet)
21, 911 (PMP) $10,000 
Couch, NE, Grand to 32nd Provide bike lane II-32 (BMP) $50,000 
Fremont, NE 7th ? 12th Marked crosswalks, curb
extensions (additional
study needed for exact 
Traffic Safety Request N/A
A.2
3
locations
Knott St, NE, Bikeway Stripe bike lanes from N
Williams to 39th.
PMD254, II-9 (BMP) $35,000
FAR NORTHEAST
Outer Fremont, NE,
Bicycle and TSM
Improvements
Add bike lanes from
102nd-162nd; Complete
roadway connections from
148th-162nd
(TE) $50,000 
SOUTHEAST
20th, Harrison Median Island/barrier Traffic Safety Request N/A
28th, SE, Steele to
Woodstock
Provide sidewalks. (TSP WS) $50,000 
36th Pl R.O.W., SE,
Francis St to 36th Pl
Construct a 70-m long
path in existing 6' wide
ROW to enhance the ped
network
51 (PMP) $22,000 
41st, SE (Steele ?
Woodstock)
Traffic calming/pedestrian
enhancements
Traffic calming
program
$380,000
7th/Sellwood, SE,
Spokane to Bybee
Provide bike lane III-8 (BMP) $5,000 
Creston-Kenilworth
Neighborhood, SE
Provide greenstreet 904 (PMP) $10,000 
Crystal Springs, Bybee to
Springwater Corridor
Provide bike lane II-54 (BMP) $20,000 
Division Pl/9th, SE, 7th to
Center
Provide bike lane I-29 (BMP) $16,000 
Gladstone/Center, SE, SE
42nd to 72nd
Provide bike lane II-48 (BMP) $15,000 
Harrison/Mill, SE, 60th
to I-205 trail
Provide bike lane II-5 (BMP) $16,000 
Salmon/Taylor, SE, SE
52nd to 60th
Provide bike lane II-31 (BMP) $40,000 
Steele, SE, 26th to 52nd Provide bike lane III-38 (BMP) $20,000 
Tolman, SE, 28th to 52nd Provide bike lane III-42 (BMP) $20,000 
Woodstock, SE, 
52nd ? 87th 
Mainstreet improvements 597 (PMP) $800,000 
FAR SOUTHEAST
130th - 135th/Salmon to
Mill, SE
Provide pedestrian & bike
access to David Douglas
HS
(NP) $50,000 
A.2
4
130th - 148th/Glisan to
Halsey, SE/NE: 
Provide pedestrian & bike
access to Glendoveer Golf
Course 
(NP) $50,000 
Ivon Ct, SE, 125th-
deadend
Housing/community
development project:
upgrade existing road to
city standards  w/ curb,
sidewalk, pavement,
drainage, street trees
CDS  33 (CIP) $13,354 
Jenne/174th Av & Circle
Av, SE (at Springwater
Trail)
Street crossing safety
improvements
Mult Co Pockets TSP $7,000
Taylor/Belmont/Yamhill,
SE, 44th to I-205 trail
Provide bike lane II-25 (BMP) $35,000 
NORTHWEST
15th, Glisan North side of intersection
modified to address curb
alignment and signal
changes
Traffic Safety Request N/A
26th, NW, Pedestrian
Improvements
Improve as City Walkway (NP) $50,000 
28th, NW, Bicycle
Improvements
Connect bike path on
Cornell to 28th/Thurman
(NP) $15,000 
29th, NW (Upshur ?
Thurman)
Provide improved
pedestrian connectivity on
the NW 29th Avenue right-
of-way between NW
Thurman and NW Upshur
Streets.
Northwest District
Plan
NA
Lovejoy, NW, 14th to 24th Provide bike lane BMP I-20 $30,000 
Overton, NW, 12th - 24th Provide bike lane II-26 (BMP) $20,000 
Thurman at Gordon to
Aspen, NW, Stairs
Construct stairs & path to
replace lost historic stairs
in existing ROW; to
improve ped travel and
access to transit.
PMP 76 $250,000 
Upshur/26th-MacLeay
Park, NW, Pedestrian
Access Improvements
Develop major ped
linkages from MacLeay
Park
(NP) $54,000 
NW I-405 Bridges:
Burnside, Couch, Everett,
Glisan.
Add sidewalks where
missing and accessibility
features 
78 (PMP) N/A 
A.2
5
SOUTHWEST
12th/13th, SW,
Montgomery to Couch
Install bikeway I-22 (BMP) $20,000 
14th R.O.W. , SW, College
St to Cardinell, 
Construct new stairs
within the 15' right of way
of SW 14th Ave between
SW College St and SW
Cardinell Dr
65 (PMP) $50,000 
16th, SW, SW Hall to
Upper Hall
Construct a series of linked
stairways in the SW 16th
Ave right of way; design
should feature the
outstanding viewpoint that
would be created and
should include references
to the squatter colony that
existed in this area in the
1930s
64 (PMP) $80,000 
18th, SW (Montgomery ?
Jackson)
Construct stairway SW UTP N/A
18th, SW (Taylors Ferry ?
Collins)
Construct sidewalk SW UTP N/A
19th Ave R.O.W., SW, Troy
to Moss
Construct path and stair in
umimproved right of way
to allow better pedestrian
access to Barbur Blvd
61 (PMP), SWUTP $13,000
19th, SW (Custer ? Canby) Regrade gravel road SW UTP N/A
19th, SW (End of I-5 Br ?
Spring Garden)
Construct sidewalk SW UTP N/A
19th, SW (Marigold ?
Taylors Ferry)
Repair road SW UTP N/A
19th, SW (Miles to Custer) Regrade gravel road SW UTP N/A
19th, SW (Moss ? Evans) Repair road SW UTP N/A
19th, SW (Nevada Ct ? mid
block)
Gravel trail SW UTP N/A
49th, SW (Comus ?
Pasadena)
Gravel trail SW UTP N/A
51st, SW (Pomona ?
Capitol Hwy)
Gravel trail SW UTP N/A
55th, SW (Vacuna ?
PCCrd)
Gravel trail SW UTP N/A
61st Av, SW (at Canyon Ct) Pedestrian facilities; add
ramp connection to bike
path
Mult Co Pockets TSP $5,000
36th, SW (Canby ? Troy) Gravel trail SW UTP N/A
Bancroft, SW (Bancroft
Terrace ? 6th)
Construct stairs Portland Aerial Tram N/A
A.2
6
Boones Ferry, SW (Arnold
? Tryon Creek State Park)
Construct sidewalk SW UTP N/A
Breyman, SW (Palatine
Hill Rd to Hwy 43)
Traffic calming Mult Co Pockets TSP $8,500
Cable to Jackson, SW,
Pedestrian Improvements
Install stairs to link SW
Cable to SW Jackson and
restore existing trails
62 (PMP); (TSP WS),
SWUTP
$100,000
Canby St, SW, Barbur at
13th
Acquire a public walkway
easement and construct
path and stair to connect
SW Canby St to Barbur
Blvd
98 (PMP) $40,000 
Canby, SW (Aprill Hill
Park ? 60th)
Gravel trail SW UTP N/A
Corbett, SW, Pendleton to
1st to Arthur
Provide bike lane III-41 (BMP) $20,000 
Custer, SW (54th ? April
Hill Park)
Gravel trail SW UTP N/A
Fairmount, SW (Marquam
? Mitchell)
Construct sidewalk SW UTP N/A
Fairmount, SW (Marquam
Pl ? Sherwood Pl)
Install sidewalk SW UTP N/A
Gibbs, SW (2nd ? Hood) Improvements identified
by residents; landscaping,
sidewalks, lighting, street
furniture, crossings, street
trees
Portland Aerial Tram N/A
Hamilton, SW, Terwilliger
to Corbett
Provide bike lane II-38 (BMP) $1,000 
Harrison (end of) at 16th,
SW,Stairs
Construct new public
stairway within the right of
way to link SW Harrison
and SW 16th
63 (PMP) $10,000 
Iowa, SW (Iowa ? Barbur) Repair railroad tie
stairway
SWUTP N/A
Kingston, SW, Jefferson to
Knights
Provide bike lane III-9 (BMP) $40,000 
Lee, SW (35th ? Lee) Gravel trail SW UTP N/A
Lobelia St R.O.W., SW, 5th
Ave to Boones Ferry
Construct a path in the
existing right of way to link
Terwilliger and Boones
Ferry Rd
84 (PMP) $55,000 
Maricara, SW (at 35th) Pedestrian crossing
improvements
SW UTP N/A
Montgomery, SW, 11th to
Council Crest
Provide bike lane III-40 (BMP) $7,000 
A.2
7
Nevada Ct, SW (at Capitol
Hwy)
Design and construct a
pedestrian crossing
improvement. Consider
pedestrian bridge option
in project development.
SW UTP N/A
OHSU, SW, Pedestrian and
Bicycle Improvements
Install bikeway from
Terwilliger to Sam Jackson
Park Rd
III-35 (BMP) $7,000 
Radcliff, SW (end of
Radcliff ? Lewis and Clark
College trail)
Gravel trail and
identification signage
SW UTP N/A
Red Electric Trail, SW Pedestrian pathway and
greenstreet in former Red
Electric ROW
905 (PMP), SWUTP $1,700,000 
Shattuck, SW (Julia ? 53rd
public easement)
Pedestrian crossing
improvement
SW UTP N/A
Slavin, SW  to Barbur Install pedestrian
connection (and auto
connection, if feasible)
from Slavin - Barbur
(NP); (TSP WS) $30,000 
Spiral Way R.O.W., SW,
Stairs
Construct a concrete
stairway in existing 16'
ROW between SW Vista
and SW Montgomery
72 (PMP) $60,000 
Summerville Av, SW
(Riverdale Rd to Palatine
Hill Rd)
Add a pedestrian off-street
path with stairs
Mult Co Pockets TSP $7,000
Terwilliger Pl, SW
(Terwilliger Bl- Terwilliger
Pl)
Signage and trail
identification
SW UTP N/A
Terwilliger, SW, Palater to
City Limit
Provide bike lane III-24 (BMP) $9,000 
Talbot, SW (Patton ?
Fairmount)
Construct sidewalk SW UTP N/A
Troy, SW (28th ? Canby) Construct sidewalk SW UTP N/A
Troy, SW (at Capitol Hwy) Pedestrian crossing
improvement
SW UTP N/A
Vermont, SW, 45th to
Terwilliger
Provide bike lane III-11 (BMP) $36,000 
Vermont/Chestnut, St,
Terwilliger - 45th
Provide bike lane on
Vermont & Chestnut
BMP III-16 $36,000 
Virginia, SW, Taylors
Ferry to Pendleton
Provide bike lane III-44 (BMP) $12,000 
A.2
8
Vista Ave to Mill St
Terrace, NW, Vista Ridge
Stairs
Acquire public walkway
easement and construct
stairs between existing
path & SW Mill St Terrace,
to connect existing off-
street pedestrian network
& improve access to light
rail
71 (PMP) $60,000 
Whitaker, SW (Barbur ?
Stairway)
Pedestrian crossing
Improvement
SW UTP N/A
Woods to Sam Jackson
Parkway, SW
Construct path and
stairway
93 (PMP), SW UTP $30,000
Southwest Pedestrian
Connections Project
Plan, design & construct
ped connections in SW
Ptld to facilitate ped access
to schools, parks,
shopping, employment, &
transit
85 (PMP) $750,000 
CENTRAL CITY
Project Name Description Source (s) Project Cost
2nd & 3rd, SW, Jefferson
to Couch
Provide bike lane I-8 (BMP) $15,000 
1st, SW, Jefferson to
Arthur
Provide bike lane I-17 (BMP) $10,000 
5th/6th/Broadway, SW,
Pedestrian Crossing
Improvement
Provide improved
pedestrian crossing
(TSP WS) $5,000 
Broadway, SW, Burnside to
Jefferson
Provide bike lane I-2 (BMP) $8,000 
Clay/17th-PSU, SW,
Pedestrian Access
Improvements
Improve ped/bike
connections between PSU
& 17th/Clay
(NP)  N/A   
I-405 Bridges, SW:
Salmon, Columbia,
Jefferson, Taylor
Add sidewalks where
missing and accessibility
features 
79 (PMP) N/A 
Jackson SW, 6th Curb extension on west
side of SE 6th and increase
width of median island 
Traffic Safety Request $35,000
Naito, NW at Glisan  Signalized pedestrian and
bicycle crossing, sidewalk
improvements, street
lighting to provide acces to
Waterfront Park 
PDOT Director
Directive (Steel Bridge
Walkway Closure)
$650,000
A.2
9
CITY WIDE
Project Name Description Source (s) Project Cost
Bikeway Network
Completion, CW
Construction to close gaps
in existing bikeways; to
improve the bike network
and increase the use of
bicycles
TOD  212 (CIP) $200,000 
Pedestrian Access to
Transit, CW
Design and construct
pedestrian improvements
to enhance pedestrian
access to transit facilities
PED 902 (CIP);
(CCTMP)
$100,217 
Pedestrian Crossing
Projects, CW
Citywide project to select
sites annually to improve
crossing conditions for
pedestrians
PMD 121 (CIP); 9000
(PMP); (CCTMP)
$175,000 
A.2
10
Traffic Operations
Improvements, CW
Combined improvements
at locations needing both
safety & operation
improvements; include
widening, realignment,
channelization, signals,
landscaping,
pedestrian/bike
improvements, & ROW
acquisition
TDS 310 (CIP) $1,895,000 
Sources Abbreviations:
BMP: Bicycle Master Plan
CCTMP: Central City Transportation Management Plan
CIP: Capital Improvement Plan
NP: Neighborhood Plan
PMP: Pedestrian Master Plan
SWUTP: Southwest Urban Trails Plan
TSP WS: Transportation System Plan Workshop
A.3
1
STRUCTURES IMPROVEMENT LISTS
Bridges Eligible for Replacement (2002)
 - Sufficiency Rating less than 50 -
COP # ODOT# Location or Route Feature Crossed Estimated
Replacement Costs
38 25B38 S.W. CANYON RD. S.W. JEFFERSON ST. $640,000
145 06683C STEEL BRIDGE - E SIDE RAMP (From
LRT)
UPRR TRACKS $1,791,800
084A 25T12A N.E. 33RD AVE. (WEST HALF) COLUMBIA SLOUGH $990,000
146 06683D STEEL BRIDGE - E SIDE RAMP (From
Interstate)
UPRR TRACKS $2,544,000
98 51C19 S.E. LAMBERT ST. JOHNSON CREEK $84,000
9 2484 N.E.33RD AVE. N.E LOMBARD ST. & UPRR TRACKS $4,408,400
TOTAL $10,458,200
Bridges Eligible for Rehabilitation (2002)
 - Sufficiency Rating between 50 and 70 -
COP# ODOT# Location or Route Feature Crossed Estimated
Replacement
Cost
Estimated
Rehabilitation
Cost
6 25B06 N. VANCOUVER AVE. UPRR TRACKS $4,640,680 $3,480,510
14 25B14 N.W. ALEXANDRA AVE. UNNAMED CREEK $1,224,000 $918,000
8 25B08 N.E. 21ST AVE. COLUMBIA SLOUGH $1,444,800 $1,083,600
81 25T01 S.W. CAPITOL HIGHWAY S.W. BERTHA BLVD. $1,748,000 $1,311,000
80 11086 S.E. FOSTER RD. (SOUTH HALF) JOHNSON CREEK $187,320 $140,490
15 25B15 N.W. THURMAN ST. BALCH CREEK $3,200,000 $2,400,000
153 7115 N. INTERSTATE AVE. RAMP -
M.P. 1.06
RAMP - SB INTERSTATE TO
BROADWAY BR RAMPS
$7,994,000.00 $5,995,500
58 25B58 S.E. OCHOCO ST. JOHNSON CREEK $264,000 $198,000
25 7039 N.E. 12TH AVE. UPRR TRACKS & I-84
FREEWAY
$3,924,000 $2,943,000
12 25B12 N. GOING ST. - SWAN ISLAND UPRR TRACKS $5,562,480 $4,171,860
18 25B18 N.W. MAYWOOD DRIVE SEMI-
VIADUCT
HILLSIDE NEAR N.W.
MELINDA DR.
$1,055,700 $791,775
17 25B17 N.W. MAYWOOD DRIVE SEMI-
VIADUCT
HILLSIDE NEAR W. BURNSIDE
ST.
$310,000 $232,500
42 25B42 S.W. GREENWAY S.W. TALBOT RD. $233,240 $174,930
82 25T03 S.W. CAPITOL HIGHWAY S.W. MULTNOMAH BLVD. $2,329,860 $1,747,395
75 2485 N.E. 42ND AVE. N.E PORTLAND HWY. &
U.P.R.R TRACKS
$2,254,460 $1,690,845
16 7025 N.E. 33RD AVE. UPRR/LRT TRACKS $1,164,000 $873,000
7 25B07 N. WILLAMETTE BLVD. SEMI-
VIADUCT
SLOPED HILLSIDE $994,400 $745,800
87 51C01 S.E. TACOMA ST. SPRINGWATER
RECREATIONAL TRAIL
$1,401,800 $1,051,350
TOTAL $ 29,949,555
Notes:
?  The Sufficiency Rating system is used to evaluate potential bridge projects.  This system is based on that used by Oregon Department of Transportation.
This rating considers structural condition, functional serviceability, safety, community needs and economics.  A SR rating of 50 or less indicates from
the middle of the ?poor? to the ?very poor? range.
?  Rehabilitation is estimated as being 75% of Replacement Costs.
A.3
2
Top Ten Seismic Retrofit Projects Ranked by Priority Index (2004)
COP
#
ODOT# Location or Route Feature Crossed Estimated
Rehabilitation
Cost
Estimated
Replacement
Cost
12 25B12 N.GOING ST. - SWAN ISLAND UPRR TRACKS $140,000.00 $1,200,000.00
25 07039 N.E. 12TH AVE. UPRR TRACKS & I-84 $345,678.00 $749,664.00
9A 02484A N.E. 33RD AVE. RAMP N.E. COLUMBIA BLVD. $291,536.00 $1,874,160.00
21 07029A N.E. HALSEY ST. UPRR/LRT TRACKS & I-84 $166,592.00 $104,120.00
10 25B10 N.W. KITTRIDGE AVE. BNRR TRACKS $374,832.00 $1,124,496.00
139 08551 S.W. CAPITOL HIGHWAY-M.P.
6.72
S.W. BARBUR BLVD. $345,678.00 $1,874,160.00
31A 07028B N.E.60TH AVE. LRT &  I-84 FREEWAY $                --- $156,180.00
153 07115 N. INTERSTATE AVE. RAMP-
M.P.
RAMP - SB INTERSTATE
TO BROADWAY BR
$528,930.00 $2,623,824.00
78A 09685A N. COLUMBIA BLVD. B.N.R.R. TRACKS $220,734.00 $374,832.00
79 09752 N. COLUMBIA BLVD. N. COLUMBIA WAY $                --- $749,664.00
SUB-TOTAL $2,413,980.00 $10,831,100.00
TOTAL $13,245,080.00
Notes:
?  Estimate made by updating 1994 consultant estimates to 2002 @ 4% inflation per year.
Added 12% to cost for PE and 15% for CE.  Added 20% contingency.
Other Priority Structure Replacement needs (2004)
RTP
#
Location or Route Feature Crossed Reconstruction
Cost
Replacement
Cost
4063 N LOMBARD STREET TO N MARINE DR COLUMBIA SLOUGH $4,925,889
A.4
1
Intersection
Intersection
Age in Years
Remodel
Date
Int. 
ID#
Remodel
Votes Comments
1 E.Burnside, 12th & Sandy 33 1968 4 1
2 N. Albina Ave & Alberta St 40 1961 1001 0
3 N. Broadway St & Vancouver Ave 39 1962 1009 3
4 N. Broadway St & Williams Ave 38 1963 1008 3
5 N. Denver Ave & Portland Blvd 35 1966 1013 0
6 N. Interstate Ave & Ainsworth St 39 1962 1030 0
7 N. Interstate Ave & Alberta St  39 1962 1027 0
8 N. Interstate Ave & Argyle St 39 1962 1033 0
9 N. Interstate Ave & Shaver St 39 1962 1025 0
10 N. Lombard St & Albina Ave 29 1972 1036 0
11 N. Lombard St & Denver Ave 29 1972 1037 0
12 N. Lombard St & Fiske Ave 29 1972 1042 0
13 N. Lombard St & Portsmouth Ave 29 1972 1043 0
14 N. Lombard St & St. Louis Ave 29 1972 1049 0
15 N. Lombard St & Wabash Ave 29 1972 1039 0
16 N. Mississippi Ave & Russell St 49 1952 1050 1
17 N. Williams Ave & Alberta St 49 1952 1073 0
18 NE Ainsworth St & 33rd Ave 39 1962 2107 0
19 NE Alberta St & 15th Ave 36 1965 2100 0
20 NE Alberta St & 33rd Ave 39 1962 2105 0
21 NE Alberta St & 7th Ave 29 1972 2126 0
22 NE Broadway St & 21st Ave 18 1983 2005 3
23 NE Broadway St & 24th Ave 41 1960 2006 3
24 NE Broadway St & Victoria Ave 40 1961 2001 3
25 NE Columbia Blvd & Alderwood Rd  21 1980 2200 0
26 NE Columbia Blvd & Cully Blvd 21 1980 2198 0
27 NE Dekum St & 15th Ave 30 1971 2124 0
28 NE Fremont St & 24th Ave  49 1952 2015 1
29 NE Fremont St , 41st/ 42nd Ave 22 1979 2016 0
30 NE Glisan St & 67th Ave 35 1966 2023 1
31 NE Glisan St & 74th Ave 35 1966 2121 1
32 NE Halsey St & 111th Ave 46 1955 2169 2
33 NE Halsey St & 53rd Ave 32 1969 2069 0
34 NE Halsey St & 60th Ave 16 1985 2034 0
35 NE Halsey St & 9th Ave 29 1972 2127 0
36 NE Irving St & 12th Ave  41 1960 2098 1
37 NE Killingsworth St & 20th Ave  27 1974 2130 0
38 NE Lombard St & 11th Ave 21 1980 2138 0
39 NE MLK & Columbia (Detection) 3 1998 2090 0
40 NE Multnomah St & 15th Ave 41 1960 2046 0
41 NE Multnomah St & 21st Ave  41 1960 2048 0
42 NE Prescott St & 42nd Ave  41 1960 2109 0
43 NE Prescott St & 7th Ave  29 1972 2125 0
44 NE San Rafael St & 122nd Ave 31 1970 2167 1
45 NE San Rafael St & 138th Pl 2001 2185 0
46 NE Sandy Blvd & 16th Ave 39 1962 2050 0 HEP project
47 NE Sandy Blvd & 20th Ave  38 1963 2051 0 HEP project
48 NE Sandy Blvd & 24th Ave  38 1963 2052 0 HEP project
49 NE Sandy Blvd & 33rd Ave 38 1963 2054 0 HEP project
50 NE Sandy Blvd & 52nd Ave  38 1963 2061 1
51 NE Sandy Blvd & 57th Ave 38 1963 2062 3
52 NE Sandy Blvd & 62nd Ave  38 1963 2063 1
53 NE Sandy Blvd & 67th Ave  38 1963 2064 1
54 NE Sandy Blvd & 77th Ave  38 1963 2066 1
55 NE Sandy Blvd & Prescott St 36 1965 2206 2
56 NE Sandy , 72nd & Fremont 38 1963 2065 2
57 NE Webster St & 82nd Ave 41 1960 2146 0 Just done? Work order?
58 NE Weidler St & 111th Ave 44 1957 2177 2
59 NE Weidler St & 21st Ave 41 1960 2096 2
Signalized Intersections in Critical Need of Replacement
Revised February 13, 2001
A.4
2
Intersection
Intersection
Age in Years
Remodel
Date
Int. 
ID#
Remodel
Votes Comments
60 NE Weidler St & Victoria Ave  37 1964 2091 3
61 NW 14th & Everett St  33 1968 3010 0
62 NW 14th & Glisan St  33 1968 3021 0
63 NW 16th & Everett St 33 1968 3011 0
64 NW 16th & Glisan St  32 1969 3022 0
65 NW 18th & Marshall St  48 1953 3038 0 Removal
66 NW 23rd Ave & Thurman St 39 1962 3046 0
67 NW 2nd Ave & Everett St 1 2000 3002 0
68 NW 3rd Ave & Everett St 1 2000 3003 0
69 NW 4th Ave & Everett St  28 1973 3004 0
70 NW St Helens Rd & 105th Ave 23 1978 3074 1 Future ODOT proj.
71 NW St Helens Rd & 107th Ave  37 1964 3042 1 Future ODOT proj.
72 NW St Helens Rd & Bridge Ave  37 1964 3041 0
73 NW St Helens Rd & Bridge Ave  22 1979 3075 0
74 SE Belmont St & 30th Ave  29 1972 4005 3
75 SE Belmont St & 39th Ave 51 1950 4097 3
76 SE Belmont St & 60th Ave  39 1962 4008 4
77 SE Bybee Blvd & 17th Ave  42 1959 4010 0
78 SE Cherry Blossom Dr & 106th Ave  4 1997 4150 0
79 SE Clay St & 7th Ave 29 1972 4119 1
80 SE Clinton St & 39th Ave  29 1972 4095 2
81 SE Cora St & 130th Ave 2001 4180 0
82 SE Division St & 168th Ave  31 1970 4206 0
83 SE Division St & 17th Ave  32 1969 4021 0
84 SE Division St & 26th Ave  29 1972 4015 0
85 SE  Division St & 34th Ave  29 1972 4016 0
86 SE Division St & 52nd Ave 38 1963 4018 1
87 SE Division St & 71st Ave 42 1959 4020 0
88 SE Gladstone St & 39th Ave 50 1951 4100 3
89 SE Grand Ave & Ankeny St 22 1979 4028 0
90 SE Harold St & 122nd Ave 11 1990 4221 0
91 SE Hawthorne Blvd & 11th Ave 44 1957 4038 1
92 SE Hawthorne Blvd & 27th Ave  36 1965 4036 1 Hawthorne Main St?
93 SE Hawthorne Blvd & 37th Ave  30 1971 4043 0 Hawthorne Main St?
94 SE Hawthorne Blvd & 50th Ave  40 1961 4045 1 Hawthorne Main St?
95 SE Hawthorne Blvd & 7th Ave 30 1971 4037 2
96 SE Holgate Blvd & 104th Ave 4 1997 4163 0
97 SE Holgate Blvd & 112th Ave 31 1970 4172 0
98 SE Holgate Blvd & 28th Ave 20 1981 4048 1
99 SE Holgate Blvd & 32nd Ave 27 1974 4132 1
100 SE Holgate Blvd & 52nd Ave 29 1972 4103 1
101 SE Holgate Blvd & 72nd Ave 28 1973 4051 2
102 SE Johnson Creek Blvd & 45th Ave 28 1973 4128 2
103 SE Lincoln St & 39th Ave 47 1954 4098 3
104 SE Lincoln St & 50th Ave 29 1972 4126 0
105 SE Main St & 148th Ave 2001 4198 0
106 SE Main St & 162nd Ave 36 1965 4199 0
107 SE Main St & 174th Ave 2001 4217 0
108 SE Main St & 39th Ave  20 1981 4092 1
109 SE Market St & 112th Ave 31 1970 4162 0
110 SE Market St & 130th Ave 2001 4175 0
111 SE McLoughlin Blvd & Boise 30 1971 4129 1
112 SE McLoughlin Blvd & Bybee Blvd 35 1966 4131 0
113 SE Mill St & 135th Ave 22 1979 4200 0
114 SE Mill St & 82nd Ave 31 1970 4118 0
115 SE Mill St+B24 & 148th Ave 6 1995 4201 0
116 SE Powell Blvd & 112th Ave 2001 4178 0
117 SE Stark St & 117th Ave 31 1970 4171 0
118 SE Stark St & 130th Ave  26 1975 4192 0
119 SE Stark St & 33rd Ave 49 1952 4082 2
A.4
3
Intersection
Intersection
Age in Years
Remodel
Date
Int. 
ID#
Remodel
Votes Comments
120 SE Stark St & 92nd Ave 30 1971 4122 0
121 SE Steele St & 52nd Ave 29 1972 4104 0
122 SE Tacoma St & 13th Ave 33 1968 4086 0
123 SE Tacoma St & 17th Ave  33 1968 4087 0
124 SE Taylor St & 39th Ave  47 1954 4602 1
125 SE Washington St & 76th Ave 30 1971 4120 0
126 SE Woodstock Blvd & 46th Ave 33 1968 4094 0
127 SW 12th Ave & Alder St 29 1972 5198 0
128 SW 12th Ave & Columbia St  33 1968 5047 0
129 SW 12th Ave & Jefferson St  33 1968 5069 0
130 SW 12th Ave & Main St 35 1966 5184 0
131 SW 12th Ave & Market St 35 1966 5084 0
132 SW 12th Ave & Salmon St  33 1968 5186 0
133 SW 12th Ave & Taylor St 27 1974 5214 0
134 SW 13th Ave & Alder St  29 1972 5189 0
135 SW 13th Ave & Market St 32 1969 5204 0
136 SW 13th Ave & Salmon St  32 1969 5191 0
137 SW 14th Ave & Salmon St  32 1969 5193 0
138 SW 1st Ave & Arthur St  22 1979 5099 0 FY2000 remodel
139 SW 1st Ave & Clay St  30 1971 5028 0
140 SW 1st Ave & Harrison St  34 1967 5058 0 FY2000 remodel
141 SW 1st Ave & Lincoln St 31 1970 5072 0 FY2000 remodel
142 SW 1st Ave & Taylor St  24 1977 5095 0
143 SW 3rd Ave & Clay St 32 1969 5030 0
144 SW 4th Ave & Hall St 25 1976 5224 0 FY2000 remodel
145 SW 4th Ave & Harrison St  36 1965 5059 0 FY2000 remodel
146 SW 5th Ave & Clay St  44 1957 5032 0
147 SW 5th Ave & Sheridan St 16 1985 5151 0
148 SW 6th Ave & Clay St 28 1973 5033 0
149 SW 6th Ave & College St 27 1974 5226 0
150 SW 6th Ave & Columbia St 30 1971 5044 0
151 SW 6th Ave & Hall St  34 1967 5206 0
152 SW 6th Ave & Market St 28 1973 5080 0 Streetcar
153 SW Broadway & Montgomery St  29 1972 5022 0
154 SW Broadway Ave & Clay St 28 1973 5034 0
155 SW Broadway Ave & Columbia St  30 1971 5021 0
156 SW Broadway Ave & Hall St 34 1967 5207 0
157 SW Broadway Ave & Harrison St  31 1970 5218 0
158 SW Broadway Ave & Jackson St  28 1973 5227 0
159 SW Broadway Ave & Jefferson St  30 1971 5081 0
160 SW Broadway Ave & Market St  30 1971 5081 0 Streetcar
161 SW Broadway Dr & Hoffman Ave  32 1969 5023 1
162 SW Stephenson St & 27th Pl 20 1981 5085 0
163 SW Terwilliger & Boone's Ferry  28 1973 5223 0
164 SW Vista Ave & Park Pl 35 1966 5089 0
165 W Burnside St & 14th Ave  34 1967 20 0
166 W Burnside St & 15th Ave 28 1973 26 0
167 W Burnside St & 16th Ave  34 1967 21 0
168 W Burnside St & 19th Ave  34 1967 23 0
169 W Burnside St & 21st Ave, I-5 34 1967 24 0
170 W Burnside St & 3rd  26 1975 14 1 Issue of W Burnside study
171 W Burnside St & 4th 26 1975 15 1 Issue of W Burnside study
172 W Burnside St & 5th 26 1975 16 1 Issue of W Burnside study
173 W Burnside St & 6th  26 1975 17 1 Issue of W Burnside study
174 W Burnside St & Broadway 26 1975 18 1 Issue of W Burnside study
A.5
1
Street Name Section Work
Needed
Overlay
 Required
Len. - Miles Sq. Yd. Cost Est. RTP
SW NAITO PARKWAY I-405 to Burnside Rebuild ---- 1 35,521 3,000K 3.03 million
W BURNSIDE ST I-405 to 23rd Ave Rebuild ---- 0.58 14,509 4,000K 9.37 million
SE DIVISION ST 6th Ave to 53rd Ave
verlay/Rebuild
3.0" 2.59 59,589 1,500K 5.9 million
N HAYDEN ISLAND
DR
Jantzen to Farr Rd Rebuild ---- 0.54 15,427 600K
SW COLUMBIA ST 18th Ave to Naito
Parkway
Rebuild 1.5 to 5.4" 0.84 18,859 800K 0.8 million
NW 23RD AVE Burnside to Lovejoy Rebuild ---- 1.44 9,662 500K 0.5 million
SE STARK ST 122nd to 146th Overlay  3"+ 1.2 44,553 700K
SE 39TH AVE Burnside to Holgate Rebuild Parts 3"+ 2.26 60,167 2,000K
N MARINE DR Kelly Point Park 
to New Construction
Rebuild ---- 2.61 56,744 2,000K
SW PARK/10TH
COUPLET
SW 10th Ave ? 
Montgomery St to Clay
St
Rebuild Parts 3.0' to 6.0" 0.3 6,395 275K
SW Park Ave ?
Montgomery St to Clay
St
NE CULLY BLVD Killingsworth to
Columbia Blvd
Rebuild Parts 2.5"+ 0.33 5,233 250K
SE HOLGATE BLVD 42nd to 52nd Rebuild ---- 0.49 9,325 600K
SW 6TH AVE Sheridan St to College St Overlay 4.8" to 5.4" 0 7,097 110K
SW 4TH AVE I-405 to Madison St Overlay 1.5" to 6.0" 0.62 17,012 225K
SW MAIN ST Broadway to 1st Ave Overlay  1.5" to 6.0" 0.31 6,600 500K ?
SW SALMON/PARK SW King Ave ? 
Salmon St to Park Pl
Overlay 1.8" to 6.0" 0.35 7,552 350K
SW Park Pl ?
Vista Ave to King Ave
SW Salmon St ?
18th Ave to King Ave
SE WASHINGTION 82nd to 109th Overlay 2.5" 1.24 30,166 400K
TOTAL 16.23 Miles 404,411
S.Y.
$17,810K
All estimates are preliminary and should be considered very rough.
Arterial Streets in Need of 4R Work in Priority Order
By Dick Godfrey   Feb. 5, 1998
1
INTELLIGENT TRANSPORTATION SYSTEMS IMPROVEMENTS LISTSList of ITS Corridor Projects for CIP Consideration ? Listed in Rank Order (Revised November 2004)
RankRouteParallelRoute toFreewayMaxPoints15CoPOperationMaxPoints5Life/SafetyRouteMaxPoints5Connection toCentersIdentified in2040 GrowthConceptMaxPoints10TrafficVolumes1,000MaxPoints10TransitRouteMaxPoints5TruckRouteMaxPoints5MaxTotalPoints55 1NE Sandy Blvd.(Burnside-I-205)Yes:(I-
4
84E)15Yes-82nd4Yes5Yes: Central City,Hollywood1016-308Major4Major450
2NE MLK/GrandYes:(I-5 N)15Yes5Yes5Yes: Central City,Regional Industrial1018-267Major4Major450 3W BurnsideYes:(US26)15Yes5Yes5Yes: Central City, 217820-3510Major4No047 4NE/NBroadway/Weidler(Br.-37th)Yes:(I-84E)15Yes5No0Yes: Central City,Hollywood1025-6210Major4Minor246 5SW Beaverton-Hills/CapitolHwyYes:(US26)12Yes5No0Yes: Hillsdale, Scholls,Beaverton1020-268Major4Major443 6NE 82ndYes:(I-205)10Yes5Yes5Yes: InternationalAirport816-257Major4Major443 7NE SandySt.(East of I-205)Yes:(I-84E)15Yes0Yes5Yes: RegionalIndustrial Center813-256Major4Major442 8NE Halsey St(East of 39th)Yes:(I-84E)15Yes5No0Yes: Hollywood,Gateway1010-276Minor2Major442
A
.6
2
RankRouteParallelRoute toFreewayMaxPoints15CoPOperationMaxPoints5Life/SafetyRouteMaxPoints5Connection toCentersIdentified in2040 GrowthConceptMaxPoints10TrafficVolumes1,000MaxPoints10TransitRouteMaxPoints5TruckRouteMaxPoints5MaxTotalPoints55 9N Interstate Ave.Yes:(I-5N)15Yes5No0Yes: Central City,Industrial810-154Reg.LRT?5Major441 10NE LombardSt./KillingsworthYes:(I-84E)12Yes5No0Yes: RegionalIndustrial816-328Major4Maj E60th441 11NE Glisan St.Yes:(I-84)15Yes5No0Yes: Gateway818-379Minor2No039 12NE 102nd AveYes:(I-205)12Yes5No0Yes: Gateway,Regional Industrial105-234Major4Major439 13N ColumbiaBlvd.Partial:(I-
8
4E)8Yes5No0Yes: RegionalIndustrial1010-256Major4Regional538
14NE ColumbiaBlvd.Partial:(I-
8
4E)10Yes5No0Yes: RegionalIndustrial820-288Minor2Regional538
15SE McLoughlinBlvd.No:0Yes5Yes5Yes: Central City,Milwaukie850-7110Regional5Regional538 16SE Powell Blvd.Partial:(I-
8
4E)8Yes5No0Yes: Central City,Gresham820-5310Minor2Major437
17E Burnside St.Partial:(I-
8
4E)8Yes5Yes5Yes: Central City,182nd, Gresham108-174Reg.LRT?5No037
18SE 82nd Ave.Partial:(I-
2
05)10Yes5No0Yes: Clackamas TownCenter520-359Major4Major437
19SW MacadamAve.Partial:(I-
5
S)8Yes5No0Yes: Central City530-4110Major4Major436
20SEStark/Washington(82nd-E CL)Partial:(I-
8
4E)10Yes5No0Yes: 182nd525-4510Minor2Major436
A
.6
3
RankRouteParallelRoute toFreewayMaxPoints15CoPOperationMaxPoints5Life/SafetyRouteMaxPoints5Connection toCentersIdentified in2040 GrowthConceptMaxPoints10TrafficVolumes1,000MaxPoints10TransitRouteMaxPoints5TruckRouteMaxPoints5MaxTotalPoints55 21N Going St.No:0Yes5No0Yes: RegionalIndustrial1027-3810Major4Major433 22NWYeon/St.HelensNo:0No0Yes5Yes: Central City,Industrial835-3810Major4Regional532 23N Lombard St.Yes:(I-84E)12Yes5No0Yes: St. Johns515-226Major4No032 24NE  122nd Ave.Partial:(I-
2
05)8Yes5No0Yes: RegionalIndustrial515-236Major4Major432
25SE 122nd Ave.Partial:(I-
2
05)8Yes5No0No010-266Major4Major427
26SE Division St.No:0Yes-162nd4No0Yes: Gresham525-3510Major4Minor225 27NE 33rdAve.(Sany-Columbia Blvd.)No:0Yes5No0Yes: Hollywood,Regional Industrial810-235Major4Minor224 28SE/NE39thAve.(Woodstock-Sandy)No:0Yes5No0Yes: Hollywood512-226Major4Minor424 29N Greeley(Interstate Av-Lombard)No:0Yes5No0Yes: RegionalIndustrial810-276Major4No023 30SE Foster Rd.No:0Yes5No0Yes: Lents515-287Maj to I-2053Minor222 31SE Tacoma St.No:0Yes5No0No010-327Major4Minor218
A
.6
4
RouteParallelRoute toFreewayMaxPoints15CoPOperationMaxPoints5Life/SafetyRouteMaxPoints5Connection toCentersIdentified inMetro?s2040 PlanMaxPoints10TrafficVolumes1,000MaxPoints10TransitRouteMaxPoints5TruckRouteMaxPoints5MaxTotalPoints55 SW MacadamAve.Partial:(I-5S)8Yes5No0Yes:Central City530-4110Major4Major436 SWBeaverton-Hills/CapitolHwyYes:(US26)12Yes5No0Yes:Hillsdale,Scholls,Beaverton1020-268Major4Major443 W BurnsideSt.Yes:(US26)15Yes5Yes5Yes:Central City,217820-3510Major4No047 NWYeon/St.HelensNo0No0Yes5Yes:Central City,Industrial835-3810Major4Regional532 E Burnside St.Partial:(I-84E)8Yes5Yes5Yes:Central City,182nd, Gresham108-174Reg. LRT5No037 NE/NBroadway/Weidler(BR.-37th)Yes:(I-84E)15Yes5No0Yes:Central City,Hollywood1025-6210Major4Minor246 NE ColumbiaBlvd.Partial:(I-84E)10Yes5No0Yes:RegionalIndustrial820-288Minor2Regional538 NE Glisan St.Yes:(I-84)15Yes5No0Yes:Gateway818-379Minor2No039 NE Halsey St.( East of 39th)Yes:(I-84E)15Yes5No0Yes:Hollywood,Gateway1010-276Minor2Major442 NE LombardSt./KillingsworthYes:(I-84E)12Yes5No0Yes:RegionalIndustrial816-328Major4Maj E60th441 NEMLKing/GrandYes:(I-5N)15Yes5Yes5Yes:Central City,RegionalIndustrial1018-267Major4Major450 NE SandyBlvd.(Burnside-I-205)Yes:(I-84E)15Yes-82nd4Yes5Yes:Central City,Hollywood1016-308Major4Major450 NE SandyBlvd.(East ofI-205)Yes:(I-84E)15No0Yes5Yes:RegionalIndustrialCenter813-256Major4Major442
List of ITS Projects for CIP Consideration ? listed by Quadrant (Revised November 2004)
A
.6
5
RouteParallelRoute toFreewayMaxPoints15CoPOperationMaxPoints5Life/SafetyRouteMaxPoints5Connection toCentersIdentified inMetro?s2040 PlanMaxPoints10TrafficVolumes1,000MaxPoints10TransitRouteMaxPoints5TruckRouteMaxPoints5MaxTotalPoints55 NE 33rdAve.(Sandy-ColumbiaBlvd.)No0Yes5No0Yes:Hollywood,RegionalIndustrial810-235Major4Minor224 NE 82nd Ave.Yes:(I-205)10Yes5Yes5Yes:International Airport816-257Major4Major443 NE 102ndAve.Yes:(I-205)12Yes5No0Yes:Gateway,RegionalIndustrial105-234Major4Major439 NE 122ndAve.Partial:(I-205)8Yes5No0Yes:RegionalIndustrial515-236Major4Major432 SE DivisionSt.No0Yes-162nd4No0Yes:Gresham525-3510Maj to I-2054Minor225 SE Foster Rd.No0Yes5No0Yes:Lents515-287Regional3Minor222 SEMcLoughlinBlvd.No0Yes5Yes5Yes:Central City,Milwaukie850-7110Minor5Regional538 SE PowellBlvd.Partial:(I-84E)8Yes5No0Yes:Central City,Gresham820-5310Minor2Major437 SEStark/Washington (82nd-ECL)Partial:(I-84E)10Yes5No0Yes: 182nd525-4510Major2Major436 SE Tacoma St.No0Yes5No0No010-327Major4Minor218 SE/NE 39thAve.(Woodstock-Sandy)No0Yes5No0Yes:Hollywood512-226Major4Minor424 SE 82nd Ave.Partial:(I-205)10Yes5No0Yes:ClackamasTown Center520-359Major4Major437 SE 122nd Ave.Partial:(I-205)8Yes5No0No010-266Major4Major427 N ColumbiaBlvd.Partial:(I-84E)8Yes5No0Yes:RegionalIndustrial1010-256Major4Regional538 N Greeley(InterstateAv-Lombard)No0Yes5No0Yes:RegionalIndustrial810-276Major4No023
A
.6
6
RouteParallelRoute toFreewayMaxPoints15CoPOperationMaxPoints5Life/SafetyRouteMaxPoints5Connection toCentersIdentified inMetro?s2040 PlanMaxPoints10TrafficVolumes1,000MaxPoints10TransitRouteMaxPoints5TruckRouteMaxPoints5MaxTotalPoints55 N Going St.No0Yes5No0Yes:RegionalIndustrial1027-3810Major4Major433 N InterstateAve.Yes:(I-5N)15Yes5No0Yes:Central City,Industrial810-154Reg.
L
RT?5Major441
N LombardSt.Yes:(I-84E)12Yes5No0Yes:St. Johns515-226Major4No032
A
.6
A.7
1
TRAFFIC CALMING PROJECTS LISTS
Active Complex Local Service Streets- Sorted by High Score
Rank Dir Street Segment Posted 85% Speed Volume
1 NE SHAVER ST 122nd to 141st 25 40.00 2615
2 N SCHMEER RD Interstate to Whitaker 25 42.00 2774
3 NE KNOTT ST 15th to 33rd 30 40.00 5581
4 N DENVER AVE Lombard St - Interstate Ave 30 38.00 8851
5 NW WESTOVER RD 25th to Cornell 25 38.00 2366
6 SE DUKE ST 82nd to 92nd 25 36.00 3743
7 NE 72ND AVE Killingsworth to Prescott 25 36.00 3782
8 SE HAWTHORNE BLVD 50th to 60th 25 35.00 4791
9 N MISSISSIPPI AVE Skidmore to Interstate 25 36.00 3411
10 SE 135TH AVE Stark to Division 25 35.00 2146
11 SE MAIN ST 162nd to 182nd 25 36.00 3215
12 SE 28TH AVE Holgate to Powell 25 36.00 3002
13 NE MULTNOMAH ST 15th to 21st 25 33.00 7227
14 NE FREMONT ST Vancouver to MLK 25 33.00 9755
15 NE 7TH AVE Prescott to Alberta 25 36.00 2593
16 SW VERMONT ST Bertha to Chestnut 30 37.00 3674
17 SE 52ND AVE Division to Powell 30 38.00 6558
18 N WILLAMETTE BLVD Portland Blvd to Greely 25 40.00 342
19 SE YAMHILL ST 71st to 82nd 25 35.00 3184
20 SE 26TH AVE Holgate to Steele 25 36.00 4109
21 NE 60TH AVE Killingsworth to Prescott 30 39.00 6900
22 NE KNOTT ST 33rd to 42nd 25 34.00 4903
23 SW CORBETT AVE Grover to Hamilton 25 34.00 4733
24 N ALASKA AVE Foss to Chautauqua 25 36.00 1576
25 SE 41ST AVE Holgate to Steele 25 37.00 2125
26 NE 99TH AVE Glisan to Burnside 25 36.00 2936
27 N FREMONT ST Missouri to Vancouver 25 33.00 3876
28 NE 72ND AVE Prescott to Sandy 25 35.00 2678
29 SE 130TH AVE Powell to Holgate 25 36.00 1845
30 SW VIRGINIA ST Pendleton to Taylors Ferry
Rd
25 35.00 2093
31 N WOOLSEY AVE Lombard to Willamette 25 35.00 2228
32 N GREELEY  AVE Lombard to Portland 35 38.00 7380
33 NE 67/68TH AVE Halsey to Glisan 25 35.00 3973
34 SE MILL ST 130th to 139th 25 34.00 2434
35 N WALL AVE Lombard to Willamette 25 36.00 1295
36 N ALBERTA ST Interstate to Vancouver 30 35.00 9897
37 NE 15TH AVE Lombard to Dekum 25 35.00 1912
38 SW BARNES RD Burnsideto Skyline 25 36.00 2289
39 NW 19TH AVE Lovejoy to Burnside 25 30.00 5784
40 SE ELLIS ST Foster to 92nd 30 38.00 2853
41 NE AINSWORTH ST 15th to 33rd 30 37.00 5868
42 NE 60TH AVE Lombard to Killingsworth 25 34.00 4491
43 SE 62ND AVE Duke to Flavel 25 37.00 618
44 SE BUSH ST 103rd Ave to 112th Ave 25 36.00 1136
45 SW PALATINE HILL RD Boones to Palater 25 36.00 1062
46 N ALBINA AVE Killingsworth to Skidmore 30 35.00 5318
47 NE MORRIS ST 111th dr to 117th 25 37.00 765
48 SE 42ND AVE Powell Blvd to Holgate Blvd 25 34.00 2428
49 SE LINCOLN ST 39th to 50th 25 35.00 1878
50 SE LINCOLN ST 50th to 60th 25 33.00 2785
A.7
2
Rank Dir Street Segment Posted 85% Speed Volume
51 NE 139TH AVE Glisan to Burnside 25 35.00 1851
52 NE PEERLESS PL Sandy to Royal Ct 25 31.00 6246
53 SE 21ST AVE Division to Powell 30 33.00 4560
54 NE 114TH AVE Halsey to Glisan 25 36.00 1316
55 SE 13TH AVE Tacoma to Ochoco 30 32.00 4304
56 SW 62ND AVE Kruse Ridge to Lesser 25 34.00 2809
57 SE 32ND AVE Johnson Creek to Sherrett 25 28.00 5846
58 N MARYLAND AVE Going to Interstate 25 29.00 5509
59 SW 30TH AVE Hume to Spring Garden 25 32.00 3878
60 N MIDWAY AVE Columbia to Fessenden 25 33.00 2516
61 SW WHITAKER ST Corbett to Hood 25 21.00 5956
62 SW NEBRASKA ST Macadam to Corbett 25 33.00 2400
63 NE MORRIS CT 127th TO 132nd 25 34.00 1874
64 SW 6TH DR/BANCROFT Gaines to Terwilliger 25 31.00 3316
65 N WILLAMETTE BLVD St. Louis to Richmond 25 32.00 2771
66 NE REGENTS DR 24th to Alameda 25 35.00 1068
67 NE 6TH DR Vancouver Way to Marine 40 47.00 2488
68 NW SKYLINE BLVD Thompson to Springville 40 48.00 1978
69 SE 22ND/23RD AVE Bybee to Nehalem 25 32.00 2417
70 SW ORCHARD HILL RD Boones Ferry to Orchard Hill
Ln
25 35.00 902
71 N HALLECK ST Peninsular to Delaware 25 33.00 1901
72 SW SPRING GARDEN CT 35th to Dolph 25 36.00 336
73 SE 20TH AVE Hawthorne to Division 30 35.00 3286
74 SE YAMHILL ST 82nd to 92nd 25 34.00 1261
75 SW MAIN ST King to Vista 25 27.00 3218
76 N MICHIGAN AVE Ainsworth to Portland Blvd 25 35.00 673
77 SW 31ST AVE Multnomah to Hume 25 27.00 3172
78 SE FRANCIS ST 26th to 39th 25 33.00 1664
79 NE 74TH AVE Halsey to Glisan 25 33.00 1624
80 SW COUNCIL CREST DR Greenway to Fairmount 25 34.00 1070
81 NW SKYLINE BLVD Germantown to Springville 40 48.00 1551
82 SE MILL ST 82nd to 92nd 25 33.00 1487
83 SW 52ND AVE Vermont to Custer 25 34.00 969
84 SE 62ND AVE Division to Powell 25 33.00 1430
85 SE HARNEY ST 72nd to 82nd 25 35.00 420
86 SW 16TH AVE Davenport to College 25 32.00 1918
87 SE CRYSTAL SPRINGS
BLVD
39thto 45th 25 31.00 2394
88 SE OGDEN ST 60th to 52nd 25 35.00 374
89 NE HOYT ST 52nd to 58th 25 25.00 2868
90 NE SIMPSON ST 42nd to Lombard 25 34.00 860
91 NE 155TH Halsey to Glisan 25 35.00 345
92 SE 105TH AVE Mt. Scott Blvd to Knapp 25 35.00 337
93 N OSWEGO AVE Columbia to Fessenden 25 33.00 1317
94 SE RAYMOND ST 122nd to 133rd 25 35.00 314
95 NE KLICKITAT ST I-84 to 111th Dr 25 35.00 305
96 SE CRYSTAL SPRINGS
BLVDD
89th to 92nd 25 34.00 800
97 SE 90TH PL Powell to Division 25 35.00 276
98 SE HARRISON ST 32nd Pl to 39th 25 34.00 754
99 SE 26TH AVE Hawthorne to Division 25 29.00 2745
100 SE LEXINGTON ST Flavel Dr to 62nd 25 35.00 243
101 SE RAMONA ST 128th to 136th 25 34.00 736
102 SE 106TH AVE Stark to Cherry Blossom 25 30.00 2720
103 NE KNOTT ST 102nd to 111th Dr 25 34.00 683
A.7
3
Rank Dir Street Segment Posted 85% Speed Volume
104 N WOOLSEY CT Woolsey TO Fessenden 25 32.00 1671
105 NE 27TH AVE Dekum to Killingsworth 25 32.00 1670
106 SW DOLPH CT Capitol Hwy to 30th Ave 25 34.00 654
107 SE 51ST AVE Belmont to Division 25 34.00 595
108 SE OGDEN ST 72nd Ave to 82nd Ave 25 34.00 588
109 SW HAMILTON TERR Terwilliger to Barbur 25 31.00 2078
110 NE 74TH AVE Glisan to Burnside 25 33.00 1064
111 SE ELLIOTT AVE Hawthorne to Division 25 33.00 1047
112 NE 39TH AVE Tillamook to Knott 25 33.00 1044
113 SW CHESTNUT ST 10th to Terwilliger 30 30.00 2530
114 SE ALDER ST 148th to 162nd Avenues 25 34.00 513
115 NE 118 TH AVE Halsey to Glisan 25 34.00 511
116 SW 17TH AVE Taylors Ferry Rd to Spring
Garden
25 33.00 1003
117 SE 158TH AVE Division to Harrison 25 34.00 494
118 SE 80TH AVE Powell Blvd to Holgate Blvd 25 33.00 974
119 SW 1ST/GROVER Arthur to Corbett 25 30.00 2474
120 SE 153RD AVE Division to Powell 25 34.00 461
121 SW 7TH AVE Chestnut to Terwilliger 25 29.00 2459
122 N CHARLESTON AVE Fessenden to Lombard 25 33.00 948
123 SW 17TH DR Capital Hill Rd to Barbur 25 34.00 447
124 NW MACLEAY BLVD Warrenton to Burnside 25 33.00 925
125 SW BOUNDARY ST Shattuck to 65th 25 34.00 417
126 NE 27TH AVE Dekum to Lombard 25 31.00 1914
127 NE FARGO CT 117th to 122nd 25 34.00 396
128 SE TENINO ST 72nd to Flavel 25 33.00 894
129 SW SAINT CLAIRE AVE Park Pl. to Burnside 25 28.00 2391
130 SE LINCOLN ST 117th to 122nd 25 33.00 890
131 N DETROIT AVE Portland to Killingsworth 25 34.00 382
132 NW SKYLINE BLVD Newberry to Germantown 40 49.00 353
133 SW MADISON ST Murray to Vista 25 30.00 2344
134 NE 53RD AVE Glisan to Burnside 25 31.00 1839
135 SW MILES ST Barbur to Brier 25 26.00 2327
136 SE 89TH AVE Taylor to Division 25 33.00 805
137 SW 16TH AVE Montgomery to Broadway 25 31.00 1775
138 NE FREMONT DR Fremont St to Russell St 25 31.00 1747
139 SE 62ND AVE Flavel to Clatsop 25 33.00 745
140 NE MASON ST Cully to 72nd 25 34.00 243
141 SE 55TH AVE Woodward St to Powell Blvd 25 33.00 718
142 SE 157TH AVE Division to Powell 25 33.00 669
143 SW BANCROFT ST Macadam to River 25 24.00 2145
144 SW ILLINOIS ST Shattuck to 45th 25 33.00 639
145 NE STANTON ST 154th Ave to 162nd Ave 25 33.00 631
146 SE 102ND AVE Harold to Foster 25 33.00 617
147 NE SENATE ST 39th to 44th Ave 25 33.00 602
148 SE 73RD AVE Powell Blvd to Holgate Blvd 25 33.00 569
149 SW DAVENPORT ST Broadway Dr. to Tangent St 25 33.00 550
150 NE 60TH AVE Sandy to Halsey 25 31.00 1548
151 SW 13TH DR 12th to Bertha 25 33.00 541
152 NE EMERSON ST Cully to 72nd 25 33.00 537
153 SW NEVADA CT 52nd to 60th 25 33.00 497
154 N OSWEGO AVE Lombard to Fessenden 25 32.00 980
155 NE 37TH AVE Fremont to Broadway 25 31.00 1479
156 NE 37TH AVE Knott to Morris 25 31.00 1478
157 NE HASSALO ST 39th Ave to Senate St 25 33.00 471
158 SE 141 ST AVE Division to Powell 25 33.00 469
A.7
4
Rank Dir Street Segment Posted 85% Speed Volume
159 NE 109TH AVE Halsey to Oregon 25 33.00 455
160 SE 20TH AVE Clinton to Powell 25 27.00 1935
161 NE 70TH AVE Halsey to Glisan 25 33.00 433
162 SE 141ST AVE Stark to Main 25 33.00 433
163 SE 34 TH AVE Belmont St to Hawthorne St 25 28.00 1910
164 SE BUSH ST 112th to 122nd 25 32.00 902
165 SE 45TH AVE Woodstock to Glenwood 25 33.00 372
166 SE 130TH AVE Division to Dead End 25 33.00 369
167 NE 60TH AVE Woodstock to Duke 25 30.00 1866
168 NE 119TH AVE San Rafael to Halsey 25 33.00 364
169 NE KLICKITAT ST 111th dr to 117th 25 33.00 356
170 SE 34TH AVE Belmont to Stark 25 32.00 851
171 SE 146TH AVE Main to Stark 25 32.00 849
172 SW 25TH AVE Lancaster to dead end 25 33.00 345
173 SE 64TH AVE Flavel St to Duke St 25 33.00 343
174 NE SACRAMENTO ST 52nd to 57th 25 31.00 1338
175 NE ALAMEDA ST Fremont to 41st 25 26.00 1836
176 SE 30TH AVE Lincoln to Division 25 29.00 1819
177 SE 113TH AVE Powell Ct to Holgate Blvd 25 33.00 318
178 SE GLENWOOD ST 39th to 45th 25 31.00 1314
179 SE 34TH AVE Hawthorne to Division 25 30.00 1806
180 SE 60TH AVE Foster Rd to Holgate Blvd 25 26.00 1791
181 SE 19TH AVE Bybee TO Tacoma 25 33.00 276
182 NE SCHILLER ST 30th to 39th Ave 25 33.00 273
183 SE 61ST AVE Foster to Holgate 25 26.00 1757
184 SE 33RD AVE Division to Powell 25 27.00 1757
185 N FOSS AVE Houghton to Willis 25 33.00 222
186 NE BRAZEE ST 82nd to 92nd 25 32.00 720
187 SE 97TH AVE Holgate to Harold 25 32.00 713
188 SW 36TH AVE Dolph to Alice 25 33.00 179
189 NE STANTON ST MLK to 15th 25 32.00 660
190 N WASHBURNE AVE Willis to Lombard 25 32.00 649
191 SE MITCHELL ST 52nd to 72nd 25 32.00 648
192 SE 62ND AVE Powell to Foster 25 31.00 1136
193 N TYLER ST Willamette to Lombard 25 32.00 626
194 SE 53RD AVE Stark to Belmont 25 31.00 1114
195 SE 48TH AVE Woodstock to Henderson 25 32.00 613
196 N SKIDMORE ST Interstate Ave to Overlook
Blvd
25 31.00 1106
197 NE 6TH AVE Ainsworth to Dekum 25 31.00 1098
198 SE 28TH PL Powell to Holgate 25 32.00 582
199 SE REX ST 27th to 39th 25 31.00 1078
200 NE 67TH AVE Tillamook to Halsey 28 28.00 1570
201 NE HASSALO ST 82nd to 91st 25 31.00 1049
202 NE FREMONT CT 112th to 116th 25 32.00 541
203 SE 170TH AVE Division to Haig 25 32.00 535
204 SE 170TH AVE Stephens to Division 25 32.00 535
205 NE SAN RAFAEL ST 148th to 162nd 25 31.00 1029
206 N SWENSON ST Oswego Ave to Iris Way 25 32.00 527
207 NE 67TH AVE Glisan to Burnside 25 28.00 1506
208 N BUCHANAN AVE Lombard to Willamette 25 31.00 997
209 SE 79TH AVE Division to Powell 25 32.00 491
210 SW 18TH DR Sunset Blvd. to B-H Hwy. 25 31.00 980
211 SW BERTHA BLVD B-H Hwy. to 30th 25 32.00 478
212 SW MONTGOMERY ST 14th to Vista 25 29.00 1476
213 SE MARKET ST 162nd to 172nd 25 32.00 461
A.7
5
Rank Dir Street Segment Posted 85% Speed Volume
214 SE MADISON ST 122nd Ave to 129th Ave 25 32.00 460
215 NE HANCOCK ST 15th to 33rd 25 26.00 1454
216 NE WYGANT ST Cully Blvd to 72nd Ave 25 32.00 446
217 NE 160TH AVE Halsey to Glisan 25 32.00 444
218 SW TUNNELWOOD ST Dosch to 45th 25 32.00 442
219 SE 116TH AVE Holgate Blvd to Bush St 25 32.00 432
220 SE OGDEN ST 39th to 45th Ave 25 32.00 429
221 SE 101ST AVE Division to Market 25 31.00 925
222 SE HENDERSON ST 39th to 52nd 25 32.00 417
223 SE 76TH AVE Powell Blvd to Holgate Blvd 25 32.00 409
224 SE FRANKLIN ST McLoughlin to Milwaukie 25 24.00 1393
225 NE STANTON ST 117th to 122nd 25 31.00 876
226 SW 34TH AVE Falcon to Hume 25 29.00 1376
227 NE 112TH AVE Halsey to Oregon 25 32.00 356
228 NE 6TH AVE Lombard to Ainsworth 25 31.00 847
229 NE WYGANT ST 95th to 102nd 25 31.00 845
230 SE LINN ST 17th to River 25 30.00 1323
231 SE WOODWARD ST 39th to 46th 25 31.00 808
232 NE 24TH AVE Fremont to Ridgewood Dr 25 27.00 1301
233 SE 45TH AVE Burnside to Stark 25 32.00 277
234 NE 48TH AVE Killingsworth to Alberta 25 32.00 276
235 SE 60TH AVE Holgate to Woodstock 25 31.00 757
236 SW MAPLECREST CT Maplecrest dr. to Maplecrest
dr.
25 32.00 252
237 N STANTON ST Williams to MLK 25 30.00 1249
238 SW 50TH AVE Vermont to Iowa 25 31.00 748
239 NE SUMNER ST 42nd TO 48th 25 32.00 243
240 N DELAWARE AVE Hunt to Lombard 25 31.00 734
241 SE MAIN ST 34th to 39th 25 24.00 1229
242 NE 55TH AVE Glisan to Burnside 25 31.00 719
243 SE SALMON ST 30th to 39th 25 30.00 1217
244 N BUCHANAN AVE Columbia to Fessenden 25 31.00 712
245 N ST JOHNS AVE Lombard St to Seneca St 25 31.00 711
246 SE EVERGREEN ST 39th to 45th 25 31.00 710
247 NE 105TH AVE Prescott to Fremont 25 29.00 1205
248 SE 75TH AVE Division to Powell 25 31.00 692
249 SE 30TH AVE Holgate to Steele 25 28.00 1191
250 SE WOODWARD ST 62nd to 71st 25 31.00 676
251 SE 97TH AVE Harold to Foster 25 30.00 1164
252 SE 91ST AVE Powell to Holgate 25 31.00 661
253 NE HANCOCK ST MLK to Williams 25 28.00 1157
254 N MICHIGAN AVE Killingsworth to Skidmore 25 27.00 1150
255 SE KNAPP ST 27th to 39th 25 28.00 1145
256 SW MITCHELL ST Corbett to Macadam 25 23.00 1144
257 SE 25TH AVE Gladstone to Holgate 25 29.00 1133
258 NE 37TH AVE Portland to Killingsworth 25 30.00 1132
259 NE 19TH AVE Prescott to Fremont 25 31.00 615
260 SE 17TH AVE Division to Powell 25 28.00 1115
261 NW CUMBERLAND RD End to Westover 25 30.00 1110
262 NE ALAMEDA ST 41st to 57th 25 30.00 1104
263 NE 11TH AVE Fremont to Broadway 25 31.00 600
264 N ARGYLE ST Peninsular to Argyle Way 25 30.00 1100
265 SE 32ND AVE Ankeny to Stark 25 30.00 1074
266 SE 65TH AVE Powell Blvd to Clinton St 25 31.00 569
267 NE SKIDMORE ST 42nd to Cully 25 31.00 566
268 SE 99TH AVE Powell to Holgate 25 30.00 1061
A.7
6
Rank Dir Street Segment Posted 85% Speed Volume
269 SW 51ST AVE Multnomah to Miles 25 31.00 559
270 SW CANBY ST Olsen (Wash Co. line) to
59th
25 31.00 556
271 SW CANBY ST Canby Ln to 59th 25 31.00 556
272 N GILBERT AVE Smith to Lombard 25 31.00 550
273 SE 152ND AVE Mill to Division 25 31.00 549
274 SE 45TH AVE Division to Hawthorne 25 31.00 549
275 NW 27TH AVE Vaughn to Thurman 25 21.00 1028
276 NE 24TH AVE Glisan to Burnside 25 30.00 1023
277 SW VACUNA ST 49th to 35th 25 31.00 522
278 SE 34TH AVE Powell to Holgate 25 31.00 519
279 NE GOING ST Williams to MLK 25 24.00 1014
280 SE 34TH AVE Division to Woodward 25 30.00 1014
281 SE NAEGELI DR Powell to Lillian Way 25 31.00 514
282 SE SALMON ST 122nd to 130th 25 31.00 513
283 NE 104TH AVE Hancock to Weidler 25 29.00 1008
284 SE SPOKANE ST River to 13th 25 29.00 997
285 NE 108TH AVE Burnside to Glisan 25 31.00 497
286 NE 71ST AVE Halsey to Glisan 25 31.00 496
287 SE KNAPP ST 39th TO 45th 25 31.00 496
288 SE 33RD AVE Powell to Cora 25 28.00 983
289 SE RAMONA ST 39th to 52nd 25 28.00 981
290 SE 37TH AVE Division to Hawthorne 25 30.00 981
291 SE 80TH AVE Washington to Division 25 29.00 979
292 SE BROOKLYN ST 82nd to 89th Ave 25 31.00 457
293 N COOK ST Williams to MLK  25 29.00 955
294 SE MARKET ST 74th to 82nd 25 31.00 453
295 SW MILES ST Capitol to 25th 25 31.00 453
296 SW IDAHO ST Corbett to Macadam 25 31.00 453
297 SE 79 TH AVE Powell Blvd to Holgate Blvd 25 31.00 450
298 SE 37TH AVE Powell Blvd to Holgate Blvd 25 30.00 947
299 SE REX ST 103rd to 107th Ave 25 31.00 440
300 N IVANHOE ST Reno to St Louis 25 30.00 938
A.7
7
Streamline Streets- Sorted Only by High Score
Rank Dir Street Segment Posted 85% Speed Volume
1 NW WESTOVER RD 25th To Cornell 25 38 2366
2 SE 41ST AVE Holgate To Steele 25 37 2125
3 N WALL AVE Lombard To Willamette 25 36 1295
4 N ALASKA AVE Foss To Chautauqua 25 36 1576
5 SW BARNES RD Burnside To Skyline 25 36 2289
6 N WOOLSEY AVE Lombard To Willamette 25 35 2228
7 NE 114TH AVE Halsey To Glisan 25 36 1316
8 SE 130TH AVE Powell To Holgate 25 36 1845
9 SE 135TH AVE Stark To Division 25 35 2146
10 SE LINCOLN ST 39th To 50th 25 35 1878
11 SW VIRGINIA ST Pendleton To Taylors
Ferry Rd
25 35 2093
12 SE BUSH ST 103rd Ave To 112th Ave 25 36 1136
13 NE REGENTS DR 24th To Alameda 25 35 1068
14 SW PALATINE HILL
RD
Boones To Palater 25 36 1062
15 NE MORRIS CT 127th To 132nd 25 34 1874
16 SE YAMHILL ST 82nd To 92nd 25 34 1261
17 NE 139TH AVE Glisan To Burnside 25 35 1851
18 SE 42ND AVE Powell Blvd To Holgate
Blvd
25 34 2428
19 SE 122ND AVE Foster To Flavel 25 35 1599
20 NE MORRIS ST 111th Dr To 117th 25 37 765
21 SE 62ND AVE Duke To Flavel 25 37 618
22 N OSWEGO AVE Columbia To Fessenden 25 33 1317
23 N HALLECK ST Peninsular To Delaware 25 33 1901
24 SE 62ND AVE Division To Powell 25 33 1430
25 SW ORCHARD HILL
RD
Boones Ferry To Orchard
Hill Ln
25 35 902
26 N MICHIGAN AVE Ainsworth To Portland
Blvd
25 35 673
27 SW COUNCIL CREST
DR
Greenway To Fairmount 25 34 1070
28 SE ELLIOTT AVE Hawthorne To Division 25 33 1047
29 NE 39TH AVE Tillamook To Knott 25 33 1044
30 SW 16TH AVE Davenport To College 25 32 1918
31 SE MILL ST 82nd To 92nd 25 33 1487
32 NE 27TH AVE Dekum To Killingsworth 25 32 1670
33 N WOOLSEY CT Woolsey To Fessenden 25 32 1671
34 SE 80TH AVE Powell Blvd To Holgate
Blvd
25 33 974
35 SW 52ND AVE Vermont To Custer 25 34 969
36 SE HARRISON ST 32nd Pl To 39th 25 34 754
37 N CHARLESTON
AVE
Fessenden To Lombard 25 33 948
38 NE SIMPSON ST 42nd To Lombard 25 34 860
39 NE 53RD AVE Glisan To Burnside 25 31 1839
40 NE 37TH AVE Knott To Morris 25 31 1478
41 NE SACRAMENTO ST 52nd To 57th 25 31 1338
A.7
8
Rank Dir Street Segment Posted 85% Speed Volume
42 SE CRYSTAL
SPRINGS BLVDD
89th To 92nd 25 34 800
43 SE 22ND/23RD AVE Bybee To Nehalem 25 32 2417
44 NE 60TH AVE Sandy To Halsey 25 31 1548
45 N OSWEGO AVE Lombard To Fessenden 25 32 980
46 SE RAMONA ST 128th To 136th 25 34 736
47 SE 62ND AVE Powell To Foster 25 31 1136
48 SE 55TH AVE Woodward St To Powell
Blvd
25 33 718
49 SE 53RD AVE Stark To Belmont 25 31 1114
50 NE 6TH AVE Ainsworth To Dekum 25 31 1098
51 SE TENINO ST 72nd To Flavel 25 33 894
52 SE LINCOLN ST 117th To 122nd 25 33 890
53 NE KNOTT ST 102nd To 111th Dr 25 34 683
54 SE REX ST 27th To 39th 25 31 1078
55 SW DOLPH CT Capitol Hwy To 30th Ave 25 34 654
56 SE 34TH AVE Belmont To Stark 25 32 851
57 SE HARNEY ST 72nd To 82nd 25 35 420
58 SE 102ND AVE Harold To Foster 25 33 617
59 SE 89TH AVE Taylor To Division 25 33 805
60 NE SENATE ST 39th To 44th Ave 25 33 602
61 SE GLENWOOD ST 39th To 45th 25 31 1314
62 NE 37TH AVE Fremont To Broadway 25 31 1479
63 NE 27TH AVE Dekum To Lombard 25 31 1914
64 SW 16TH AVE Montgomery To
Broadway
25 31 1775
65 SW 1ST/GROVER Arthur To Corbett 25 30 2474
66 NE FREMONT DR Fremont St To Russell St 25 31 1747
67 N STANTON ST Williams To Mlk 25 30 1249
68 SW HAMILTON TERR Terwilliger To Barbur 25 31 2078
69 SE SALMON ST 30th To 39th 25 30 1217
70 SE 34TH AVE Hawthorne To Division 25 30 1806
71 N BUCHANAN AVE Lombard To Willamette 25 31 997
72 SE 51ST AVE Belmont To Division 25 34 595
73 SE OGDEN ST 72nd Ave To 82nd Ave 25 34 588
74 SE 73RD AVE Powell Blvd To Holgate
Blvd
25 33 569
75 SE 97TH AVE Harold To Foster 25 30 1164
76 SW DAVENPORT ST Broadway Dr. To Tangent
St
25 33 550
77 SE 62ND AVE Flavel To Clatsop 25 33 745
78 SE ALDER ST 148th To 162nd Avenues 25 34 513
79 SE 97TH AVE Holgate To Harold 25 32 713
80 NE 118 TH AVE Halsey To Glisan 25 34 511
81 N SKIDMORE ST Interstate Ave To
Overlook Blvd
25 31 1106
82 NE ALAMEDA ST 41st To 57th 25 30 1104
83 SE BUSH ST 112th To 122nd 25 32 902
84 N ARGYLE ST Peninsular To Argyle Way 25 30 1100
85 SE 158TH AVE Division To Harrison 25 34 494
A.7
9
Rank Dir Street Segment Posted 85% Speed Volume
86 SE 32ND AVE Ankeny To Stark 25 30 1074
87 NE HASSALO ST 39th Ave To Senate St 25 33 471
88 SE 157TH AVE Division To Powell 25 33 669
89 SE 153RD AVE Division To Powell 25 34 461
90 NE STANTON ST MLK To 15th 25 32 660
91 N WASHBURNE
AVE
Willis To Lombard 25 32 649
92 NE HASSALO ST 82nd To 91st 25 31 1049
93 SE 146TH AVE Main To Stark 25 32 849
94 NE 6TH AVE Lombard To Ainsworth 25 31 847
95 SW 17TH DR Capital Hill Rd To Barbur 25 34 447
96 SW ILLINOIS ST Shattuck To 45th 25 33 639
97 NE 70TH AVE Halsey To Glisan 25 33 433
98 NE STANTON ST 154th Ave To 162nd Ave 25 33 631
99 N TYLER ST Willamette To Lombard 25 32 626
100 SW BOUNDARY ST Shattuck To 65th 25 34 417
101 SE 34TH AVE Division To Woodward 25 30 1014
102 SE WOODWARD ST 39th To 46th 25 31 808
103 SE LINN ST 17th To River 25 30 1323
104 NE 60TH AVE Woodstock To Duke 25 30 1866
105 SW MADISON ST Murray To Vista 25 30 2344
106 SE 28TH PL Powell To Holgate 25 32 582
107 SE 37TH AVE Division To Hawthorne 25 30 981
108 SW 18TH DR Sunset Blvd. To Bh Hwy. 25 31 980
109 SE 37TH AVE Powell Blvd To Holgate
Blvd
25 30 947
110 SW 13TH DR 12th To Bertha 25 33 541
111 N IVANHOE ST Reno To St Louis 25 30 938
112 NE EMERSON ST Cully To 72nd 25 33 537
113 N DELAWARE AVE Hunt To Lombard 25 31 734
114 NE 37TH AVE Portland To Killingsworth 25 30 1132
115 N SWENSON ST Oswego Ave To Iris Way 25 32 527
116 SE 101ST AVE Division To Market 25 31 925
117 NE BRAZEE ST 82nd To 92nd 25 32 720
118 NE 55TH AVE Glisan To Burnside 25 31 719
119 N ST JOHNS AVE Lombard St To Seneca St 25 31 711
120 SE EVERGREEN ST 39th To 45th 25 31 710
121 NW CUMBERLAND
RD
End To Westover 25 30 1110
122 SW NEVADA CT 52nd To 60th 25 33 497
123 SE 75TH AVE Division To Powell 25 31 692
124 SE 79TH AVE Division To Powell 25 32 491
125 NE STANTON ST 117th To 122nd 25 31 876
126 SE 141 ST AVE Division To Powell 25 33 469
127 N WINCHELL ST Newman To Chautauqua 25 30 864
128 SE 99TH AVE Powell To Holgate 25 30 1061
129 NE 109TH AVE Halsey To Oregon 25 33 455
130 SE MITCHELL ST 52nd To 72nd 25 32 648
131 NE WYGANT ST 95th To 102nd 25 31 845
132 SE 141ST AVE Stark To Main 25 33 433
A.7
10
Rank Dir Street Segment Posted 85% Speed Volume
133 SE OGDEN ST 39th To 45th Ave 25 32 429
134 NE 24TH AVE Glisan To Burnside 25 30 1023
135 SE 79TH AVE Holgate To Foster 25 30 816
136 NE 19TH AVE Prescott To Fremont 25 31 615
137 SE 48TH AVE Woodstock To Henderson 25 32 613
138 NE SENECA ST St. Johns Ave To St. Louis
Ave
25 30 813
139 SE 76TH AVE Powell Blvd To Holgate
Blvd
25 32 409
140 NE ALAMEDA ST 57th To 68th 25 30 807
141 SE 10TH AVE Powell To Cora 25 30 805
142 NE 11TH AVE Fremont To Broadway 25 31 600
143 NE HOLLAND ST Vancouver To Mlk Blvd 25 30 780
144 SE 65TH AVE Powell Blvd To Clinton St 25 31 569
145 SE SALMON ST 20th To 30th 25 30 761
146 SE 53RD AVE Burnside To Stark 25 30 760
147 SE 60TH AVE Holgate To Woodstock 25 31 757
148 SE 45TH AVE Division To Hawthorne 25 31 549
149 SW 50TH AVE Vermont To Iowa 25 31 748
150 SE ANKENY ST 28th To 39th 25 30 747
151 NE FREMONT CT 112th To 116th 25 32 541
152 SE 170TH AVE Division To Haig 25 32 535
153 SE 170TH AVE Stephens To Division 25 32 535
154 SW 60TH AVE Vermont To Multnomah 25 30 930
155 NW MACLEAY BLVD Burnside To Alpine Ter 25 30 925
156 SE SALMON ST 122nd To 130th 25 31 513
157 N BUCHANAN AVE Columbia To Fessenden 25 31 712
158 SW GREENLEAF DR Patton To End(Greenleaf) 25 30 897
159 SE KNAPP ST 39th To 45th 25 31 496
160 SW BURLINGAME
AVE
Capitol Hwy To Barbur 25 30 896
161 SE 58TH AVE Holgate To Mitchell 25 30 687
162 SW BERTHA BLVD B-H Highway To 30th 25 32 478
163 SE WOODWARD ST 62nd To 71st 25 31 676
164 N WESTANNA AVE Lombard To Willamette 25 30 675
165 SE 91ST AVE Powell To Holgate 25 31 661
166 SE MARKET ST 162nd To 172nd 25 32 461
167 SE MADISON ST 122nd Ave To 129th Ave 25 32 460
168 SW IDAHO ST Corbett To Macadam 25 31 453
169 SE TAYLOR ST 12th To 20th Ave 25 30 650
170 NE WYGANT ST Cully Blvd To 72nd Ave 25 32 446
171 NE 160TH AVE Halsey To Glisan 25 32 444
172 SE 46TH AVE Stark To Belmont 25 30 843
173 SW TUNNELWOOD
ST
Dosch To 45th 25 32 442
174 N SHAVER ST Interstate To Overlook 25 30 639
175 NE MORGAN ST 15th To 22nd 25 31 434
176 N RUSSET ST Lombard To Chatauqua 25 30 834
177 N MCKENNA AVE Willamette To Lombard 25 31 433
178 SE 116TH AVE Holgate Blvd To Bush St 25 32 432
A.7
11
Rank Dir Street Segment Posted 85% Speed Volume
179 SE 54TH AVE Hawthorne To Division 25 31 427
180 SE 61ST AVE Burnside To Stark 25 31 421
181 SE HENDERSON ST 39th To 52nd 25 32 417
182 SE 46TH AVE Division To Hawthorne 25 31 416
183 SE 62ND AVE Burnside To Stark 25 30 615
184 N SENECA ST St. Johns Ave To St. Louis 25 30 813
185 N CENTRAL ST Bruce To St Louis 25 30 610
186 N JUNEAU ST Chautauqua Pl To
Chautauqua Blvd
25 30 598
187 N EDISON ST Reno To Philadelphia 25 30 593
188 SE 45TH AVE Steele To Woodstock 25 30 588
189 N MONROE ST Mlk Blvd To Williams 25 30 578
190 SE OGDEN ST 62nd To 72nd 25 30 774
191 NE SKIDMORE ST 42nd To Cully 25 31 566
192 NE JARRETT ST MLK Blvd To 15th Ave 25 30 566
193 SW 51ST AVE Multnomah To Miles 25 31 559
194 SW CANBY ST Olsen (Wash Co. Line) To
59th
25 31 556
195 SW CANBY ST Canby Ln To 59th 25 31 556
196 N GILBERT AVE Smith To Lombard 25 31 550
197 SE 152ND AVE Mill To Division 25 31 549
198 N COMMERCIAL
AVE
Portland To Killingsworth 25 30 543
199 NE BEECH ST 42nd To 47th 25 30 538
200 SW VACUNA ST 49th To 35th 25 31 522
201 NE 8TH AVE Dekum To Ainsworth 25 30 519
202 SE NAEGELI DR Powell To Lillian Way 25 31 514
203 NE 13TH AVE Ainsworth To Dekum 25 30 512
204 NE 108TH AVE Burnside To Glisan 25 31 497
205 NE 71ST AVE Halsey To Glisan 25 31 496
206 SE 87TH AVE Flavel To Duke 25 30 467
207 SE BROOKLYN ST 82nd To 89th Ave 25 31 457
208 SE 168TH/169TH
AVE
Stark To Main 25 30 656
209 SW MILES ST Capitol To 25th 25 31 453
210 SE MARKET ST 74th To 82nd 25 31 453
211 N MONTANA AVE Skidmore To Failing 25 30 450
212 SE 79 TH AVE Powell Blvd To Holgate
Blvd
25 31 450
213 SE REX ST 103rd To 107th Ave 25 31 440
214 NE 58TH AVE Glisan To Burnside 25 30 438
215 N TRENTON ST Chautauqua To Curtis 25 30 431
216 SE KNAPP ST 45th To 52nd 25 31 428
217 SE CARLTON ST 28th To 32nd 25 30 417
218 N WILLAMETTE
BLVD
Greely To Interstate 25 30 416
219 SE RURAL ST 45th To 52nd 25 30 573
220 NE 114TH AVE San Rafael To Glisan 25 30 572
221 N HAIGHT AVE Portland To Killingsworth 25 30 552
222 SE 78 TH AVE Flavel St To Duke St 25 30 550
A.7
12
Rank Dir Street Segment Posted 85% Speed Volume
223 NE 78TH AVE Burnside To Glisan 25 30 530
224 SE HARRISON ST Mill To 159th 25 30 511
225 NE 72ND AVE Halsey To Glisan 25 30 489
226 SW ALICE ST Capitol Hwy To Barbur Bl 25 30 446
227 SW 8TH AVE Dolph To Plum Dr 25 30 426
228 SW 8TH AVE Dolph To Lucille 25 30 426
229 SE 97TH AVE Burnside To Stark 25 30 415
230 SW NEBRASKA ST Mcadam To Corbett 25 33 2400
231 SE 34TH AVE Powell To Holgate 25 31 519
232 NW MACLEAY BLVD Warrenton To Burnside 25 33 925
BSOUTHWESTURBAN TRAILS MAP
Portland Transportation System Plan                                                     Page B-1
INTRODUCTION
The Southwest Urban Trails Plan was completed in July 200o. The goals of the plan were to:
g183  Identify a primary trail network from the potential pedestrian routes map
g183  Identify design, construction, and right-of-way issues
g183  Develop recommendations for funding and construction, including volunteer help
g183  Involve the community
Included in this appendix is a map of the proposed southwest urban trails network.
Appendix B
Page B-2  Portland Transportation System Plan
Appendix B
Portland Transportation System Plan Page B-3
Urban Trail Route
Conceptual Route
Alternate Route
Future Route
Other Trail System
LEGEND
Map 3.1 - Proposed Urban Trail Network
SOUTHWEST URBAN TRAILS PLAN
Dickinson
C192
C193
C194
C195
C196
C197
C198
North Macadam to Hamilton/Scholls Ferry
Red Electric Line
Willamette Park to Multnomah/Garden Home
Stephens Creek
Lewis & Clark College to Metzger Park
Goose Hollow to Tryon Creek State Park
Washington Park to Lesser Park
TRAIL KEY
Tryon
Creek
State Park
Lesser
Park
PCC
Sylvania
I-5
Barbur Blvd
42nd
19th
45th
41st
Troy
Canby
METRO
Terwilliger
Fulton
Park
Rieke
ES
Wilson
HS
Willamette
Park
Whitaker
Gibbs
18th
Jefferson
Duniway
Park
Washington
Park
Hoyt
Arboretum
Terwilliger
Park
Marquam
Nature
Park
Council Crest
Park
Oregon
Zoo
George Himes
Park
Hamilton Park
Albert Kelly
Park
Burlingame
Park
Pendleton Park Hillsdale Park
April Hill Park
Gabriel Park
MultnomahArt
Center
Dickinson
Park
Woods Creek
Park
Custer Park
Marshall
Park
Maricara Park
West Portland Park
Smith
ES
Maplewood
ES
Hayhurst
ES
Bridlemile
ES
Gray
MS
Ainsworth
ES
Lincoln
HS
Stephensen
ES
PSU
West Portland Park
Lewis & Clark
College
Jefferson
18th
Gibbs
Whitaker
Vermont
Nevada
42nd
Jackson
MS
Capitol
Hill
ES
Capitol
Hill
ES
St Clare
ES
West Hills
Christian
ES
Portland
Jewish
Academy ES
Northwestern
School
of Law
Markham
ES
St John
Fisher
ES
Westside
Christian
HS
St Mary
Academy
HS
St Thomas More
ES
OHSU
PCC Ross Island
Raleighwood
Park
Bauman
Park
Hideaway
Park
Moonshadow
Park
River View
Cemetery
Macadam
I-5
Hamilton
Shattuck
Beaverton
Hillsdale
Sunset
Fairmount
Ross Island
Bridge
Macadam
MarquamBridge
Corbett
Sellwood
Bridge
Taylors
Ferry
Riverside
Multnomah
Taylors Ferry
Vista
40 
M
ile
 L
oo
p
W
i
l
l
a
m
e
t
t
e
 
G
r
e
e
n
w
a
y
Trail
CSW COMMUNITY PLANTRANSPORTATION POLICY
AND OBJECTIVES
Portland Transportation System Plan                                                     Page C-1
INTRODUCTION
Appendix C includes the Southwest Community Plan transportation policies and objectives,
adopted in July 2000 .
Appendix C
Page C-2  Portland Transportation System Plan
Appendix C
Portland Transportation System Plan Page C-3
Vision, Policies
and Objectives
City of Portland
Bureau of Planning
Portland, Oregon
July 2000
Southwest Community Plan Vision, Policies and Objectives 29
July 13, 2000
Transportation
Provide a balanced, multimodal transportation system in Southwest
Portland that encourages increases in transit use and pedestrian
accessibility and connectivity, discourages non-local traffic in
residential areas, manages congestion, and focuses on improving
and maintaining arterial and local streets.
Objectives
1.  Support the development of pedestrian facilities, including safe
crosswalks, identified in the Pedestrian Master Plan and the SW Trails
maps on arterials and local streets, at major intersections and bus stops,
on unimproved rights-of-way, and across public and private lands where
appropriate to provide connections between residential areas and
activity centers.
2.  Enhance access for bicyclists by developing and completing bicycle
facilities on designated bikeways within and to activity centers and by
adding public bicycle parking where needed.
3.  Improve circulation for transit, automobiles and truck traffic by
constructing direct interchanges between regional trafficways and major
city traffic streets, by improving accessibility to activity centers, and by
providing better connectivity of major streets and operations of
multimodal intersections.
4.  Improve intradistrict and interdistrict transit service in the peak and off-
peak periods to serve residential areas, town centers, main streets, and
activity centers, particularly those in the Southwest district, and add
transit facilities and pedestrian ways to enhance access to transit.
5.  Support major institutions in neighborhoods, including Oregon Health
Sciences University, Portland Community College, and Lewis and Clark
College, by encouraging the provision of high-quality transit service and
facilities to serve them; requiring transportation demand management
programs to mitigate impacts on neighborhoods, and improving the
adjacent and internal pedestrian facilities surrounding and within to
enhance access.
6.  Reinforce the primary transportation functions of designated scenic
drives and parkways.
7.  Develop additional pedestrian facilities within the Hillsdale, Multnomah
and Johns Landing Pedestrian Districts.
30 Southwest Community Plan Vision, Policies and Objectives
July 13, 2000
8.  Adopt new pedestrian districts and develop pedestrian facilities in
Southwest activity centers as area plans are completed and appropriate
zoning is adopted.
9.  Encourage pedestrian activity and include on-street parking in town
centers and along main streets to support their economic vitality.
10.  Use a broad range of cost-effective approaches taking into consideration
existing topography and drainage patterns and protection of the natural
environment when building and maintaining pedestrian ways and
streets in Southwest to reflect their varying functions, classifications,
and character.
11.  Evaluate the transportation impacts on neighborhoods and arterials
when changing the development potential of an area.
12.  Analyze potential transportation impacts and require appropriate
mitigation measures for new development consistent with review
processes and provisions of the City Code.
13.  Evaluate and test a toolbox of street designs and materials to carry out
the Southwest transportation objectives.
14.  Improve coordination among bureaus, agencies, and jurisdictions, and
seek partnerships to implement Southwest transportation objectives and
finance projects.
15.  Address safety and congestion concerns through a combination of
enforcement, education, and encouragement of legal behavior,
emphasizing safety on arterials and both safety and livability on
residential streets.
16.  Inventory the existing status and condition of the major elements of the
transportation system including pedestrian and transit users? safety.
17.  Establish goals and benchmarks to measure progress towards street
improvement and provision of pedestrian and transit facilities.
18.  Take into consideration the existing condition of streets in the vicinity of
a site, as well as their planned function, when considering quasi-judicial
land use changes that rely on adequacy of services as an approval
criterion.
19.  Facilitate citizen participation in transportation planning, project
prioritization, and project development and implementation including a
dynamic dialogue model soliciting input from the broadest possible
audience and using the knowledge and resources of Southwest citizens.
Southwest Community Plan Vision, Policies and Objectives 31
July 13, 2000
20.  Support the volunteer efforts of residents, businesses, and organizations
in carrying out activities that promote accomplishment of the
transportation objectives and enhance the Southwest community.
DWATER AVENUERAMP ANALYSIS
Portland Transportation System Plan                                                     Page D-1
INTRODUCTION
Appendix D provides the analysis findings for removing the Water Avenue ramp to
southbound I-5 from the 2020 RTP Strategic road network. 
Appendix D
Page D-2  Portland Transportation System Plan
Appendix D
Portland Transportation System Plan Page D-3
October 25, 2001
To: TSP File
From: Ken Lindmark
Subject: Initial Water Ave Ramp Analysis Findings
The 2020 road network from the RTP Strategic scenario includes a ramp from Water
Avenue to s/b I-5. Policy staff asked me to examine the impacts of not adding the ramp to
the road system.
Ramp Traffic
The 2020 2 hour PM peak model for the RTP Strategic scenario was used for this
analysis. A select link analysis was performed to isolate the traffic using the ramp. The
following table enumerates the origins and destinations of the peak period vehicle trips
using the ramp.
Table 1.  2020 2 Hr. PM peak Vehicle Trips using the Water Ave Ramp to s/b I-5
Destinations:
CBD N. Macadam SW NW St. Helens Bvrtn/Hlsbr Tig/Tual/LO Ore. City/rural
Origins: gv01 gv05 gv12 gv13 gv14 gv15 gv16 gv17 sum
Lloyd Dist. gv03 20 12 185 0 0 8 237 1 463
CEID gv04 34 22 462 26 9 347 474 3 1,379
NE gv08 4 2 20 0 0 1 25 0 51
SE gv09 40 7 267 6 0 177 288 1 785
sum 97 43 938 32 9 532 1,026 5 2,685
Of the 2,685 vehicles expected to use the ramp, over 1,800 (about 70%) originate in the
CEID or Lloyd District.  Over 1,500 (nearly 60%) of the vehicles using the ramp have
destinations in Washington or Clackamas counties or points south. Over 900 vehicles
have destinations in SW Portland.  The attached plots (Fig. 1 & 2) illustrate the facilities
that these trips are expected to use (i.e., US 26 west; I-5 south; and SR 43).
Traffic without the Ramp
The traffic using the ramp was saved as an origin-destination table in the model. This
table was then assigned to a road network without the ramp. The result is a picture of the
routes that the ramp traffic would use ? a sort of ?detour? scenario. This assignment
accounts for the all of the congestion effects of the diverted ramp traffic as well as the
other traffic on the system so that the route choices within the model accurately reflects
driver behavior.
The attached plots (Figs. 3 & 4) show the routes and volumes for this scenario. Lloyd
District traffic that was formerly using the ramp shifts to the Broadway ramp to s/b I-5.
CEID traffic shifts to the Hawthorne, Ross Island and Morrison bridges. Since this traffic
is destined for the freeway system, Front Avenue and Market Street are used more
heavily than the scenario with the ramp. 
Additional plots (Fig. 5 & 6) are also provided which show the net change in peak period
traffic without the ramp - not just the diverted ramp traffic as in the previous plots. Again,
increases in volume would be expected on the three bridges as well as some downtown
streets. Decreases in volume are found on the Marquam Bridge and I-405.
Conclusions
This preliminary analysis shows that the Water Avenue ramp to s/b I-5 is expected to
serve primarily as access to the freeway system for some of the trips generated by the
CEID and Lloyd District. Not surprisingly, these most of these trips have destinations
outside the City.  Without the ramp, these trips would use downtown bridges and streets
to access the freeway system. It is important to note that for this analysis, no examination
of changes to demand or mode choice were made. In other words, all of the assumptions
present in the RTP Strategic scenario were maintained. 
ESYSTEM PERFORMANCE
Portland Transportation System Plan                                                     Page E-1
INTRODUCTION
Appendix E includes the following sub-sections:
g183  E.1:  Vehicle Miles Traveled/Capita Methodology
g183  E.2:  Culvert Ranking Criteria
g183  E.3:  High Accident Location List
g183  E.4:  How to do a Fixed Route Travel Time Study
g183  E.5:  ITS Corridors Travel Time and Speed Summaries
Appendix E
Page E-2  Portland Transportation System Plan
Appendix E
Portland Transportation System Plan Page A-3
Appendix E.1
1
June 27, 2001
Memo
To: TSP File
From: Ken Lindmark, Sr. Transportation Planner
Subject: VMT Calculations for TSP Performance Measures
This memo provides a summary of the methodology for calculating Vehicle Miles
Traveled (VMT) as well as some initial findings. VMT is considered an important
measure of the reliance on autos for urban mobility. VMT per capita is often used as an
indicator of individual vehicle use. Many studies have shown that VMT per capita in this
region has been increasing. In response to this trend, the state?s Transportation Planning
Rule adopted in 1991 and revised in 1998 called for the region?s Metropolitan Planning
Organization to reduce VMT per capita by 10% over the next twenty years.
There are several reasons why it is important to provide a clear explanation of how the
results in this analysis were obtained. VMT is not a directly observed measurement and
there are several ways to estimate it. Methodological differences can produce variable
and potentially meaningless results. Also, the City?s Transportation System Plan requires
measurement of the plan?s performance over time. Future updates of the system plan will
revisit performance measures, likeVMT, making a consistent methodology an important
factor.
What is VMT?
Description of terms
VMT is a measure that is commonly used to describe automobile use on a daily or annual
basis. It incorporates both the number of vehicle trips and the length of those trips. While
traffic counts measure the number of vehicles passing a fixed point during a specified
time, VMT includes trip distance with the traffic volume. For example, 10,000 vehicles
each traveling an average of 15 miles per day would result in 150,000 vehicle miles
traveled per day.
VMT is useful as a descriptor of changes in travel demand in an urban area. As trip
lengths increase, VMT goes up. Trip lengths are a function of the relative locations of
residences, jobs, schools, and retail.
As the number of vehicle trips increase, VMT again goes up. Factors affecting the
number of vehicle trips made each day include age, income, population and household
size, workers per household, auto ownership, and access to transit.
Accuracy
The primary limitation of measuring VMT is that it is not directly observed. There is no
method of measuring the trip distances of all vehicles on a given day. However, the
models, which estimate travel within the region, can be used to derive vehicle miles
traveled. As a result, VMT is accurate within the normal constraints of the model.
Appendix E.1
2
How is VMT estimated?
Typical methodologies
Two disparate methodologies are used for estimating VMT. The network-based approach
starts with the traffic volume on a roadway segment and multiplies by the length of that
segment. This is done for each segment; then all segments are added together to get a
composite VMT for the system. This approach can miss the VMT associated with local
streets which are typically excluded from most models. Also, the network-based VMT
methodology cannot account for the component parts of traffic such as trip origins,
destinations or trip purposes. It remains useful in estimating VMT for large areas such as
a region or a state. A good summary of VMT trends in the Metro using this methodology
was produced by Metro in 1999.
The trip-based approach multiplies average vehicle trip lengths (derived from the model)
by the number of vehicle trips to establish VMT. Since our models can identify vehicle
trips by origin, destination and purpose, this approach is valuable for sub-regional
analysis. Local travel is identified through intra-zonal trips (travel within a zone). The
trip-based method is most applicable to the needs of this analysis.
Calculations and sources for TSP VMT Calculations
All VMT calculations for this report used data from the City?s conversion of Metro?s
Regional model. Specifically, the model represents the 2020 Strategic scenario of the
Regional Transportation Plan (Round 3). The Strategic scenario assumed that enough
new revenue sources could be found to maintain current operations, maintenance and
preservation. In general, this scenario represents the region?s definition of an adequate
transportation system in that most state and regional requirements and performance
measures are met. The base year in the model is 1994 and, therefore, is used as the base
year for this analysis.
The daily travel demand from the model is separated into its six component trip purposes.
The Transportation Planning Rule definition of VMT excludes buses, heavy trucks, and
through trips. Therefore, transit, commercial and external trip purposes are excluded from
this analysis.
To create daily vehicle trips, daily auto person trips by purpose are multiplied by auto
occupancy rates for each purpose. VMT is obtained from the pr t of vehicle trips and
the zone to zone distances.
The basic geographic unit of the model is the transportation analysis zone (TAZ). The
four-county region consists of 1260 TAZs. The City of Portland is made up of 365 TAZs.
The travel demand, in the form of 1260 by 1260 zone matrices, was combined into
groups or districts according to Central City and Transportation Element Districts (see
map, Figure 1) in order to make the analysis more manageable. District boundaries are
the closest approximations of the original districts based on the traffic analysis zones.
Appendix E.1
3
Findings
VMT Totals
Splitting the VMT into productions and attractions helps describe the effects of
population and job growth. In general, trips (and thus VMT) are produced at the home
and attracted to employment. The two tables below show the VMT in terms of
productions and attractions for the City of Portland and the rest of the region.
Table 1 - 1994 Daily Vehicle Miles Traveled (millions)
Attracted to
Portland
Attracted to
Rest of Region
Total Regional
Attractions
Produced from
Portland 4.8 2.4 7.2
Produced from
Rest of Region 5.7 11.7 17.4
Total Regional
Productions 10.5 14.1 24.6
Source: Metro 1260 zone model covering 4 county area; from RTP, Strategic
Scenario, Round 3, city conversion
Note: VMT excludes commercial and external trips.
The region (Multnomah, Clackamas, Washington and Clark counties) generates an
estimated 24.6 million vehicle miles traveled on a typical weekday. According to current
regional forecasts, by 2020 this will increase to 38.2 million miles traveled.
The City of Portland is estimated to account for 12.9 million VMT in 1994 (5.7 million
attracted to Portland from outside the city limits, 2.4 million VMT produced by Portland
and attracted outside, and 4.8 million VMT internal to Portland). It is important to note
that the distance component of the VMT produced by and attracted to Portland is length
of the entire trip ? not just the part that is within Portland?s city limits.
More vehicle trips are attracted to Portland jobs (10.5 million VMT) than are produced
by Portland households (7.2 million VMT) on a typical weekday. Portland?s share of the
region?s employment is nearly one-half (46%) while its share of the region?s population
is one-third (33%).
Table 2 - 2020 Daily Vehicle Miles Traveled (millions)
Attracted to
Portland
Attracted to
Rest of Region
Total Regional
Attractions
Produced from
Portland 5.3 3.4 8.7
Produced from
Rest of Region 8.3 21.1 29.4
Total Regional
Productions 13.6 24.5 38.2
Source: Metro 1260 zone model covering 4 county area; from RTP, Strategic
Scenario, Round 3, city conversion
Note: VMT excludes commercial and external trips.
Appendix E.1
4
In 2020, the City of Portland?s VMT is estimated to increase to 17 million (8.3 million
attracted to Portland from outside the city limits, 3.4 million produced by Portland and
attracted outside, and 5.3 million internal to Portland). This is a change of 32% while
growth in VMT outside of the city is 80%. Two factors influence this trend. The growth
in jobs and population is expected to occur at a faster rate outside of the city. And, future
transit service is expected to carry a higher proportion of the travel demand within the
city.
VMT per Capita
In an attempt to make VMT more descriptive, it is often presented as VMT per capita.
Simply put, this is the daily mileage an average person travels by vehicle per day. For
large geographic areas, where the bulk of the travel activity begins and ends within the
area, this is a straightforward approach. The VMT is simply divided by the total
population.
As smaller areas are examined, this method fails. A good example is the CBD. In 1994, it
produced 354,000 daily VMT. Dividing by the CBD population of 8,726 yields a result
of 40.6 VMT per capita (nearly three times higher than the regional VMT per capita of
15.8). Clearly, this makes no sense. The problem is that the VMT from our example
contains a large portion of trips that are not produced by downtown residents. Rather, the
CBD employment contributes to a larger share of the trips, and thus the VMT, produced.
In addition, the example above doesn?t account for the 1.4 million VMT that are attracted
to the CBD each day. Ignoring this share of the total VMT would lead to some very
faulty conclusions at less than regional scales.
In order to evaluate VMT per capita in smaller geographic areas such as the districts in
Figure 1, productions and attractions must be tracked separately. Further, for the
productions, residential and work related trip purposes must also be separated. Basically,
residential VMT produced includes the Home based trip purposes while the work VMT
produced includes the Non-home based trip purposes. The residential component is
divided by population and the work component is divided by employment. (A drawback
to this approach is that VMT per capita results are not additive to one number for the
entire city. For VMT attracted to a district, no separate components are needed since
attractions, in the model, are a function of employment in the district.)
This method allows the VMT per capita to be examined in a much more meaningful way
for the city. Table 3 presents the change in the city?s VMT over time using this method.
Table 3 ? Change in City?s VMT per capita
 Produced by the City
Residential Work Attracted to the City
Year VMT/Resident VMT/Employee VMT/Employee
1994 9.35 5.44 24.19
2020 8.53 5.49 22.24
Change -9% +1% -8%
Appendix E.1
5
Given the assumptions in the Strategic scenario of the RTP, the City of Portland comes
very close to meeting it?s share of the regional goal of reducing VMT per capita by 10%
over twenty years. The residential VMT per capita productions (which represent Portland
residents? travel to jobs, schools, shopping, etc.) is expected to drop by 9%. Only one city
district, Northwest, showed an increase in this category. The work VMT per capita
produced (non-commute travel by employees in Portland) is expected to rise by 1%.
Three city districts show increases in this category ? Northeast, Southeast and Far
Northeast. VMT per capita attracted to the city (travel attracted to city jobs) is expected
to drop by 8%. Northeast and Southeast are the only districts with increases in this
category.
Tables 4 and 5 present the VMT per capita for each of the districts and the region as a
whole for 1994 and 2020, respectively. These tables provide a more detailed comparison
of districts within the city. It is important to note here that, for our analysis, the regional
VMT includes the entire four county area. In the Regional Transportation Plan, VMT per
capita was calculated excluding both Clark County and the area outside of the UGB.
Appendix E.1
6
Table 4 - 1994 VMT by District
1994 VMT (Produced by:)1 1994 VMT (Attracted to: )4
1994 1994
District Population Employment Residential2 vmt/pop Work3 vmt/emp All Purposes vmt/emp
1 CBD 8,726 102,833 30,242 3.47 323,734 3.15 1,412,277 13.73
2 L. Albi na 271 1,966 1,400 5.17 8,632 4.39 35,871 18.25
3 Lloyd Dist 231 17,142 1,816 7.86 109,014 6.36 432,942 25.26
4 CEID 5,614 23,687 29,133 5.19 90,264 3.81 403,973 17.05
5 N. Macadam 146 3,046 1,271 8.71 14,741 4.84 53,778 17.66
6 Goose Hollow 4,330 5,144 19,174 4.43 18,606 3.62 104,920 20.40
7 North 45,099 35,829 397,615 8.82 247,042 6.90 991,720 27.68
8 Northeas t 106,548 60,051 911,320 8.55 460,566 7.67 1,997,410 33.26
9 Southeast 147,204 61,538 1,223,338 8.31 367,218 5.97 1,683,655 27.36
10 Far NE 44,531 24,280 532,208 11.95 159,908 6.59 718,759 29.60
11 Far SE 61,961 20,271 736,682 11.89 145,572 7.18 669,378 33.02
12 Southwest 69,914 39,334 763,238 10.92 229,419 5.83 1,106,475 28.13
13 Northwest 18,782 39,061 150,522 8.01 186,554 4.78 892,539 22.85
14 St. Helens 2,820 595 65,926 23.38 7,016 11.79 16,520 27.76
15 Bvrtn/Hlsb 285,810 143,345 3,389,948 11.86 804,339 5.61 3,244,618 22.64
16 Tig/Tual/LO 148,147 105,628 1,947,304 13.14 722,944 6.84 2,797,288 26.48
17 Ore. City 84,952 27,069 1,633,151 19.22 207,291 7.66 939,947 34.72
18 HV/Sandy 61,009 32,985 1,068,962 17.52 223,480 6.78 981,724 29.76
19 Milw/Glad 83,267 41,098 992,733 11.92 320,091 7.79 1,458,058 35.48
20 Gresham 90,865 38,986 1,146,744 12.62 268,535 6.89 1,300,199 33.35
21 Clark Co. 282,437 123,759 3,972,579 14.07 667,372 5.39 3,355,594 27.11
Central City 19,318 153,818 83,036 4.30 564,990 3.67 2,443,759 15.89
Rest of City 494,039 280,364 4,714,924 9.54 1,796,279 6.41 8,059,936 28.75
Total City 513,357 434,182 4,797,960 9.35 2,361,269 5.44 10,503,695 24.19
Rest of Region 1,039,307 513,465 14,217,347 13.68 3,221,067 6.27 14,093,949 27.45
Total Region 1,552,664 947,647 19,015,307 12.25 5,582,337 5.89 24,597,644 25.96
1 VMT (Produced by:) = AWD Vehicle Miles Traveled for Trips produced in a district regardless of destination.
2 Residential VMT includes all Home Based t ip purposes and the residential component of the NHNW purpose.
3 Work VMT includes all Non-Home Based trip purposes except the residential component of the NHNW purpose.
4 VMT (Attracted to:) = AWD Vehicle Miles Travel d for Trips attracted to a district regardl ss of origin.
All data is from RTP - Round 3, Strategic Scenario.  External and commercial trips are excluded.
Appendix E.1
7
Table 5 - 2020 VMT by District
2020 VMT (Produced by:)1 2020 VMT (Attracted to:)4
2020 2020
District Population Employment Residential2 vmt/pop Work3 vmt/emp All Purposes vmt/emp
1 CBD 18,775 153,139 40,927 2.18 451,379 2.95 1,377,914 9.00
2 L. Albi na 299 3,117 833 2.79 10,647 3.42 30,323 9.73
3 Lloyd Dist 1,935 29,896 5,434 2.81 145,048 4.85 466,324 15.60
4 CEID 6,514 30,552 24,826 3.81 118,286 3.87 496,317 16.24
5 N. Macadam 2,812 13,972 15,612 5.55 64,043 4.58 222,199 15.90
6 Goose Hollow 4,858 6,286 12,261 2.52 25,575 4.07 84,478 13.44
7 North 53,735 50,658 394,327 7.34 343,725 6.79 1,364,709 26.94
8 Northeas t 121,572 90,394 951,567 7.83 793,316 8.78 3,227,036 35.70
9 Southeast 160,223 71,973 1,159,042 7.23 454,588 6.32 2,007,846 27.90
10 Far NE 55,811 34,101 595,806 10.68 234,026 6.86 963,876 28.27
11 Far SE 105,998 36,743 1,174,360 11.08 241,245 6.57 992,996 27.03
12 Southwest 72,742 44,836 774,254 10.64 260,826 5.82 1,348,970 30.09
13 Northwest 26,522 46,543 237,629 8.96 217,748 4.68 1,030,681 22.14
14 St. Helens 5,496 565 132,717 24.15 6,805 12.04 20,960 37.10
15 Bvrtn/Hlsb 435,970 309,724 4,491,870 10.30 1,726,429 5.57 5,970,884 19.28
16 Tig/Tual/LO 227,714 182,143 3,016,812 13.25 1,203,194 6.61 4,380,093 24.05
17 Ore. City 157,315 49,110 2,933,345 18.65 354,179 7.21 1,630,256 33.20
18 HV/Sandy 172,207 74,504 2,703,338 15.70 448,972 6.03 1,836,903 24.66
19 Milw/Glad 96,535 73,132 1,050,288 10.88 548,170 7.50 2,474,871 33.84
20 Gresham 143,303 81,045 1,732,275 12.09 535,055 6.60 2,156,842 26.61
21 Clark Co. 474,289 228,523 7,234,577 15.25 1,289,317 5.64 6,070,193 26.56
Central City 35,193 236,962 99,893 2.84 814,979 3.44 2,677,555 11.30
Rest of City 596,603 375,248 5,286,984 8.86 2,545,473 6.78 10,936,115 29.14
Total City 631,796 612,210 5,386,878 8.53 3,360,452 5.49 13,613,670 22.24
Rest of Region 1,712,829 998,746 23,295,222 13.60 6,112,120 6.12 24,541,002 24.57
Total Region 2,344,625 1,610,956 28,682,100 12.23 9,472,572 5.88 38,154,672 23.68
1 VMT (Produced by:) = AWD Vehicle Miles Traveled for Trips produced in a district regardless of destination.
2 Residential VMT includes all Home Based t ip purposes and the residential component of the NHNW purpose.
3 Work VMT includes all Non-Home Based trip purposes except the residential component of the NHNW purpose.
4 VMT (Attracted to:) = AWD Vehicle Miles Travel d for Trips attracted to a district regardl ss of origin.
All data is from RTP - Round 3, Strategic Scenario.  External and commercial are excluded.
Appendix E.1
8
Figure 1 ? District Boundaries
Note: Districts are made up of aggregations of Traffic Analysis Zones from the Regional
1260 zone system. In some cases, the district boundaries do not coincide precisely with
jurisdictional boundaries.
121212121212
SWSWSWSWSWSWSW
6666666
Goos eGoos eGoos eGooseGoos eGoos eGoose
5555
NMacNMacNMacNMac
222222
L. AlbinaL. AlbinaL. AlbinaL. AlbinaL. AlbinaL. AlbinaL. Albina
1111
CBDCBDCBDCBDCBDCBDCBD
13131313131313
NWNWNWNWNWNWNW
4444444
CEIDCEIDCEIDCEID
333333
LloydLloydLloydLloydLloydLloyd
14141414
St. HelensSt. HelensSt. HelensSt. HelensSt. HelensSt. HelensSt. Helens
161616161616
Tig/Tual/LTig/Tual/LTig/Tual/LTig/Tual/L
171717171717
Ore. City/Ore. City/Ore. City//Ore . City/Ore. City/Ore. City/Ore . City/
19191919191919
Milw/GladMilw/GladMilw/GladMilw/Glad
18181818181818
HV /San dy/rHV /San dy/rHV /San dy/rHV/Sandy/rHV /S an dy/rHV /S an dy/rHV/Sandy/r
202020202020
Gres hamGres hamGre shamGres ham
21212121
Cl rk  Co.Clark  Co.Clark Co.Clark Co.
15151515
Bvrtn/HlsbBvrtn/HlsbBvrtn/HlsbBvr tn /HlsbBvrtn/HlsbBvrtn/Hlsb 999999999SESESESESESESESESE
111111111111
FSEFSEFS EFSE
10101010101010
FNEFNEFNEFNE
888888
NENENENENENE
7777
Nor t hNor t hNo r thNor t h
HIGH ACCIDENT LOCATION LIST1994 - 1997E.3
INTERSECTIONTOTAL CRASHES# of FATAL CRASHES# OF INJURY
 
CRASHES# OF PROPERTY DAMAGE ONLYCRASHES BY YEARTRAFFIC VOLUMECRASH RATE1994199519961997SE ANKENY ST at 6TH AVE200119554640203.66SE STARK ST at 2ND AVE3009217152660993.62SW MARKET ST at 1ST AVE64033311530118153103.07N COOK ST at WILLIAMS AVE34013214791494292.65SW FRONT ST/ROSS ISL. BR. (3001) at ZONE 15950464927233015286952.43SE STARK ST at 102ND AVE850345117212324295872.11SW MADISON ST at 6TH AVE2801117669797962.10SW OAK ST at 5TH AVE2001193251077531.90N BROADWAY at VANCOUVER AVE / I-5 SB OFF-RAMP830315216182128343801.78NW EVERETT ST at 22ND AVE210813737497161.59N ALBERTA ST at MISSOURI AVE30019118796139081.59NE WEIDLER ST at GRAND AVE881464119282516435831.48NE DAVIS ST at 12TH AVE21010117653104331.48SE MAIN ST at 162ND AVE2011366356100311.47SE DIVISION ST at 39TH AVE2001283476100621.46NE HALSEY ST at 9TH AVE2308157745117891.43NE HALSEY ST at 47TH AVE / EUCLID AVE43125171091212225841.40N COOK ST at VANCOUVER AVE28012169487148861.38SE MADISON ST at 6TH AVE2008122864110841.33N PORTLAND BLVD at ALBINA AVE260141275104144881.32SE BYBEE BLVD at 17TH AVE340142081178189541.32E BURNSIDE ST at 80TH AVE2001464457112461.31N BROADWAY at WILLIAMS AVE / I-5 NB ON-RAMP770324514161928436221.30SE BELMONT ST at 60TH AVE280161287103158821.30NW EVERETT ST at PARK AVE2106156474120431.28NW EVERETT ST at 20TH AVE20010104745115331.28SE WASHINGTON ST at 102ND AVE50020308171213289051.27SE WASHINGTON ST at 103RD DR46024229101314269941.25NE SANDY BLVD at 39TH AVE600253516171413355261.24NE WEIDLER ST at VICTORIA AVE / I-5 NB OFF-RAMP63036277122321377751.23NW EVERETT ST at 6TH AVE2001373647120431.22NE HALSEY ST at 102ND AVE610322913101424389001.15
Prepared by PDOT, BTSM1
HIGH ACCIDENT LOCATION LIST1994 - 1997E.3
INTERSECTIONTOTAL CRASHES# of FATAL CRASHES# OF INJURY
 
CRASHES# OF PROPERTY DAMAGE ONLYCRASHES BY YEARTRAFFIC VOLUMECRASH RATE1994199519961997
SE POWELL BLVD at 82ND AVE870553215182826562751.14SE STARK ST at I-205 SB GLISAN-STAR4303013817108278591.13SE WASHINGTON ST at 92ND AVE280171163127183471.12SE HOLGATE BLVD at 17TH AVE52030221413178341651.12NE BROADWAY at GRAND AVE660184820231112439161.11SW BARBUR BLVD at 60TH AVE3011613510510202721.09SE FOSTER RD at 96TH AVE / I-205 NB ON-RAMP3911523147117264601.08NE WEIDLER ST at 9TH AVE4202220137157291051.06SE DIVISION ST at 52ND AVE28017118398195771.05SE STARK ST at 60TH AVE260101641048182391.05N WEIDLER ST at VANCOUVER AVE4601234814717326261.04SE CLINTON ST at 12TH AVE2008128723142741.03NE WEIDLER ST at 19TH AVE2309148456165551.02W BURNSIDE ST at 14TH AVE36192691278262691.01NE HALSEY ST at 60TH AVE2401594938175221.01SE TACOMA ST at 13TH AVE44027171271015323781.00SE MORRISON ST at 6TH AVE23091471042169691.00SE FOSTER RD at 72ND AVE381231481767281070.99NW EVERETT ST at 10TH AVE220111135104163600.99SE MADISON ST at GRAND AVE530332016131311395660.98NE GLISAN ST at 82ND AVE65036292018225486630.98SE FOSTER RD at 92ND AVE360132379119269840.98N ALBERTA ST at WILLIAMS AVE2001193854153020.96SE WASHINGTON ST at 100TH AVE29014157796221950.96SE HOLGATE BLVD at 26TH AVE44025191314116337160.96SE DUKE ST at 82ND AVE3502411410813269260.96SE WASHINGTON ST at I-205 NB EXTO WASH-S41123171213106319330.94SE WOODSTOCK BLVD at 72ND AVE250121337510204720.90NE SANDY BLVD at 47TH AVE38019191241210311610.90SE DIVISION ST at 162ND AVE500242610101614410680.90SE TACOMA ST at 17TH AVE3901623991011320790.89NE MARINE DR at 122ND AVE26112136866214360.89
Prepared by PDOT, BTSM2
HIGH ACCIDENT LOCATION LIST1994 - 1997E.3
INTERSECTIONTOTAL CRASHES# of FATAL CRASHES# OF INJURY
 
CRASHES# OF PROPERTY DAMAGE ONLYCRASHES BY YEARTRAFFIC VOLUMECRASH RATE1994199519961997
SE HAWTHORNE BLVD at 11TH AVE24071734710198420.89NE COLUMBIA BLVD at KILLINGSWORTH ST510302114141211421750.89NE SANDY BLVD at 122ND AVE NB RAMP2601887595215010.89NE SANDY BLVD at 57TH AVE / ALAMEDA39019207111110323020.89SE WOODSTOCK BLVD at 39TH AVE280151311557232560.89SW JEFFERSON ST at 4TH AVE25016910546208350.88NE HALSEY ST at 39TH AVE3301914414411276420.88NE SANDY BLVD at 72ND AVE / FREMONT ST (4007 ALL ZN)3301023311109279210.87SE DIVISION ST at 12TH AVE23012117628195070.87N KILLINGSWORTH ST at VANCOUVER AVE2001735663171410.86NE MULTNOMAH ST at 9TH AVE2001195735172800.85SE HOLGATE BLVD at MILWAUKIE AVE270141310377233500.85NE GLISAN ST at 39TH AVE300181235814259520.85SE BELMONT ST at 39TH AVE4002218129910346100.85N LOMBARD ST at PORTSMOUTH AVE2501699664217710.84NE GLISAN ST at 99TH AVE450261910101213395900.84SE BELMONT ST at 11TH AVE22012107456193560.84NE SANDY BLVD at 38TH AVE270151247511237870.83NW GLISAN ST at 16TH AVE / I-405 SB OFF-RAMP28091994105246920.83SW MADISON ST at 3RD AVE2109125268185710.83SW JACKSON ST at BROADWAY21011105574186160.83E BURNSIDE ST at 16TH AVE2001284547177470.83SE FOSTER RD at 94TH AVE / I-205 SB OFF-RAMP2409156576214590.82SW MULTNOMAH BLVD at 45TH AVE2601888765234800.81NE KILLINGSWORTH ST at 42ND AVE2301677844209420.81NE WEIDLER ST at 15TH AVE29023658106268040.80SW GARDEN HOME RD at OLESON RD31012197996289310.79NE FREMONT ST at 82ND AVE2611871997242850.79SE STARK ST at 105TH AVE2009115654186810.79NE CLACKAMAS ST at GRAND AVE21012910551197070.78E BURNSIDE ST at GRAND AVE631392314191317591670.78
Prepared by PDOT, BTSM3
HIGH ACCIDENT LOCATION LIST1994 - 1997E.3
INTERSECTIONTOTAL CRASHES# of FATAL CRASHES# OF INJURY
 
CRASHES# OF PROPERTY DAMAGE ONLYCRASHES BY YEARTRAFFIC VOLUMECRASH RATE1994199519961997
NE KILLINGSWORTH ST at MARTIN LUTHER KING JR3802315712127358010.78NE LOMBARD ST at MARTIN LUTHER KING JR4001822171094378030.78SW BARBUR BLVD at CAPITOL HWY48022268101614453910.78N AINSWORTH ST at INTERSTATE AVE23013105567218170.78NE FREMONT ST at 33RD AVE28011178569265850.77NW EVERETT ST at 16TH AVE / I-405 SB ON-RAMP3201220142115305060.77SE BELMONT ST at 20TH AVE22014815511210620.77SE DIVISION ST at 11TH AVE25010159853239990.77SE TACOMA ST at MCLOUGHLIN BLVD660323413231218633930.77NE SANDY BLVD at 33RD/MULTNOMAH/PEERLESS (4030 ZN 3-5)340181681088328780.76SE BELMONT ST at GRAND AVE691343419101723675640.75NE DEKUM ST at MARTIN LUTHER KING JR2211474576218620.74N WEIDLER ST at WILLIAMS AVE28052346135280820.73SE POWELL BLVD at I-205 NB EXTO POWELL50021291910912504170.73W BURNSIDE ST at 19TH AVE31013186997314800.72SE HAWTHORNE BLVD at 7TH AVE2008128246203320.72N ALBERTA ST at INTERSTATE AVE2008124565203840.72NE HALSEY ST at 148TH AVE25016916216255100.72NE FREMONT ST at MARTIN LUTHER KING JR320201289510326560.72SE CLAY ST at GRAND AVE360152189118368450.72NW GLISAN ST at 14TH AVE2209136745225230.72N PORTLAND BLVD at GREELEY AVE240131137104247250.71N LOMBARD ST at ST LOUIS AVE2209135485226770.71N LOMBARD ST at DENVER AVE25011144768258050.71SE DIVISION ST at 71ST AVE21011106636218210.71SE HOLGATE BLVD at 52ND AVE220101211614228620.71SE WOODSTOCK BLVD at 92ND AVE31016159886323190.71SW CLAY ST at FRONT AVE47014337131215498190.69NE ALBERTA ST at MARTIN LUTHER KING JR330171671088350960.69SW MARKET ST at 13TH AVE22012107447234740.69NE SANDY BLVD at 31ST AVE2106156483226060.68
Prepared by PDOT, BTSM4
HIGH ACCIDENT LOCATION LIST1994 - 1997E.3
INTERSECTIONTOTAL CRASHES# of FATAL CRASHES# OF INJURY
 
CRASHES# OF PROPERTY DAMAGE ONLYCRASHES BY YEARTRAFFIC VOLUMECRASH RATE1994199519961997
SE HOLGATE BLVD at 92ND AVE2109129921227760.68SE FOSTER RD at 82ND AVE521232810111417566000.68SE HAWTHORNE BLVD at 39TH AVE39019201111611428040.67SW ALDER ST at 2ND AVE2005157373219670.67NE SAN RAFAEL ST at 122ND AVE24013114749263730.67NE MULTNOMAH ST at GRAND AVE23012114658255070.66NE LLOYD BLVD at GRAND AVE25012134975279820.66NE SANDY BLVD at 82ND AVE280181051157314470.65SE DIVISION ST at 148TH AVE3201715104135359650.65NE SCHUYLER ST at 33RD AVE22010127564249300.65SE FRANCIS ST at 39TH AVE2001284943227960.65W BURNSIDE ST at 3RD AVE39020191412310447780.64N CENTER ST at I-5 SB EXTO JANTZEN2417163498275730.64NE BROADWAY at MARTIN LUTHER KING JR44026181114127506720.64NE HALSEY ST at 122ND AVE43020235121511496180.64NE SANDY BLVD at 37TH AVE / HALSEY ST27012157758311880.64NE BROADWAY at 9TH AVE2301492579266680.63SE STARK ST at 103RD DR23010133677267780.63E BURNSIDE ST at 82ND AVE3301914481011384470.63NE BROADWAY at 10TH AVE2101295664245440.63N LOMBARD ST at PENINSULAR AVE (1919)/ VILLARD AVE (2515)2101476744247110.62SE STARK ST at 122ND AVE4402024981017519600.62SE FOSTER RD at 52ND AVE22010125647259920.62SE POWELL BLVD at 112TH AVE21013823106249400.62NE MULTNOMAH ST at 21ST AVE20010106347237990.62SE HAWTHORNE BLVD at GRAND AVE3401816710710406460.62N LOMBARD ST at VANCOUVER AVE25013125884301130.61SE DIVISION at I-205 NB OFF-RAMP/96TH AVE340171710987410260.61E BURNSIDE ST at 20TH AVE2306177664278290.61SE DIVISION ST at 92ND AVE230121146103278600.61SE FOSTER RD at 67TH AVE2001375366243460.60
Prepared by PDOT, BTSM5
HIGH ACCIDENT LOCATION LIST1994 - 1997E.3
INTERSECTIONTOTAL CRASHES# of FATAL CRASHES# OF INJURY
 
CRASHES# OF PROPERTY DAMAGE ONLYCRASHES BY YEARTRAFFIC VOLUMECRASH RATE1994199519961997
SE DIVISION ST at 82ND AVE41024177101113500280.60SE MAIN ST at MARTIN LUTHER KING JR26010164697317820.60NE WEIDLER ST at 21ST AVE2001195249246210.60SE DIVISION ST at 122ND AVE45024211313118554660.60SE POWELL BLVD at 174TH AVE21012934311259160.60SE POWELL BLVD at 39TH AVE55028271718128679000.60NE BROADWAY at 15TH AVE22012105377271930.59NE GLISAN ST at 102ND AVE39020198111010482650.59SE HOLGATE BLVD at 82ND AVE33022118799411620.59SE STARK ST at GRAND AVE26011157757324710.59NE HANCOCK ST at 33RD AVE20061461112250080.59SE HOLGATE BLVD at 28TH AVE22181345112277780.58N GOING ST at INTERSTATE AVE3211318611114405400.58N LOMBARD ST at INTERSTATE AVE3312210135105418320.58SE BELMONT ST at 7TH AVE2301497745291620.58SE WASHINGTON ST at 99TH AVE240101431038304540.58SE STARK ST at 139TH AVE23013107529293190.58SE STARK ST at 82ND AVE3101912710104396860.57W BURNSIDE ST at 22ND AVE22091342610281910.57W BURNSIDE ST at 13TH AVE32012201101110410270.57NE SANDY BLVD at 44TH AVE21011109246269360.57NE SANDY BLVD at 105TH AVE2101473855269450.57NE US GRANT PL at 33RD AVE2106155376269460.57SE POWELL BLVD at 162ND AVE2001195258257960.57SE STARK ST at 99TH AVE2101296465271950.57SW BEAV-HILLSDALE HWY at SHATTUCK RD2106157356273300.56NE EVERETT ST/I-84 EB ON-RAMP at GRAND AVE29062323411379830.56NE WEIDLER ST at 3RD AVE23012114874302810.56E BURNSIDE ST at 6TH AVE26013139557342890.56SE TAYLOR ST at MARTIN LUTHER KING JR280121681136369920.56SE MCLOUGHLIN BLVD at 17TH AVE44124199121112582620.56NE HASSALO ST at 39TH AVE2001195834265020.55
Prepared by PDOT, BTSM6
HIGH ACCIDENT LOCATION LIST1994 - 1997E.3
INTERSECTIONTOTAL CRASHES# of FATAL CRASHES# OF INJURY
 
CRASHES# OF PROPERTY DAMAGE ONLYCRASHES BY YEARTRAFFIC VOLUMECRASH RATE1994199519961997
SW TAYLORS FERRY RD at BARBUR BLVD2101296348279100.55SW BARBUR BLVD at 22ND AVE2008127913268900.55NE COLUMBIA BL at MARTIN LUTHER KING JR290111884116390600.55SW MARKET ST at FRONT AVE310151658612418990.54NE AINSWORTH ST at MARTIN LUTHER KING JR2401599366324430.54NW NICOLAI ST at YEON AVE342131978118460480.54NE BROADWAY at VICTORIA AVE310823510511420190.54SE WASHINGTON ST at I-205 SB ENFR WASH-S2201396484300290.54SE WASHINGTON ST at 82ND AVE28021710666382440.54NE GLISAN ST at 60TH AVE2208144495302470.53SE MORRISON ST at GRAND AVE3801721111278525250.53NE SANDY BLVD at 20TH AVE / FLANDERS ST24013114749335360.53NE SISKIYOU ST at 122ND AVE2101746645293720.53NE BROADWAY at 21ST AVE20010106545281950.52N COLUMBIA BLVD at VANCOUVER AVE2301497385324280.52NE WEIDLER ST at 2ND AVE220111155102311310.52SE WOODSTOCK BLVD at 82ND AVE25013127576353940.52SE DIVISION ST at 130TH AVE25018710573355200.52SW BARBUR BLVD at 64TH AVE350221399710497960.52NE GLISAN ST at I-205 SB EXTO GLISAN330258138210473570.51NE SANDY BLVD at 42ND AVE24014108556345220.51SE FOSTER RD at 172ND AVE20181124410293490.50NE COLUMBIA BLVD at SANDY/COLUMBIA BL LI310181371077470260.48SE HOLGATE BLVD at MCLOUGHLIN BLVD46030169101710702910.48NE AIRPORT WAY at 122ND AVE29013164997443770.48SE MILL ST at GRAND AVE2009118435310760.47NE BROADWAY at 33RD AVE27117912555421570.47NE GLISAN ST at 122ND AVE300171367125470340.47SE POWELL BLVD at 10TH AVE30018128796476050.46W BURNSIDE ST at 21ST AVE23012117529369680.46SE POWELL BLVD at 92ND AVE290171264127468200.46W BURNSIDE ST at 9TH AVE25071810645407530.45
Prepared by PDOT, BTSM7
HIGH ACCIDENT LOCATION LIST1994 - 1997E.3
INTERSECTIONTOTAL CRASHES# of FATAL CRASHES# OF INJURY
 
CRASHES# OF PROPERTY DAMAGE ONLYCRASHES BY YEARTRAFFIC VOLUMECRASH RATE1994199519961997
E BURNSIDE ST at MARTIN LUTHER KING JR390122798913640280.45E BURNSIDE ST at 122ND AVE24013115595402120.44NE FREMONT ST at 122ND AVE22010125764372120.43W BURNSIDE ST at 2ND AVE28014148677479390.43SE POWELL BLVD at 21ST AVE260151184311463660.41SE DIVISION ST at 112TH AVE2501698755450370.41SE POWELL BLVD at 33RD AVE2009114646365860.40SW TAYLORS FERRY RD at MACADAM AVE24011132859450750.39W BURNSIDE ST at BROADWAY24010145658453350.39SE POWELL BLVD at 26TH AVE24013116765482970.37NE AIRPORT WAY at I-205 NB ENFR AIRPOR21010117383440100.35SE POWELL BLVD at 12TH AVE / 13TH PL27020757105566430.35SE POWELL BLVD at 42ND AVE / 43RD AVE2001283746431540.34SE POWELL BLVD at MILWAUKIE AVE290181111459664280.32SW ARTHUR ST at ROSS ISLAND WY2202208455526120.31NE AIRPORT WAY at 82ND AVE25112125389601350.31NE COLUMBIA BLVD at I-205 SB RAMPS (9753&9754)230131010364567140.30SE WOODWARD ST at MCLOUGHLIN BLVD2506196667623930.29
Prepared by PDOT, BTSM8
PC-TRAVEL
Travel Time and Delay Analysis Software
i
for
Windows?
PC-Travel for Windows Reference Manual
Copyright ? 2001 by JAMAR Technologies, Inc. All rights reserved. No part of this publication may be reproduced, transmitted,
transcribed, or translated into any language without the prior written permission of the publisher, JAMAR Technologies, Inc.
JAMAR Technologies, Inc. Software License Agreement
This software license agreement including any warranties and special provisions, is a legal agreement between you (as an entity or an individual) and
JAMAR Technologies, Inc.  By installing or otherwise using this software you are agreeing to be bound by the terms of this agre ement.  If you do
not agree to the terms of this agreement, return the unused software, along with all accompanying documentation, to JAMAR Techn ologies, Inc.
The Software which accompanies this agreement is, and will remain the property of JAMAR Technologies, Inc., and is protected by  copyright law.
JAMAR Technologies, Inc. is providing you with certain rights to use the Software upon your acceptance of this agreement.
YOU MAY:
1) Use the Software on one computer;
2) Use the Software on several computers with the following provisions:
a) All computers that use this Software are located in the same building;
b) All persons using the Software are employed by the individual or entity who originally purchased the Software;
3) Use the software on a home computer with the following provisions:
a) The individual using the Software on a home computer is employed by the individual or entity who originally purchased the Sof tware;
b) The individual is doing work for the individual or entity who originally purchased the Software;
4) Transfer this license to another individual or entity with the following conditions:
a) All copies of the Software must be transferred;
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YOU MAY NOT:
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2) sublicense, lease, transfer, or rent any portion of the Software;
3) continue to use a previous version of the Software in addition to any updates that may be received.  All copies of previous v ersions must be
destroyed except that one copy may be kept for archival purposes;
4) reverse engineer, decompile, disassemble, modify, translate, make any attempts to reconstruct or find the source code for th e Software;
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The Software and documentation are provided with RESTRICTED RIGHTS.  Use, duplication, or disclosure by the United States Gover nment is
subject to the restrictions as set forth in subparagraph (c)(1)(ii) of the Rights in Technical Data and Computer Software claus e at DFARS 252.227-
7013 or subparagraphs (c)(1) and (2) of the Commercial Computer Software-Restricted Rights at 48 CFR 52.227-19, as applicable.   Manufacturer
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JAMAR Technologies, Inc. warrants that the media on which the Software is distributed will be free from defects for a period of ninety (90) days from
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In no event shall JAMAR Technologies, Inc. be liable for any damages whatsoever (including without limitation, direct or indire ct damages for
personal injury, loss of information, loss of data, loss of business profits, business interruption, or any other loss) arising out of the use of or inability
to use the Software, even if JAMAR Technologies, Inc. has been advised of the possibility of such damages or loss.  In any case the entire liability of
JAMAR Technologies, Inc. under any part of this agreement shall be limited to the amount actually paid by you for the Software.
Windows is a registered trademarks of Microsoft Corporation. JAMAR Technologies, Inc. recognizes the
trademarks of all other companies and products mentioned in this manual.
This manual was produced using Adobe PageMaker 6.5.
ii
If you have any questions about the use of PC-Travel, please call the following number:
877-603-5844
Monday ? Friday  8:00 AM to 4:30 PM  Eastern time
You may also contact us by fax at:
1-215-491-4889
or via e-mail at:
support@jamartech.com
For more information on our products, the latest news in product development, and to download software
updates, visit our web site at:
www.jamartech.com
For information on all known issues with PC-Travel for Windows, go to:
www.jamartech.com/PCT4Wsupport.htm
Address any correspondence to:
JAMAR Technologies, Inc.
151 Keith Valley Road
Horsham, PA 19044-1411
iii
PC-Travel for Windows Reference Manual
iv
Table of Contents
Technical Support................................................................................................................................................... iii
Chapter 1 ? Introduction and Definitions.......................................................................................................1.1
Computer Requirements .................................................................................................................................1.2
Software Updates.............................................................................................................................................1.2
Definitions........................................................................................................................................................1.3
Chapter 2 ? How to Install & Run PC-Travel for Windows 2.1
Installation Procedures ....................................................................................................................................2.2
How to Run PC-Travel for Windows .............................................................................................................2.5
Tutorial 1 ? Introduction to PC-Travel for Windows ...............................................................................T1.1
Startup Options ............................................................................................................................................. T1.4
Select Study................................................................................................................................................... T1.5
Study Summary ............................................................................................................................................ T1.6
Run Details.................................................................................................................................................... T1.7
Node Distances............................................................................................................................................. T1.9
Study Statistics ............................................................................................................................................ T1.11
Study Plots .................................................................................................................................................. T1.13
Reports ........................................................................................................................................................ T1.14
Report Options............................................................................................................................................ T1.15
Tutorial 2 ? How to do a Fixed-Route Travel Time Study ....................................................................... T2.1
Define the Route........................................................................................................................................... T2.2
Prepare the Field Worksheet ........................................................................................................................ T2.2
Connect the TDC-8 to the Test Vehicle ...................................................................................................... T2.3
Calibrate the TDC-8 ..................................................................................................................................... T2.4
Prepare the TDC-8........................................................................................................................................ T2.5
Start a Run..................................................................................................................................................... T2.5
Stop the Run ................................................................................................................................................. T2.6
Make More Runs .......................................................................................................................................... T2.6
Tutorial 3 ? How to Process Run Data From a TDC-8 ............................................................................ T3.1
Enter Base Name in Template ..................................................................................................................... T3.4
Select Runs then Click Rename .................................................................................................................. T3.4
How to Select a Run to Edit ........................................................................................................................ T3.6
Tutorial 4 ? How to Create a New Study .................................................................................................... T4.1
Tutorial 5 ? How to Edit Node Distances in Individual Runs................................................................... T5.1
Situation 1: Normal scenario whereyou enter the node names for runs you just downloaded ............ T5.3
Situation 2: Your run has a missing or extra node and you want to fix it ............................................... T5.4
Situation 3: All of the runs were started and/or ended at different places (which is ok) ....................... T5.6
Tutorial 6 ? How to Find Node Distances in Your Study.......................................................................... T7.1
Use Node Data From Runs..........................................................................................................................T6.2
Tutorial 7 ? How to Edit Sensor Data......................................................................................................... T6.1
De-Spike Data...............................................................................................................................................T7.3
Smooth Data .................................................................................................................................................T7.4
Edit Data........................................................................................................................................................T7.5
How Does Data Get Spikes? .......................................................................................................................T7.6
How can you avoid noisy sensor problems? .............................................................................................T7.6
Tutorial 8 ? How to Export Study and Run Statistics to a Spreadsheet T8.1
Export Path....................................................................................................................................................T8.3
Export File Base Name ................................................................................................................................T8.3
Select Items to Include in Export ................................................................................................................T8.3
Study & Run Stats: Excel Format ...............................................................................................................T8.5
Study & Run Stats: Tab Delimited Format .................................................................................................T8.6
Tutorial 9 ? How to Convert PC-Travel for DOS Studies ....................................................................... T9.1
Appendix .............................................................................................................................................................. A.1
Appendix 1 ? Descriptions of the Preferences Options...........................................................................A.2
Appendix 2 ? How Distances are Measured ..........................................................................................A.10
Appendix 3 ? Utilities ............................................................................................................................... A.12
Appendix 4 ? Notes on Fuel and Emissions........................................................................................... A.18
Appendix 5 ? Field Worksheet................................................................................................................. A.20
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1.1
Chapter 1 ? Introduction and Definitions
Chapter 1
Introduction and
Installation
PC-Travel for Windows Reference Manual
 Introduction & Definitions
Welcome to PC-Travel for Windows, a JAMAR Technologies software program designed to process travel
time and delay data. Travel time and delay analysis is a complicated subject and we have not tried to
oversimplify it at the expense of the experienced user who wants to get as much from the analysis as
possible; yet we have tried to make the software easy to use, even for the occasional user.
This Reference Manual is for PC-Travel for Windows version 1, which among other things assumes that all
travel time data is collected using a JAMAR TDC-8 count board connected to a transmission sensor in-
stalled in a test vehicle. Other data collection options may be added at a later date.
This guide currently is divided into three parts:
The first part covers some of the basics of doing travel time studies and the definition of terms used in
collecting the data and running the software. This part also shows you how to install and run the software
on your computer.
The second part is a series of tutorials that provide step-by-step instructions on how to use the software.
The first tutorial is a general introduction to the software. Subsequent tutorials go into more detail about
specific parts of the program.
The third and last part is a series of appendices that have reference-type information that you may find
useful if you are interested in the technical aspects of the software.
Computer Requirements
? Windows 95, 98, NT, 2000 or ME.
? 64 Megabytes of RAM (although it probably will run in less).
? 10 Megabytes of free space on your hard disk.
? CD-ROM (to install the software only)
? Screen resolution of 800 x 600 or better.
This last requirement is the only non-standard one. Some users may still be using older computers limited
to 640 x 480 pixels.  If you find the software screens don?t fit on the monitor, this may be the case for your
computer. You should be able to change the screen resolution to 800 x 600. Worst case would be to add a
new video card to your computer for $50 or so (if you are running Windows at 640 x 480 this is a great
investment).
Software Updates
Updated versions of JAMAR software are released periodically and are posted on the JAMAR web site.
Licensed owners of PC-Travel for Windows can download updates to the program to make sure they
always have the latest version of the software on their computer. To download the latest version of PC-
Travel for Windows, go to www.jamartech.com and then select Downloads from the list of options.
1.2
Definitions
Before any discussion of travel time data collection and analysis can begin, you must have a careful
understanding of the terms we use and how we use them. This section defines the words used in the pro-
gram that mean something more specific than the word itself might imply.
Run A single collection of travel time data.
For example, when data is collected along an arterial, the user drives to the
beginning of the arterial under study, starts data collection, proceeds along the
arterial to the end of the study area, and then stops data collection. He has just
completed one run. If he turns around and collects data in the other direction, it
is another run. All runs are stored as separate entities in the program.
Study A collection of runs.
When the user collects data, he is making data runs, and when he gets back to
the office, he collects those runs into studies. The difference is important be-
cause runs can be collected into different studies. For example, a user may make
a number of runs at an arterial during one or two days. Back in the office he
may create a study with just the morning runs. He may also create a study with
all of the runs, which of course use some of the morning runs.
There is one critical rule for studies:
All of the runs in a study must start at the same place, end at the same place,
and follow the same route.
Only runs in the same direction can be part of the same study. Since you usually
collect runs in two directions (up and back), you typically will create at least two
studies for each data collection session.
Study Group A folder where related runs and studies are stored.
This term is specific to the program. Since studies must be created from runs that
start in the same place, end in the same place, and go in the same direction, it
makes sense to store all runs that fit that criteria in one place on your computer,
along with any studies that are created from those runs.
You typically create Study Groups when you first read the run data collected in
the field using a TDC-8 count board. Since you usually collect at least two sets
of runs, one in one direction and another in the opposite direction, you usually
will create two Study Groups when you read the data from the TDC-8.
Fixed-Route Data collection along a pre-determined route.
Version 1 of PC-Travel for Windows only supports Fixed-Route studies. Another
type of study, called Chase Car studies, may be supported in the future, based
on user interest.
When you do Fixed-route studies, you collect run data along the same route
several times. One run is rarely sufficient to find the travel time characteristics of
a route. You may be lucky and never hit a red light during your run, or you may
be unlucky and hit several. If you collect several runs, the averages of the
individual run data will be a better representative of the true traffic characteris-
tics of the route.
Chapter 1 ? Introduction and Definitions
1.3
PC-Travel for Windows Reference Manual
Fixed-route studies usually have segments defined at the time the runs are made.
The route is divided into geographic segments, using easily determined land-
marks to separate the segments. For arterials, the segment boundaries may be
signalized intersections. For freeways, the boundaries may be interchanges. You
are free to define the segments any way you want.
Node The boundary between two segments of a run.
Every run has a starting node, which is where you start collecting data on a
fixed-route study, an ending node, which is where you stop collecting data, and
several segment nodes in between. The user records the location of the nodes by
pressing buttons on the TDC-8 as the user passes the nodes during a run.
Primary Run A run where the user collected segment node data.
Most users, when doing a run, will collect segment node data by pressing the
New Link button on the TDC-8 as they pass by the pre-determined nodes in the
route. There is a fairly high error associated with this process (more about this
later) so the distances measured for a single run are not very accurate. The
program uses the average of the node distances from each of the Primary runs in
a study to find more accurate distances between nodes.
Secondary Run A run where the user did not collect segment node data.
or
A primary run in which the user decides not to use the segment
node data to find the node distances for the study.
You do not have to collect segment node data while doing a run. You may have
done several runs in that direction and know you have sufficient data to find
accurate node distances, or you may have made several mistakes marking the
node on a particular run (which is annoyingly easy to do), or you simply don?t
need node by node statistics for this route. You can define a run as Secondary in
the software and any node distance data in the run will be ignored in the analy-
sis.
Before and After A way to categorize a group of runs so that two different groups of runs
can be compared.
The terms Before and After are used liberally in the program and these mean
only that the data is summarized into two separate groups so the statistics of
each group can be compared. If all of one set of runs are made under the same
conditions, they may all be defined as before runs. Later, identical runs made
under different conditions (after an arterial has been re-timed, for example) may
be defined as after runs. The program lets you define runs as either before or
after and then automatically calculates statistics for the before runs as a group,
the after runs as a group, and changes in the various statistics from before to
after.
Normal Speed Ideal speed at which the traffic should travel on an arterial.
The Normal Speed is used in two places in the program. It is used to find Total
Delay statistics for runs and studies (see Total Delay, below). It also is plotted on
the Time/Space Diagrams to show perfect progression. You set the Normal
Speed on the Study Summary screen. As with most ideals, real traffic rarely
measures up to the ideal, but it is useful as a guide.
1.4
Travel Time The elapsed time to travel between two points, in seconds.
This is probably the most fundamental of the reported statistics. It is measured
directly by the TDC-8 in the field. All run travel times are measured and re-
ported to the nearest second. Study travel times, which are averages of the run
travel times, are reported in tenths of second (technically speaking, the tenths of
second are not significant in studies with less than about 5 runs, but that is rarely
of concern in the vast majority of practical traffic evaluation situations).
Number of Stops A stop is defined as a one-second interval where the speed is
less than X MPH for one second when the speed was greater
than X MPH in the previous second.
X is normally 5 MPH but can be set to any speed you want. This speed is called
the Stop Speed and is set on the Study Summary screen. Each time the vehicle
slows down and crosses the Stop Speed boundary, a stop is counted. The vehicle
must speed up faster than the threshold before another stop can be counted.
Average Speed The total distance covered divided by the elapsed time.
The program calculates the average speed for each section (node to node
distance) and also separately calculates a total average speed for the entire route.
Total Delay Difference between actual travel time and ideal travel time.
Actual travel time is calculated from the data. The ideal travel time is based on
the Normal Speed setting on the Study Summary screen.
Time <= X MPH Total time the vehicle spent at or below the given speed.
The program gives you three speed categories, which you can set for different
purposes. You can measure stopped delay (time vehicle is stopped) by setting
Category 1 to 0 MPH. You can measure queue delay by setting Category 2 to 7
MPH. The third category might be set to 30 MPH to show how much time
vehicles spent in car following mode rather than free flow (assuming free flow
speed is 40 or 45 MPH). Many other uses for these three categories are possible,
limited only by your imagination.
Chapter 1 ? Introduction and Definitions
1.5
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1.6
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Chapter 2 ? How to Install and Run PC-Travel for Windows
2.1
Chapter 2
How to Install & Run
PC-Travel for Windows
PC-Travel for Windows Reference Manual
 How to Install & Run PC-Travel for Windows
Installation Procedure
The install program should load and run when you insert the CD into your CD-ROM drive. If your system
is set up with the ?Auto Run CD? feature turned off, you need to run the Setup.exe program that is on the
CD. Click on the Start button on your Windows desktop. Select Run from the list of options and type the
command line X:\setup.exe, where X is the letter of your CD-ROM drive. Press Ok and the installation will
begin.
Figure 2.1 ? Welcome Screen
The Welcome screen reminds you to be sure all other programs are closed before proceeding with the
installation. During the installation, files used by the program will be copied to your computer, including
some Windows system files. If other programs are open and using some of the files that need to be in-
stalled, an error can occur. Make sure you close any programs that obviously are running (especially virus
checkers) before you install this or any Windows-based software.
The next screen contains the license information for the program. Please read this information. You must
accept the provisions of the license in order to proceed and use the program. The program?s license allows
you to install the program on multiple computers provided they are in the same location and being used by
employees of the entity that purchased the license. This is a very liberal license ? many program licenses
do not allow you to install the program on more than one computer. We ask that you respect the licensing
policy and not abuse the use of this program. If you agree to the license, click Yes to continue.
2.2
Figure 2.2 ? Customer Information
The next screen asks for the User Name, Company Name and Serial Number. The serial number can be
found on the back of your CD case. When entering the numbers be sure to include the dashes. If the serial
number is entered incorrectly, you will not be allowed to proceed with the installation. Once the informa-
tion has been entered, click the Next button to continue.
Figure 2.3 ? Program Destination
The Choose Destination Location screen is used to select the folder where PC-Travel for Windows will be
installed. The default folder is C:\Program Files\JAMAR\PC-Travel for Windows, but you can change this if
you like. Click the Browse button and navigate to the folder you want. Once the directory listed is correct,
click Next to continue.
Chapter 2 ? How to Install and Run PC-Travel for Windows
2.3
PC-Travel for Windows Reference Manual
2.4
Figure 2.4 ? Installation Finished
Once the installation program has enough information, the files will be copied from the CD to your com-
puter. You?ll then see a screen that tells you the installation has completed. You may be asked if you want to
re-start your computer now. If you get this message, you should re-start your computer before you try to
run the program. This will allow any of the System files that were copied during the installation to be
loaded properly.
How to Run PC-Travel for Windows
Like most Windows programs, there are several ways you can run the software. Here are two:
1) Open an Explorer window (right click on My Computer and select Explore) and find the PC-Travel for
Windows.exe file, which probably is in the C:\Program Files\JAMAR\PC-Travel for Windows folder. You
will see a screen that looks something like figure 2.5 shown below. Double click on the file PC-Travel for
Windows.exe and the program will run.
Figure 2.5 ? Explorer View
2) Select Start, Programs, and then JAMAR from the list of programs. There could be a long list, and
they may not be in alphabetical order (don?t you love Windows?). You will see a display similar to the one
shown here. Select PC-Travel for Windows then click on the second PC-Travel for Windows. This will
run the software.
Figure 2.6 ? Starting PC Travel
Chapter 2 ? How to Install and Run PC-Travel for Windows
2.5
PC-Travel for Windows Reference Manual
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2.6
Tutorial 1 ? Introduction to PC-Travel for Windows
T1.1
Tutorial 1
Introduction to
PC-Travel for Windows
PC-Travel for Windows Reference Manual
 Introduction to PC-Travel for Windows
This tutorial will guide you through the basics of the software. To simplify things we will retrieve an
existing study that was installed when the rest of the program was installed.
Note: The first time anyone runs PC-Travel for Windows after installing it, the software
loads the Preferences screens so that the various settings can be checked and edited. From
then on, the program starts with the Startup Options screen. This tutorial will start with the
Preferences screen, assuming that you just installed the program. You may skip this section
if it doesn?t apply to you.
Run the program (see the end of the Installation notes for two ways to start the software). The first screen
you will see is a little message box that tells you that since this is the first time you have run the program,
you need to check the settings. Click Ok.
You will then see the Preferences screen:
Figure T1.1 ? Path Options
The Preferences screen has four sub-screens, selected by clicking on the tabs at the top of the window:
Path Options, Default Values, Report Options, and Fuel and Emissions. The first tab, Path Options, is
shown first.
If you selected the default installation directory, then you will see the same paths shown in the screen shot
above. The program uses five basic directories:
1 ? Temp
This directory holds the run files that you read from the TDC-8. These files are normally renamed and
moved to a different directory, as you?ll see when we get to the Read section.
2 ? Study Group Root
This is the base directory where all of the travel time run and study data is stored. A Study Group is a
T1.2
collection of related runs and studies that are stored together. For the computer savvy, each Study Group
is a directory under the Study Group Root directory.
3 ? TDC-8 Data Path
This is the directory where the data from the TDC-8 is stored before it is processed into runs.
4 ? PC-Travel DOS Path
This is the directory where you have your old PC-Travel for DOS data files. The program can convert these
files into new runs and studies. The installation program creates a directory under the PC-Travel for Win-
dows directory and installs one set of old files that you can use to see how the Convert operation works.
5 ? Export to Spreadsheet Path
This is the directory where files will be created if you use the Export to Spreadsheet function. Refer to
Tutorial 8 ? How to Export Study & Run Statistics to a Spreadsheet for more information.
If you want to change the paths, then follow the Quick Directions on the screen. You probably won?t need
to change them, however.
Click on the second tab labeled Default Values.
T1.2 ? Default Values
The items on the screen are parameters that are used in the software. These values are the default values
that are used when a study is first created; however, you can change many of them on the Study Summary
screen if needed, and the changes will be stored with the other study data. Normally, you will set these
values once and then not worry about them again.
Some of the parameters have an obvious meaning. Some don?t. Don?t worry what the various parameters
mean for now. They will make more sense later after you have seen some more of the program. Just accept
the default values for now.
You can check the settings in the other two tabs. They are fairly obvious from the descriptions, but again,
don?t worry if it isn?t obvious what a particular setting is for.
Tutorial 1 ? Introduction to PC-Travel for Windows
T1.3
PC-Travel for Windows Reference Manual
You can play with the various options on the Report Option tab when you get to the Report section of the
tutorial. Don?t change any of the numbers in the Fuel and Emissions tab unless you are an expert in the
models used.
Press Ok to close the Preferences screen and go to the Startup Screen.
Startup Options
Figure T1.3 ? Startup Options
This is the screen you will normally see when you first run the software. It helps to remind you what your
options are when you first start the program. If you don?t like this type of screen, you can turn it off so you
won?t see it in the future.
The options listed are fairly self-explanatory. However, they all will be discussed in more detail as we go
along.
Click on the Open an Existing Travel Time Study button so we can start exploring PC-Travel for Win-
dows.
T1.4
Select Study
Figure T1.4 ? Select Study
This is the screen you use to select a study that is stored on your computer. The upper left corner has a
window that shows the directories (or folders, if you prefer) in the common tree format used in Windows.
The Study Group folder is currently selected. Click on the Samples folder just below the Study Group
folder. This is the state shown in figure T1.4 above.
The window to the right of the tree shows a list of the studies in that folder, with a little bit of information
about the studies. In this case, there are three studies. The first study, BANDOUT - Mixed Runs, is high-
lighted.
The Study Details windows shows some more information about the highlighted study. The titles of the
runs that make up that study are shown, as well as any notes you entered when you saved the study.
We want to open the first study, which is highlighted, so click on Select.
Tutorial 1 ? Introduction to PC-Travel for Windows
T1.5
PC-Travel for Windows Reference Manual
Study Summary
Figure T1.5 ? Study Details
This is the core screen for the program; most of the operations involved in the software start and end here.
There are several sections to this screen. At the top are the standard pull down menus that are part of every
Windows program. Below that are a series of icons that make up the toolbar. These icons duplicate the
most common options that are available in the menus.
The majority of the screen shows the details for the current study:
? The current Study Group. It is shown just below the toolbar. (Sample Files, in this case).
? The Name of the study. To change the name you type in a new name and then hit the Save icon on the
toolbar, or select File:Save Now from the drop down menus.
? Notes for this study. Just type anything you want.
? Study Type, either Fixed Route or Chase Car.  (Chase Car studies aren?t supported yet.)
? List of Runs Used in This Study. You can Add Runs or Remove Runs using the appropriate buttons. You
can also Show Details of any run (we?ll do that in a minute). All three buttons operate the same way; select
the run then click the appropriate button.
? Speed Categories #1, 2 & 3, Normal Speed, and Stop Speed. These are all parameters that are used in
the study statistics. If you have used PC-Travel for DOS these should be familiar. If not, then you?ll see
how they are used when you see the Study Statistics screens.
? Node Distances. This will be explained in depth in a little bit.
First, click the Show Details button. This will allow you to see all of the information about the run that is
highlighted.
T1.6
Run Details
Figure T1.6 ? Run Details
The Run Details screen shows just about everything we know about this particular run, and most of it can
be edited. In general, any fields with a white background are edit fields, and can be changed. Fields with a
gray background are calculated from other things, and can?t be edited directly.
Most of the fields are self-explanatory; each run has a Name, Date, and Time. A run can be either Primary
or Secondary (see page 1.4), and Before or After (page 1.5). The Calibration Constant normally should
not be edited; it is the factor that converts the pulse data collected in the TDC-8 to distances. You can also
enter any Notes you want about this run. You might, for example, mention that it was raining during this
run, or that there was a large truck in front of you during the run which might affect the data.
If the run is a Primary run you can edit the Node Names and Distances. The Node Names have a white
background, which means you can edit the names simply by typing over the existing name. The distances
are derived from the data collected in the field; these aren?t as easy to edit so they have a gray background.
You can Copy names and distances from other runs. You can Reverse the list of names (usually after
copying from another run that went in the other direction). And you can even Insert and Delete actual node
data points in the data to fix a run. (Inserting and Deleting data points is beyond the scope of this introduc-
tory tutorial and will be covered in another tutorial.)
The name of the run is shown in the upper left corner text box. You can change the name and then click
Save to create a new run. The run file is stored in the current Study Group.
Tutorial 1 ? Introduction to PC-Travel for Windows
T1.7
PC-Travel for Windows Reference Manual
You can see more information about the run, if needed.
Click Stats
Figure T1.7? Detailed Run Statistics
This screen shows calculations of the standard statistics used in the program, for this run only. You can
think of this as the results of a study with a single run. You can?t edit anything on this screen. You can play
with the check boxes and see what they do. If you are not familiar with all of the terms shown in the
statistics, don?t worry about it now. They will be explained later.
Click Exit to go back to the Run Details screen and then click on Plot.
You?ll see the screen shown here. This is a
plot of the Speed vs Distance for the data
in the run. You can change the scale, and
choose to show the nodes in the data, and
to show the three speed category limits (the
red line is Speed 1, Yellow is Speed 2, and
Green is Speed 3).
In this run, the car went through a couple
of intersections without any delays, then
had to slow down to a stop (probably a red
light), and then accelerated back to about
50 mph for the duration of the run.
When you are done playing with the plot,
click on Exit to return to the Run Details,
then click Cancel to go back to the Study
Summary screen.
T1.8
Figure T1.8? Speed Profile
Node Distances
At this point, you should be back at the Study Summary screen. Notice that the View button in the Node
Distances frame is red. This is telling you that you need to check the Node Distances because something
may be wrong. Click on View.
Figure T1.9 ? Node Distances
Every study, like the runs that it is made from, starts at one well-defined point and ends at another, and
usually has nodes in between. These nodes are usually cross streets, but can be anything that is easy to see
while you are driving. The program needs to know the names of each of the nodes and the distance that
each node is from the starting point. Various statistics are calculated, displayed, and printed in the reports
not just on the entire route, but on a node to node basis as well.
The Node Distances screen shown above shows the Names of the nodes and the Current distances as-
signed to each node. Ultimately, the only thing that matters is that the Current column has the best possible
distances. The distances default to the values of the first Primary run, which often is close enough to use.
However, these rarely are the best possible distances. There are several ways to get these better distances.
They will all be explained very carefully in another tutorial, but for now you will just get a quick summary.
As you saw in the Run Detail screen, each Primary run has node names and distances that you entered
when you entered the data for that run. The program uses the averages of the node distances in all of the
Primary runs to calculate the best possible node distances for the study.
The Node Distance screen shows the node distances for each of the Primary runs in the study. This is
shown in the upper right section of the screen. The Avg column is the average of all of the run distances in
that row. In this case, there are six runs (only five are visible without scrolling).
Notice that most of the numbers have a green background, and two have red backgrounds.
The software knows that each number should be close in value to the other numbers in the same row, since
they represent the attempt of the data collector to mark the same node. The software compares each num-
ber to the value in the Avg column. If the two numbers are close (within 500 feet by default, but you can
change this in the Preferences screen) then it shows a green background. If it isn?t close, then it shows a
red background.
Tutorial 1 ? Introduction to PC-Travel for Windows
T1.9
PC-Travel for Windows Reference Manual
Look at the two red values. It is pretty clear what happened here. The data collector missed the node at
Bresnahan/Mistic in Run 5. This makes the other two distances out of place.
You can fix this easily. Just follow along:
1- Click on the number 9917. A solid border appears around the cell.
2- Point the cursor at the bottom of the cell, right on the line. The cursor will change from a cross to an
arrow.
3- Press and hold the left mouse button and drag the cell down one cell.
4- Let go of the mouse button.
5- The 9917 cell is now one row lower.
6- Repeat steps 1-4 with the number 7488.
We now have the distances in the proper rows.
Click on Recalc Avg. The values in the Avg column change, and now all of the numbers have green
backgrounds.
Click on Copy Avg to Current. The values in the Current column now match the Avg column. These
values are now the best we can get from our data, and are probably more accurate than just choosing the
distances in any one run.
When you are happy with the values in the Current column, click Ok. If you get the distances all messed
up, just hit Cancel to go back to Study Summary without making any changes.
The new distance values are not a permanent part of the study yet. If you want to save the new values with
the study, then click on the Save icon. The new distances, plus any other changes to the study you have
made, are saved.
This whole procedure may seem a little cumbersome, but if you don?t want to fiddle with the node dis-
tances you don?t have to. You can accept the initial values shown in the Current column, which are based
on the first run, or you can simply type in the values you want in the Current column. Only the distances
in the Current column are editable.
You should be back at the Study Summary screen now.
T1.10
Study Statistics
Click on the icon labeled Stats in the toolbar at the top of the Study Summary screen.
Figure T1.10 ? Study Statistics
This screen lets you see a summary of the statistics for your study. All of the stats shown are averages of
the data contained in the runs. Runs labeled as Before Runs are treated separately from After Runs.
A separate row labeled Change shows the difference between the Before and After values for each node.
The background colors in the Change cells are coded to show if the change is good or bad. Since you want
lower Travel Times (I assume), a negative change in Travel Time is good, so it is green. A lower Average
Speed is bad, so a negative change in Average Speed is red, and so on.
Since there is too much information to show everything on one screen, you need to scroll around to see all
of the stats. The three checkboxes let you choose what groups of data to show. You can play with them for
a minute to see what they do.
If you scroll down to the bottom of the list, after the last node, you will find a set of total statistics for the
entire route.
If your study doesn?t have both Before and After runs then the screen looks a little different. There is only
one line per node, and obviously, no Change row.
Tutorial 1 ? Introduction to PC-Travel for Windows
T1.11
PC-Travel for Windows Reference Manual
If you want to see where these numbers came from, you can see the Study Details screen for each statistic.
For example, to see the details for Travel Time, click the mouse on any cell in the Travel Time column. You
will see a screen like figure T1.11 below.
Figure T1.11 ? Travel Time by Section
The travel times of each run, for each node, is shown. The Before runs are shown with a yellow back-
ground, the After runs with a blue background.
The data on the Study Stats screen (the previous screen) are averages of these values. For example the
Travel Times for the Before runs from the start to Mainland are 12, 15, and 12 seconds. If you check the
Study Stats screen you will see that the average shown is 13.
You can check the other stats in the same way. Click anywhere in the column of the stat you want to see to
bring up a similar screen.
You can also get to these screens from the View menu on the Study Summary screen.
Normally, you probably would never check these screens. However you may see a statistic on the Study
Stats screen (or a report) that seems odd. You can check to see where the data came from by examining the
Study Details screens. You may find a run with bad data, or one where the node distances were incorrect.
Click Exit to return to the Study Details screen, then click Exit again to return to the Study Summary
screen.
T1.12
Study Plots
Click the toolbar icon labeled SpdPlt.
Figure T1.12 ? Speed Plot
This screen shows Speed Profile plots of all of the runs in the study. You can select which runs to show, the
scale for the graph, and whether to show the node distances and names and/or the speed categories. This
will give you a quick look at the data before you print it. You might find a problem with one of the runs
when you see them all plotted on the same graph. Click Exit to return to the Study Summary screen.
Click the toolbar icon labeled TSDiag.  This screen shows a Time/Space Trajectory plot of each of the runs
in the study. As in the Speed
Profile plot, you can control
various aspects of the plot. The
straight green line shows the
Normal Speed as set on the
Study Summary screen. This
plot is another way of seeing
the data for all of the runs at
one time. Click Exit to return to
the Study Summary screen.
By now you should have a
pretty good idea if your study
is set up properly and has good
analysis results. It is time to
print the reports.
Tutorial 1 ? Introduction to PC-Travel for Windows
T1.13
Figure T1.13 ? Time Space Trajectory Plot
PC-Travel for Windows Reference Manual
Reports
The end results of almost all Travel Time studies are the reports, and special attention has been given to the
design of the reports in this program.
Click the toolbar icon labeled Print, or select Print from the File menu.
Figure T1.14 ? Select Reports to Print
The screen you see is a list of all of the reports you can print with the current study. There are 17 standard
reports that are always available, and then there are two types of plots that you can print for each run in the
study. The screen shows the name of each run with check boxes for each of the two types of run plots you
can print.
The idea is simple, just click the reports you want to print. All reports with a check in the checkbox next to
the report will be included in the report.
There are two buttons in the lower left corner. One Selects All of the reports and the other Clears All of the
reports. Their meaning should be obvious.
In the upper right hand corner is a little window that shows the total number of pages for the reports you
have selected. The number changes automatically as you select or de-select different reports.
Most of the reports are only one page. They are shown with a small 1p next to the check box. The Speed
Profiles of Runs plots are often more than one page. The number of pages in each of these reports is also
shown next to the checkbox.
Once you have selected the reports you want to print, click Ok. If you change your mind and decide not to
print any reports at this time, click Cancel.
T1.14
Report Options
You can select different options before you print the reports. To select the options you want, click the
button labeled Report Options.
Figure T1.15 ? Report Options
The top section shows the three titles that are printed on the top of every report. Normally you would fill
this out once and never edit it again. However, some users like to change the titles often, especially consult-
ants who will put the name of the customer, rather than their own name, on each report. It?s up to you.
The top line usually is the name of your organization. It is printed in larger type, in bold, and centered on
the top of every report. The next two lines are smaller, but still centered under the top title. You don?t have
to use all three lines, you can leave the second or third lines blank if you want.
The bottom section shows other options you can set before you print the reports. Your choices for these
options may vary from study to study, although you may just set all of the options on and forget about it.
The options may not make much sense right now. That?s not important for now. Just accept the defaults.
All of the settings on this screen are duplicated in the Report Option tab on the Preferences screen. See
Appendix 1 for a complete description of each of these options. That is where you would set the default
value for each title and option. You use the screen shown here only to change any of the default values. If
you know that you don?t need to change any of the default values (which is the usual case) then you don?t
need to go to this screen at all.
Click Ok when all of the options are set the way you want them. This will bring you back to the Select
Reports to Print screen.
Tutorial 1 ? Introduction to PC-Travel for Windows
T1.15
PC-Travel for Windows Reference Manual
Once you have selected the reports you want to print, and have selected the options for the reports, you are
ready to preview the reports. Click Ok.
Figure T1.16 ? Report Preview
Above is an example of the screen you might see. In this case I selected all of the reports on the previous
screen. This is the Table of Contents page that lists all of the reports and the page number for each report.
At the top of the screen are the navigation buttons to control the preview of the reports, select the printer,
print the reports, and exit the preview.
Click the Next and Previous buttons to move from page to page to see what each of the reports look like.
Click the Zoom button to select different views. Select the Thumbnail view (my favorite) from the drop
down list, then double click on any of the reports to quickly go to that page.
Click the Printer button to display the standard Windows printer select dialog box. If you have multiple
printers available to you, you can choose the printer here.
Click the Print button to print the reports.
Click the Close button to return to the Study Summary screen.
Feel free to play with all of the options available on these screens. You also might try changing some of the
Report Options to see the effect on the reports. Remember, you don?t have to print out the actual reports to
see the different options, you can just preview the report pages on the screen.
T1.16
Tutorial 1 ? Introduction to PC-Travel for Windows
T1.17
Summary
If you made it all of the way through this tutorial, congratulations.
In this tutorial we retrieved an existing study, displayed the run details of the runs in the study, edited the
node distances of the runs to find the best possible node distances for the study, displayed the study details
in both tabular and graphical form, and finally previewed and then printed a complete set of reports for the
study.
Hopefully you now have a pretty good idea of how the core features of the software work.
Several areas of the software were not discussed at all, and a few others were just briefly discussed. Other
Tutorials and Appendices in this Reference Manual explain these areas in more detail.
PC-Travel for Windows Reference Manual
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T1.18
Tutorial 2 ? How to do a Fixed-Route Travel Time Study
T2.1Tutorial 2
How to do a Fixed-Route
Travel Time Study
PC-Travel for Windows Reference Manual
 How to Do a Fixed Route Travel Time Study
This tutorial is a step-by-step guide to use a TDC-8 counter to do a fixed route travel time study on an
arterial street. It assumes you have the following:
1 ? Transmission sensor installed in your test vehicle.
2 ? JAMAR TDC-8 counter.
3 ? New Link pushbutton switch connected to the TDC-8.
4 ? TDC-8 Sensor Interface Cable.
(Note 3 & 4 are included in the TDC-8 Travel Time Kit)
Figure T2.1 ? Data Route
Step 1 ? Define the Route
This step may seem obvious, but it is easy to forget some important points. You need to define a starting
point, an ending point, and the intermediate nodes. Normally the starting, ending, and intermediate nodes
are intersections, but they can be other landmarks such as bridge abutments, mile post markers, or other
fixed landmarks. Pick points that can be easily identified now and when future after runs may be collected.
The drawing above shows a simplified diagram of a typical study route. There is a starting node, which
could be an intersection, four nodes, which could be signalized intersections, and an ending node.
Make a rough sketch of the route, clearly showing the starting and ending points and list the intermediate
nodes you want to use (see step 2). You don?t have to make every intersection a node. It is important to
understand the type of information you want the data to give you before you define the route and nodes.
Don?t use more nodes than you really need; it just needlessly complicates the analysis.
Step 2 ? Prepare the Field Worksheet
You should always keep field notes when you do travel time
studies. The field notes help you keep track of the runs when you
get back to the office. The Appendix has a master copy of a
sample field worksheet to help you store all of the information
about the runs you make. You should make copies of this form, or
use it as a guide to develop your own field sheet. Also included is
a sample of a worksheet that has been filled out (shown here in
reduced form) to give you an idea of how the form is used.
Before you start the data collection, fill in the general information
about the session at the top of the sheet. List the starting point,
ending point, and any intermediate nodes.
T2.2
Start Node 1 Node 2 Node 3 Node 4 End
Data Route
Figure T2.2 ? Field Worksheet
Step 3 ? Connect the TDC-8 to the Test Vehicle
This tutorial assumes you have installed and
tested a transmission sensor in the test car. Refer
to the instructions that came with the sensor to
install it in the test vehicle.
Connect the transmission sensor to the TDC-8
using the Sensor Interface Cable. The five pin
DIN connector goes to the transmission sensor
cable. The other end plugs into the serial con-
nector jack on the TDC-8. Make sure you
tighten the lock-down screws on this connector
to assure a good connection.
Also connect the pushbutton switch to the TDC-
8. You don?t have to use the pushbutton switch;
you can use the BANK 2 button on the TDC-8.
However, if you are doing a study by yourself,
the pushbutton switch is much easier and safer
to use.
Note: Plug the pushbutton switch into the jack
labeled Bank 1 on the side of the TDC-8. This is
actually connected to the Bank 2 switch in the counter. The labels for the two jacks are reversed on the
side of the TDC-8.
The diagram to the left shows the Travel Time
overlay that comes with the TDC-8. It has a set
of brief directions printed on the middle of the
overlay to help you remember how to do a
Travel Time study. It also defines the buttons
that you can use when you do a study.
Actually, you only need to use two buttons to
do a typical study; the DO button to start and
stop runs, and the BANK 2 button (via the
pushbutton switch) to define node distances.
However, PC-Travel for Windows lets you use
other buttons to define other events that you
can monitor when you do a study. These other
events can be sources of delay during a run,
such as a signal, stop sign, congestion, etc. You
can also assign your own (for example, a construction zone delay could be assigned to button 12). These
delay buttons are grouped on the left side of the overlay and have a red background. You can also use the
buttons to define movements made by the vehicle during a run, in case the route isn?t along a single arterial.
These movement options are shown in green on the overlay.
If you use the delay buttons, you can have the software show where the delays occurred on several of the
plots supported in the program. If you want to use the delay buttons, you should have another person in the
car collecting the data while you drive; it isn?t safe to try to collect delay data while you drive.
Figure T2.4 ? TDC-8 Travel Time Template
Tutorial 2 ? How to do a Fixed-Route Travel Time Study
T2.3
Figure T2.3 ? TDC-8
PC-Travel for Windows Reference Manual
EDIT  MEASURE   EXIT
Measure a new
Calibration Constant
Counting pulses:
        0473
Press DO at end of
calibration distance
Calibration Constant
        0882
Press DO to return
to Travel Time menu
TRAVEL  CALIBRATE
EXIT
Edit or Measure the
Calibration Constant
Drive to beginning
of calibration run..
Press DO to start...
Step 4 ? Calibrate the TDC-8
If you have already calibrated your test car (possibly with a JAMAR Distance Measuring Instrument), you
can skip this step, unless you have made a change in your vehicle which affects the calibration, such as
getting new tires or changing their inflation pressure. The TDC-8 will
remember the last calibration con-
stant used. If you have several test
vehicles you can enter the calibration
constant using the edit feature of the
TDC-8?s calibration routine. If you
use multiple vehicles, you will help
yourself by posting the calibration
constant in the vehicle.
Calibration requires a little advanced preparation. Find a location in
your area where a straight and flat section of sparsely traveled road
can be used. Have a section of the road surveyed so that the distance
between two fixed landmarks is accurately measured. The distance
should be between 1000-3000 feet, though lengths up to 9999 feet
can be used.
Drive to the first marker and stop (that?s why a sparsely traveled road
is desirable) so that the test car is immediately adjacent to the marker.
Invoke the TDC-8?s calibration procedure by selecting a new TT
count and then tabbing to the CALIBRATE option and pressing the
DO button. Select MEASURE and then press the DO button. Next,
enter the calibration distance, which is the distance resulting from
your survey. Remember, the ?10? button on the TDC-8 gives you a
zero. If you haven?t already, drive to the start of the calibration
distance. You should always come to a complete stop for several
seconds before starting the calibration run. This stop will ensure that
no distance error results from the reaction time of pressing the button.
Once in position, press the DO button again, then drive to the end of
the calibration course. The TDC-8 will show you how many pulses
are being received from the transmission sensor as you traverse the
calibration distance. Drive to the second landmark and again come to
a complete stop immediately adjacent to the marker. Then press the
DO button again, and the calibration constant will be displayed. The constant is the same value used in PC-
Travel for Windows, and you should write it down on your field notes.
IMPORTANT: The calibration constant used should be between 0500 and 1200. If your calibration
constant is outside this range, you will need to adjust the jumper block in the transmission sensor then
re-calibrate. Refer to the documentation that came with the sensor for information on how to do this. If
you use a calibration constant outside the 0500 to 1200 range you may not receive accurate data.
That?s all there is to calibration. The TDC-8 will store the constant until you change it.
Enter calibration
 distance (ft):    2000
BANK1-TAB = cancel
DO = done
T2.4
The calibration con-
stant used should be be-
tween 0500 and 1200. If
not, you must adjust
the jumper block in the
transmission sensor.
 Travel Time Study
Count:001    Run:001
Press DO to Start...
07:12:43    Speed=27
Step 5 ? Prepare the TDC-8
Go through the preparation of the TDC-8 for a travel time (TT)
study: From the Main Menu, select COUNT, then NEW, then TT.
That will bring you to the point shown in the first screen shown
here. Select TRAVEL and press DO. Enter a numeric site code
(there isn?t much reason to go through the hassle of entering an
alpha-numeric site code; pick a numeric one and write it in your
field notes in case you need it later), and press DO (the second
screen) and proceed until the TDC-8 says to press DO to start the
study (the third screen).
The screen now shows the Count number, Run number, time, and
speed if the car is moving.
Note: Step 5 can be done in the office or, more commonly, in a
parking lot near the start of the route.
Step 6 ? Start a Run
Drive to the starting point so that when you pass the starting point
you are traveling at the proper speed with the rest of the traffic.
Press the DO button as accurately as you can as you pass the
starting point; this begins data collection.
The display shows the run number, link number (how many times you have pressed the New Link button
this run), time, distance traveled so far this run, speed, as well as the last delay button pushed (the L Key =
value). As you proceed along the route, press the New Link button as you pass each new section.
Note: Check the speed reading on the TDC-8 and make sure it is close to the speed on the speedometer.
If they are not reasonably close (within a few MPHs), it may indicate a problem with the sensor or an
incorrect Calibration Constant. Don?t collect data if the speed isn?t right; the data almost certainly
won?t be correct.
Note: If you have chosen intersections as your nodes, wait until you exit the intersection to press the
New Link button. This will ensure that any delay associated with stops at the intersection will be re-
ported in the correct section.
If you forget to press the New Link button at a location, continue the run to its stopping point as normal.
You can add a node to the run later when you process the data. Make a note on the field sheet at the end of
the run about the missing data.
If you hit the New Link button or a delay button by mistake, continue the run. You can edit the run data in
the office if needed. Make a note on the field sheet at the end of the run about the extra data.
If you have an additional person in the car to push buttons, they may press the delay buttons as appropriate
during the run. You can use the Travel Time overlay that came with the TDC-8 to describe the delays you
encounter during the run, or you can assign your own definitions to the buttons; the software lets you
define the delay buttons any way you want.
Tutorial 2 ? How to do a Fixed-Route Travel Time Study
T2.5
TRAVEL  CALIBRATE
                EXIT
Start a new Travel
  Time study
Site Code: 12345678
Enter up to 8 digits
Press DO to accept
BANK1-TAB to cancel
 Travel Time Study
Run:01       Link:01
Dist=0843   Speed=27
07:12:52  L Key = 12
PC-Travel for Windows Reference Manual
Step 7 ? Stop the Run
Press the DO button on the TDC-8 when you have reached the end of the route. If the end is the last inter-
section, remember to press the button as you depart the intersection. This ends the run and the TDC-8 stops
collecting data until you press the DO button again, signifying the start of a new run.
You may turn around and collect data in the other direction. In this case you press the DO key when you go
by the first intersection (the END node of the previous run), press the New Link button as you go through
each of the nodes, and press the DO button to end the run when you get to the last node (the START node of
the previous run).
It is important to understand that the various runs in the two different directions are not going to be com-
bined in any way in the software. Travel times and other statistics have no meaning unless they represent
travel along the same route, in the same direction. However, it is usually useful to collect data in both
directions, and if you use the same nodes for both directions, you will not have to enter the names of the
nodes twice later in the office. The software lets you enter the node names once, and then copy and reverse
the order for the runs in the other direction. For this reason, we always suggest that you collect data in both
directions, and use the same nodes for both directions.
Note: Remember that you press the DO button to start and stop a run. You press the New Link button
for nodes in between.
Step 8 ? Make More Runs
Repeat Steps 6 & 7 until you have completed the session, then just turn the TDC-8 off. There is consider-
able debate on how many runs you should do to have statistically significant data, but the general consen-
sus is that at least 3-5 runs in each direction are necessary, with the more runs the better.
T2.6
Tutorial 3 ? How to Process Run Data from a TDC-8
T3.1
Tutorial 3
How to Process
Run Data from a TDC-8
PC-Travel for Windows Reference Manual
 How to Process Run Data in a TDC-8
This tutorial is about how you get the data collected in the TDC-8 into edited runs.
Since you probably don?t have a TDC-8 with travel time data in it lying around, we?ll fake it a bit for this
tutorial.
Select Convert TDC-8 Travel Time Data from the File menu in the Study Summary screen. The Select
TDC Data screen is displayed, as shown in figure T3.1 below.
Figure T3.1 ? Select TDC Data
This screen shows any files with a .tdc extension, which are text-like files you get if you store the data
downloaded from a TDC-8 count board. The install routine created a folder called TDC Data Files and
copied a file called Test1.tdc to that folder.
The left side of the screen shows the familiar tree layout of your computer, with the TDC Data Files folder
selected. The upper right window shows that there is only one file in it now, called Test1. The file was
created on 4/13/90 and has 3 studies in it.
The File Details window shows more info about the three studies, such as the Site Code, Date and Time,
and the number of Runs in each study. The file details help you pick the correct File Name to process.
Since there is only one file, that decision is easy.
Click Select to select the Test1 file.
T3.2
The next screen you see is the same screen you would have seen if you had read the TDC-8 counter with
this data in it. There is another screen that helps you connect the TDC-8 properly and dump it, but that
screen is pretty simple (and almost identical to the screen in PETRA if you happen to have that software) so
it isn?t shown in this tutorial.
Figure T3.2 ? Process Runs in Temp Folder
You have collected data with the TDC-8 counter. That data has no real resemblance to the run file format
the software needs. This screen attempts to solve the following problem:
What is the simplest procedure for an experienced user to take the data from the counter
and end up with proper PC-Travel for Windows runs that can be built into studies?
When you read the data from your TDC-8, the data in the counter is read into a temporary file and auto-
matically stored in the TDC Data File folder (as specified in the Preferences screen). At this point, you can
clear the counter and go do other studies with it.
The program then processes the data in the temp file into individual runs and stores them in the Temp
folder, (again as specified in the Preferences screen). Each run is given a unique name using the following
naming logic:  SxxxRyyy-CCCCCCCC-N, where xxx is the study number, yyy is the run number, CC... is
the site code from the data, and N is a number that is used to break ties in case two runs have the same
other specs.
The program then displays the screen shown above. The large window on the left side of the screen shows
the runs from the counter named using the convention just described. The background color alternates to
separate runs from different studies.
You can see in this example that the first study just has one run, the second has four, and the third has two.
Let?s pretend the field notes show that the first run was just for practice. The next four runs were good runs.
Runs 1 & 3 were northbound, 2 & 4 southbound. The last two runs were done at a different location, first
westbound, then eastbound.
This is the starting point. The ending point will be when all of the temporary runs have been renamed and
moved into a new or old Study Group. This is a four step process. While it isn?t necessary to do the opera-
tions strictly in the order shown, it is probably a good idea to do it that way for a while until you feel
comfortable with the process.
Tutorial 3 ? How to Process Run Data from a TDC-8
T3.3
PC-Travel for Windows Reference Manual
1 ? Enter Base Name in Template
The Base Name is just a name that helps you identify a run as belonging to a group of similarly named
runs. From the field notes (continuing the example from the last page), we know the first five runs were
done on Fowler Ave., so we?ll name all of these runs with a Base Name of Fowler Ave. Enter Fowler Ave.
in the Base Name text box. Leave the Dir set to NB (northbound) and the Run # to 001.
2 ? Select Runs then Click Rename
Study 1, Run 1 was just for practice, according to our notes. Runs 1 and 3 of Study 2 are northbound runs.
We want to select them. Click on S002R001... and S002R003... then click on Rename. The names change
to match the new name convention.
3 ? Select Study Group
We want to move these two runs into a Study Group, but there isn?t a Study Group we want to use. We
need to create a new Study Group for these runs (and later for any studies built from them). In the Current
Study Group text box, type Fowler Ave NB then press Enter. This creates a new Study Group, which is
shown in the List of Study Groups. Click on the new Study Group to select it (you can see it is selected
because the folder is ?open?).
Figure T3.3 ? Select Study Group
Your screen should now look like the one shown above. The runs with the new names are selected and the
destination Study Group is shown in the Current Study Group text box.
4 ? Click Move Runs
You are ready to move the runs to the new Study Group. Click the button on the far right labeled (4) Move
Runs. The two runs disappear from the List of Runs, showing that they have been moved.
T3.4
That takes care of the northbound runs. Now you have to do the same thing for the southbound runs. Since
we already went through it once, I?ll just outline the procedure.
1 ? Edit the Dir field in the Run Name Template to SB, for southbound.
2 ? Select the two runs from the list (S002R002... & S002R004).
3 ? Click Rename.
4 ? Create a new Study Group called Fowler Ave SB.
5 ? Select the new Study Group.
6 ? Click Move Runs to move the runs.
This will reduce the List of Runs to three.
You can repeat the procedure for the two runs in Study 3, if you want. Since our hypothetical notes say
they were done at a different location, you should create a new Study Group for them. Just make up any
name. Put both of the runs in the new Study Group.
This leaves the single run. Since our notes say this was a practice run, then it isn?t needed. Click on Delete
to delete the run. The List of Runs is now empty. This is where you want to end up, with all of the runs
from the counter renamed and moved to study groups.
Click on the Ok button to close the Process Run screen and return to the main screen.
Note: The procedure outlined up to this point may seem confusing at first glance. Once you get the hang of
it though, you will be able to process run files very quickly.
At this point you have all of the runs from the counter renamed and moved to new study groups. The run
data is not complete, however. The runs only contain the information that was available in the TDC
counter, which includes the name, the date and time of the run, and the actual pulse data collected in the
field. There still are other pieces of data that are required before a run can be used in a study. You need to
add the node names, assuming you collected node data during the runs, and you also can add notes to the
run details to help you explain the data when you do analyze the data as part of a study.
There are two different procedures you can follow to finish editing the run data details:
1 ? Create a new study, and then edit the run details for the runs in that study. This is the most common
procedure, since most users immediately create studies and print out the analysis reports after reading the
data from the counter. This process is described in Tutorial 4 ? How to Create a New Study and then
Tutorial 5 ? How to Edit Nodes in Individual Runs.
2 ? Edit all of the runs you just read from the counter before you create any studies. This is a good
option if you plan to create the studies at a later date. You probably have the information you need to edit
the runs at hand, since you brought the field sheets with you when you read the counter. You can edit the
runs as needed, get them in really good shape, and then when you want to create the studies you won?t
have to worry about the runs at all. Some users prefer this method even if they plan to create the studies
and print the analysis reports in the same session.
The next part of this tutorial shows you how to easily select a run to edit even if that run isn?t part of a
study as yet.
Tutorial 3 ? How to Process Run Data from a TDC-8
T3.5
PC-Travel for Windows Reference Manual
T3.6
How to Select a Run to Edit
Assume that you have read a counter and processed the runs as described in this tutorial. You now have
several runs in one or more study groups. The runs are not complete yet; they still need some information
added to them (primarily the node names, but other stuff as well).
From the Main Menu, click on the Edit Run icon in the toolbar, as
shown in the figure here. This will bring up the Select One Run
screen as shown below.
Figure T3.5 ? Select One Run
There are three primary parts to this screen. The upper left window shows the familiar tree diagram of your
Study Groups with the current Study group highlighted.  The upper right window shows the runs that are in
the highlighted Study Group. The name, date, time, and type of run are shown for each run. The bottom
window shows additional information about the run that is highlighted in the upper right window.
The highlighted Study Group probably isn?t the correct Study Group; you probably want to navigate to one
of the new Study Groups you created when you processed the runs in your counter. If you followed the
tutorial then you should have a folder under the Samples folder called Fowler NB. Click on that folder and
you should see the screen shown in Figure T3.5.
There are the two runs you created earlier. The first run, Fowler - NB - 001 is highlighted. There are no
Node Names or Notes, so those sections are blank in the lower window. This is the run you want to edit, so
click on the Select button at the bottom of the screen.
This brings up the Run Details screen shown in Figure T3.6.
Figure T3.4 ? Edit Run Icon
Figure T3.6 ? Run Details Screen
Tutorial 5 explains in great length how you can edit the Node Names on this screen, so that information
won?t be repeated here. Once you are through editing the run, you click on the Save button. This will bring
you back to the Select One Run screen shown in Figure T3.5, where you can select another run to edit.
You can systematically edit each of the runs in the Study Group, and then go to another Study Group
(Fowler SB in this case) and edit each of the runs in that Study Group. When you are done you will have all
of the runs completely edited and ready to be added to studies.
Tutorial 3 ? How to Process Run Data from a TDC-8
T3.7
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T3.8
Tutorial 4 ? How to Create a New Study
T4.1Tutorial 4
How to
Create a New Study
PC-Travel for Windows Reference Manual
 How to Create a New Study
This tutorial shows you how to create a new study from runs you have previously collected and stored on
your computer.
In this case, we will create a study using three Before runs from the sample data that is installed with PC-
Travel for Windows.
Run PC-Travel for Windows. You will see the
Startup Options, as shown here.
Click on the top, right button which is labeled
Start a New Travel Time Study.
Note: If you are already in the program, you can
select File: New from the main menu, or click on
the first toolbar, labeled NEW, at the top of the
screen.
You will see the screen shown in the figure below. This is a blank Study Details screen. At the bottom of
the screen are the default values for the Speed Categories, Normal Speed, and Stop Speed. Everything else
is blank.
Figure T4.2 ? New Study
T4.2
Figure T4.1 ? Startup Options
Click on the Add Run(s) button in the center of the screen. This will bring up the Select Runs screen, which
is similar to the screen shown in the figure T4.3 below. The left side of the screen shows the familiar tree of
folders, with the Study Groups folder highlighted (or whatever you have set as the Study Group Root
Folder in the Preferences).
Figure T4.3 ? Add Runs
Click on the study group named Sample Files in the tree, which is where the runs we want are located. The
window to the right shows the six runs that are in that study group.
We want this study to be just the Before runs from that group. We previously had cleverly named the runs
with Before and After suffixes, so it is easy to find the Before runs. Click on each of the three Before runs
in the list. The runs you select are highlighted as you click them. Your screen should now look like this.
Figure T4.4 ? Select Runs
Tutorial 4 ? How to Create a New Study
T4.3
PC-Travel for Windows Reference Manual
These are all of the runs we want for this particular study, so click on the Select button. The Select Runs
screen disappears, and the Study Summary screen now shows the three runs we just selected. Your screen
should look like this:
Figure T4.5 ? Runs Added
The top of the screen, right above the Name label and text box, shows the Study Group as Sample Files,
which is where the runs are located. The assumption always is that the study will be stored in the same
study group as the runs.
You can view the Run Details of each or any of the runs by highlighting the run and clicking on the Run
Details button. If these runs came from data just read from a TDC-8, then you would need to edit each of
the runs and give them new names, check the node names and distances, etc. (See Note below).
Notice that the View button in the lower right corner is red. This indicates that you should check the study
node distances to make sure the current distances are ok.
Click on the View button now. Notice that all of the distances have green backgrounds. That means that for
each node, all of the run distances for that node are
close to the same distance. In this case, you don?t
need to do anything with these distances. The
distances in the Current column are fine as well. So
just click the OK button to go back to the Study
Details screen. If these runs came from data just
read from a TDC-8, then there is a good chance
that some of the node distances would be incorrect
and you would need to edit the distances.
Note: See Tutorial 1 pages T1.7 to T1.10 for a brief overview of how you can edit the runs
in the Run Details screen and then how you can manipulate the node distances on this
screen.
Figure T4.6 ? Run Distances
T4.4
Figure T4.8 ? Name Closeup
Figure T4.9 ? Save Confirmation
Tutorial 4 ? How to Create a New Study
T4.5
Figure T4.7 ? Notes
The last few things you need to do are to add any notes, give the study a name, and then save it.
Type any notes in the Notes window. Remember that
whatever you type will be saved with the study and
printed at the bottom of the Study Summary report.
Ask yourself, ?What would I want to remember about
this study in 6 months that isn?t obvious from the
data??.
The study is just about ready to save. Check everything on the Study Summary screen. Make sure the
Speed Categories, Normal Speed, and Stop Speed are what you want for this study. You can change any of
these parameters simply by editing the text boxes.
Finally, click in the far left corner of the Name text box at
the top of the screen, and type in the name you want to
give to this study. Make the name as descriptive as neces-
sary so that you can tell what the study is about from the
name alone. In this case, the name is simply the main
road, Bandout Blvd., and the fact that these are the Before runs. The name will often, but not always, be an
elaboration of the names of the runs in the study.
When you have entered the name in the text box, click on the Save icon on the toolbar, or select File:Save
Study Now from the main menu.
A confirmation window pops up asking if you
want to save this study. It shows the name of the
study and the study group. Click on Yes to save the
study. If you realize the name or the study group is
wrong then click on No.
The study is now saved on your computer in the
study group shown at the top of the screen. You
can now view the data or print reports.
Summary
This tutorial gave you a quick introduction to the process of creating new studies. You saw how to Add
existing runs to a blank study, edit the basic parameters for the study, and name and save the study.
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T4.6
Tutorial 5 ? How to Edit Node Distances in Individual Runs
T5.1Tutorial 5
How to Edit
Node Distances
in Individual Runs
PC-Travel for Windows Reference Manual
T5.2
 How to Edit Nodes in Individual Runs
Travel-time studies would be pretty simple to do and analyze if it weren?t for the nodes; you could simply
time how long it took you to drive from the start to the end of the route and that would be your travel time.
But that doesn?t give you enough information. You need to know the statistics on a node to node basis.
That is how you find the intersections that are causing the biggest delays. But dealing with the node infor-
mation is annoying at best. Not only do you have to be very diligent when you collect the data so that you
press the New Link button accurately at each node, but you also have to type in the names of all of the
nodes into the software so that the reports will make sense. This tutorial shows you how to use some of the
advanced features in PC-Travel for Windows to edit the node distance names and distances in your runs, to
make it as easy as possible.
Figure T5.1 ? Run Details
This is the Run Details screen. It shows just about everything we know about a particular run, including the
node names and distances if this run is a Primary run (remember, a Primary run is a run where you col-
lected node distance information in the field and want to use it to find the node distances for the study).
Most of this screen has been discussed before, in Tutorial 1 - Introduction to PC-Travel for Windows (see
page T1.7).
This tutorial will deal with the information shown in the lower left part of the screen, the window labeled
Node Names and Distances. This is where you enter the names of the nodes, either by typing in the names
(but just once) or copying the names from other runs (the preferred method). You also can insert and delete
nodes in the data, and trim the start or end of the run to make the nodes line up. These options will be
explained in detail in a little while.
For this tutorial, just read the text. It isn?t necessary to follow along on your computer. These opera-
tions permanently alter the runs, and that might confuse you if you then try to use the same runs in
another tutorial.
In order for a study to analyze correctly, all of the runs in the study must start in the same place, end at the
same place, and go in the same direction. This sounds simple, and usually is, but occasionally a mistake is
made during a run and a node is missed, or an extra node is added, or the run is started at the wrong place.
You could just ignore this run, but as you?ll see, you may also be able to fix it.
The Node Names and Distances window in figure T5.1 has two sections:
The top shows the node names and distances. The Node Names section have a white background, which
means you can edit the names simply by typing over the existing names. The distances have a gray back-
ground. Those values are calculated from the pulse data collected by the TDC-8, and can?t simply be edited
by typing over them (although, as you?ll see, there is a way to edit them).
The bottom section has six buttons. This tutorial basically will explain how to use these six buttons.
There are three situations we will examine, each requires the use of one or more of these buttons:
Situation 1: Normal scenario where you enter the node names for runs you just downloaded from a TDC-8.
Situation 2: Your run has a missing or extra node and you want to fix it.
Situation 3: All of the runs were started and/or ended at different places (which is ok).
Situation 1: Normal scenario where you enter
the node names for runs you just downloaded
There really are two parts to this situation. The first is processing the first run, where you have to type in
the node names for the first (and last) time. The second is for other runs on the same route (even those
going in the opposite direction). We?ll call these two parts 1a and 1b, respectively.
1a ? First Run
The normal sequence with PC-Travel for Windows is the following:
? You do a study in the field and collect data in your TDC-8.
? You read the TDC-8 and create two study groups, each containing runs for one direction.
? You create a new study and add the runs from one direction.
? You enter the Run Details information for each run and re-save the run.
It is during this last item that you enter the node names. This
screen shot shows what the screen looks like before you type in
the node names. The distances are already there because they
come directly from the data. Since this is the first run you are
processing for this route, you need to type the names of the
nodes. The first line, with a distance of 0 is where you started the
run. The last line, with a distance of 9960, is where you ended
the run. This is all standard and easy to do. Just click in the text
box where you want to edit the name, and type in the name or
edit the existing name.
You will end up with something similar to this. Once all of the
names are entered, and you have edited the other information on
the Run Details screen, click on Ok to save the run information.
You now have one run with all of the node names entered; you
won?t have to type the names in again.
Tutorial 5 ? How to Edit Node Distances in Individual Runs
T5.3
Figure T5.2 ? Nodes Without Names
Figure T5.3 ? Nodes With Names
PC-Travel for Windows Reference Manual
1b ? Subsequent Runs
Once you have typed in the node names once for
a given route, you don?t want to have to do it
again, and you don?t. You can copy the names
from an existing run that has the same node names
you want. Assume you are looking at the Run
Details screen of a different run from the same
study. Instead of typing in the node names, press
the Copy button. A screen similar to the one
shown here is displayed. It shows the list of runs
in your study in the upper right hand corner
window. The first run is highlighted, and if there
are any node names assigned to that run, then they
are shown in the lower left window. You want to
highlight the run that has the node names you
want then click on Select. You will then pop back
to the Run Details screen with the node names
copied to the appropriate fields. Then you can save the run.
You can follow a similar sequence when you create the second study with the runs going in the opposite
direction, with a couple of minor additions. The first run of this new study will not have any node names
yet. Instead of typing them in like you did the first time, you can copy the node names from a run from the
first study group. You may need to navigate to another study group to find the run you want before you
select the run. Once you are back in the Run Details screen, you will have the node names on the screen
but they will be in the wrong order. Click on the Reverse button to flip the names from top to bottom.
Save the run, and then you can follow the sequence in 1b described above for the rest of the runs in that
study using this first run as the source for the node names.
Using the procedures described in 1a and 1b above, you can add node names to all of your runs, and you
just have to type in the names once for each route.
Situation 2: Your run has a missing or extra node and you want to fix it
Sometimes, however, you may find that there are problems following the procedures outlined above
because one or more of the runs don?t have the proper number of nodes. It is easy to miss a node while
collecting the data; you are busy driving and you may not hit the pushbutton properly so the node isn?t
entered. Or you may accidentally press the pushbutton when you shouldn?t, which adds a node that doesn?t
belong there.
You have three options when you discover a run has the wrong number of nodes:
1 ? Make the run a Secondary run, which effectively ignores the node information in the run.
2 ? Adjust the run node distances on the Node Distances screen before finding the averages.
3 ? Fix the node information in the run.
The first choice is actually the easiest and usually the best solution. The node distance information in any
one run is only used to help find the average node distances for the study (which is done in the Node
Distances screen accessed from the Study Summary). All statistics found in the software use the study node
distances. So, if you have a study with several runs, and one of the runs has bad node information, then the
simplest solution is to change the run type to Secondary (on the Run Details screen, see Fig T5.1). This tells
the software to skip that run when it shows the node distances in the Node Distance screen, and the bad
node information will not affect your data in any way.
T5.4
Figure T5.4 ? Copy Node Names
The second choice works if you are missing one or two nodes in a run. With this option, you use the tools
available in the Node Distances screen to adjust the node distances shown for the runs so that the nodes in
the bad run line up with the equivalent nodes in other runs. This is explained in detail in Tutorial 6: How to
Find Node Distances in Your Study. This is also a perfectly good option.
The third choice is for when it isn?t practical to use the first two choices. If your study only has 2 or 3 runs,
then skipping one or two of them would make the averages of the node distances less accurate than you
might like. If your run has extra nodes, then it isn?t easy to use option 2. Or, you may just decide that you
want the runs to be as accurate as possible. For these cases, you can almost always fix the bad runs so that
the node information is accurate.
How to Delete A Node
Assume that in one of your runs you accidentally hit the New
Link button, which added an extra node to the data. When you go
to the Run Details screen you see that instead of the expected six
nodes, there is a seventh. A little comparison to the other runs
makes it clear that the problem is the third node, at 1004 feet. That
node shouldn?t be there. There aren?t any node names yet, since
you want to have the proper number of nodes before you copy the
names from another run.
Click on the text box in the third node line. Then click on the
Delete button. The third line (along with the distance) disappears
and there now are six nodes, which is correct. You can now copy
the names from another run and proceed as normal. The software
edited the data point that had the node information at 1004 feet and removed the node marker. When you
save the run, you make the change permanent.
How to Insert a Node
Assume that in one of your runs you missed a node. When you go
to the Run Details screen you see that instead of the expected six
nodes, there are only five. A little comparison to the other runs
makes it clear that the problem is that the third node is missing;
the other runs have a node around 2040 feet and this run doesn?t.
We can fix that.
Click on the text box on the third node line, then click on the
Insert button. A new line, along with a blank distance, is inserted
in the third node position.
We know the missing node is about 2040 feet from the start. Click
on the blank white text box in the distance column and enter
2040.
You now have the proper number of nodes for this run, so you
can copy the node names from another run and proceed as nor-
mal. When you save the run, you make the change permanent.
If you immediately go back to the Run Details screen you may see
something that seems odd. The distance that you typed in, 2040,
has changed to 2051. This is normal. In fact it is unavoidable.
Tutorial 5 ? How to Edit Node Distances in Individual Runs
T5.5
Figure T5.5 ? Delete a Node
Figure T5.6 ? Insert a Node
Figure T5.7 ? Add Node Distance
PC-Travel for Windows Reference Manual
Remember that node markers are embedded in the pulse data, and
that the pulse data is stored every second. The software can only
find distances on a second by second basis. When you inserted a
node and typed in the distance, the software searched for the data
point that contained the distance you entered. It then added a node
marker to that data point. Later, when the software scanned the
pulse data to find the node distances, it found the new marker, but
used the only distance it knew, the distance traveled up to that
point, as the node distance. This probably doesn?t exactly match what you entered. But it is as close as the
system allows, and normally is more than accurate enough. (For a more complete discussion of how dis-
tances are measured, see Appendix 2).
Situation 3: All of the runs were started
and/or ended at different places (which is ok)
The first two situations discussed dealt with handling mistakes that were made while collecting travel time
data, specifically missing nodes or adding nodes. The third situation deals with editing runs that are done
using a data collection procedure that is fairly common, but could cause problems if not handled properly.
One of the primary requirements for a successful travel time study is that all of the runs must start at
the same place. All distances in PC-Travel for Windows are calculated from the start of the run. If the
starting point of each of the runs in a study varies, then the study statistics won?t make any sense.
You start a run by pressing the DO button on the TDC-8. Most users set up their route and add a node
(usually an intersection) before and after the main route. They start each run at the start node and end each
run at the last node. Since each run starts at the same place, everything is fine.
To start the run at the first node, you really have to be driving at the proper speed some distance in advance
of the first node when you start the run. It is a little easier to press the New Link button, which is in your
hand and doesn?t require you to take your eyes off the road, than the DO button on the counter. For this
reason, some users, especially those who have used PC-Travel for DOS, like to start the run without the
requirement that the driver press the DO button exactly at the right place. The idea is that the driver starts
the run anywhere in advance of the first node of interest, then accurately marks the nodes using the New
Link button, and then ends the run anywhere after the final node of interest.
In PC-Travel for DOS, the software had a feature called Ignore First Link and Ignore Last Link. If the
Ignore First Link was chosen, the analysis software didn?t start the run where the user pressed the DO
button, but rather with the first node. Similar logic was used for Ignore Last Link. This feature was used by
only a small percentage of users, but caused a lot of confusion. It was left out of PC-Travel for Windows.
However, the idea of starting and ending the runs somewhat randomly has some merit, if only from a safety
point of view, so we wanted to support those users who wanted to collect data that way.
If you start a series of runs at different places, but always have the first link at the same place, then essen-
tially you want the software to ignore the data from the start of the run to the first node. Instead of ignoring
it, we let you delete it. This is where the Trim Start and Trim End buttons are used.
T5.6
Figure T5.8 ? Node Added
How to Trim Runs
Assume you have collected data as discussed above, so that the
first node distance varies from run to run in this study. Also, the
last node distance isn?t important either because it varies from run
to run. This is shown in the first screen shown here.
Click on Trim Start. The first node line is erased and the dis-
tances adjusted so that the first node starts at zero. The software
deletes all of the data points from the start of the run up to the
data point with the first node marker.
Click on Trim End. The last node is erased. The software deletes
all of the data points from the end of the run back to the data
point with the last node marker.
You need to do this for each of the runs in the study. All of the
runs  now start and end at the same place.
T5.7
Tutorial 5 ? How to Edit Node Distances in Individual Runs
Figure T5.9 ? Trimmed Runs
Figure T5.8 ? Trimming Runs
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T5.8
Tutorial 6
How to Find
Node Distances
in Your Study
T6.1
Tutorial 6 ? How to Find Node Distances in Your Study
PC-Travel for Windows Reference Manual
T6.2
 How to Find Node Distances in Your Study
Nodes are an important concept in PC-Travel for Windows. Every study, like the runs that it is made from,
starts at one well-defined point and ends at another, and usually has nodes in between (see Figure T6.1).
These nodes are usually cross streets, but can be anything that is easy to see while you are driving.
The program needs to know the names of each of the nodes and the distance that each node is from the
starting point. Various statistics are calculated, displayed, and printed in the reports not just on the entire
route, but on a node to node basis as well.
Since node names and distances are so central to the operation of the software, it is important that you
understand how you find the most accurate distances for your studies (the names don?t cause much confu-
sion). That is the purpose of this tutorial. You will learn how to find the best possible node distances for
your study. Before you get to the software, however, you need to understand some of the concepts in-
volved.
There are basically two methods you can use to find the node distances:
1 ? Collect node distance information while you do the travel time runs by pressing the
New Link button as you pass each node point during a run.
2 ? Measure the node distances accurately in some way independent of the travel time data
collection, and then manually input the distances into the software.
Since the first option is by far the most common method used, it will be discussed first.
Use Node Data From Runs
You may ask, ?What?s the problem? I drive the route and press the New Link button at each node. The
software should be able to calculate the node distances from the run data.? Basically, this is true. But there
are two problems. One is the fact that the node distances found from the data stored in the TDC-8 are not
very accurate. Appendix 2 ? How Distances are Measured explains this in detail. The second is that the
nodes are recorded by people, who don?t always press the New Link button at the proper place (and
sometimes forget to press the button at all). The result is that the node distances for any one run are often
inaccurate.
Since a typical travel time study requires multiple runs, you have multiple opportunities to measure the
same node distances. Assume you did five runs in a row. You pressed the New Link button at each node
during each run. There is some error in each node distance caused by the inherent error in the way the
distances are stored in the TDC-8, plus the error associated with you trying to push the button at exactly the
same place each run. Each node distance may have some error inherent in the measurement, but the
average of the five node distances is probably pretty accurate, or at least more accurate than any one run
you might pick.
Figure T6.1 - Typical Route with Nodes
Start Node 1 Node 2 Node 3 Node 4 End
Data Route
The idea of averaging the node distances from all of the runs is the basis for the Node Distances screen
used in PC-Travel for Windows. The more runs there are that have node distance information, the more
accurate the averages will be. This leads to two of the fundamental rules for collecting good travel data:
1 ? Press the New Link button at each node on every run you do. This is fairly easy to do. You are out
there anyway, so you might as well collect the node information for each run.
2 ? It is better to not hit the New Link button at all for a node, then to hit it several seconds late.
Sometimes it is impossible to press the button just when you want to, especially if you are doing the study
by yourself; the traffic may keep you busy as you pass the node. Just skip the one node. You?ll probably
have several measurements for that node by the end of the day. However, if you know you mis-timed a
node, make a note on your field sheet at the end of the run so that you can deal with it later back in the
office.
When you read and process the data in the TDC-8, you create runs from the data and store them in a Study
Group. You edit the parameters of each run in the Run Details screen (See page T1.7). If you designate the
run as a Primary run (which only means that you collected node information in the field and you want the
software to use it) then the run has node names and distances for you to enter or edit.  The names are
entered manually or copied from other runs. The distances are found from the pulse data collected in the
TDC-8. Occasionally you need to fix bad node information in the run. Tutorial 5 ? How to Edit Nodes in
Individual Runs explains how to do this. When you save the run details, the node information is ready to
be used in a study.
Once the runs are created and edited as needed, you create a study using some or all of those runs. Before
the software can find the statistics for the study, which include statistics on a node-to-node basis, it has to
find the node distances that will be used in that study. That is done, with your help, on the Node Distances
screen.
First, you need to run the software and open a study so you have data to use.
1 ? Run PC-Travel for Windows and from the Startup Options screen, select Open Existing Study.
2 ? If necessary, navigate to the Sample Files study group.
3 ? Click on Bandout-Mixed Runs from the list and then click on Select. You?ll see the Study Details screen
as shown below in Figure T6.2.
4 ? Click on the View button in the Node Distances window. This will bring up the Node Distances screen.
Tutorial 6 ? How to Find Node Distances in Your Study
T6.3
Figure T6.2 ? Study Summary Screen
PC-Travel for Windows Reference Manual
Figure T6.3 ? Node Distances Screen
The Node Distances screen shown above shows the Names of the nodes and the Current distances as-
signed to each node for this study on the left side of the screen. Ultimately, the only thing that matters is
that the Current column has the best possible distances. The names and distances default to the values of
the first Primary run. The distances are often close enough to use. However, these rarely are the best
possible distances. There are several ways to get these better distances.
The right hand side of the Node Distance screen shows the node distances for each of the Primary runs in
the study. The Avg column is the average of all of the run distances in that row. In this case, there are six
runs (only five are visible without scrolling).
Notice that most of the numbers have a green background, and two have red backgrounds. Each number
should be close in value to the other numbers in the same row, since they represent the attempt of the data
collector to mark the same node. The software compares each distance to the value in the Avg column. If
the two distances are close (within 500 feet by default, but you can change this in the Preferences screen,
see Appendix 1) then it shows a green background. If it isn?t close, then it shows a red background.
Look at the two red values in Run 5. It is pretty clear what happened here. The data collector missed the
node at Bresnahan/Mistic. This makes the other two distances below that node out of place. The 7408 that
is now in the Bresnahan/Mistic space should be in the Braun row, and the 9917 should be in the [End] row.
Note: When this run was first created, the missing node could have been inserted in the Run
Details screen; then this screen would have all green entries. Alternatively, you could go
back to the Run Details screen for run 5 and set the type to Secondary. Then the run
wouldn?t show up on this screen at all. You usually have several different options available
to you to deal with bad or missing nodes. The best option is the one that gives the software
the most node distance data points to average, since that will give the most accurate results.
Therefore, as the best option we always recommend fixing the runs by inserting or deleting
nodes as needed. As the next best option, adjust the node distances on this screen as shown
in this tutorial. Finally, if all else fails, make the run a Secondary run. This is the least
desirable since it eliminates all of the node distances for that run from the averaging
operation, not just the one or two bad ones.
T6.4
Assume that you don?t want to fix the run, but you want the distances that are out of place to be put where
they belong. You can do this easily. Just follow along:
1 ? Click on the number 9917. A solid border appears around the
cell.
2 ? Point the cursor at the bottom of the cell, right on the line. The
cursor will change from a cross to an arrow.
3 ? Press and hold the left mouse button and drag the cell down
one cell and let go of the mouse button.
4 ? The 9917 cell is now one row lower.
5 ? Repeat steps 1-4 with the number 7488.
We now have the distances in the proper rows. There is a blank
entry, but that is ok. The software will ignore it.
Click on Recalc Avg. The values in the Avg column change, and
now all of the numbers have a green background.
Click on the Copy Avg to Current button. The values in the Current column now match the Avg column.
These values are now the best we can get from our data, and are probably more accurate than just choosing
the distances in any one run.
When you are happy with the values in the Current column, click Ok. If you get the distances all messed
up, just hit Cancel to go back to the Study Summary screen without making any changes.
The new distance values in the Current column are not a permanent part of the study yet. If you want to
save the new values with the study, then click on the Save icon in the Study Summary screen. The new
distances, plus any other changes to the study you have made, are saved.
This whole procedure may seem a little cumbersome, but if you don?t want to fiddle with the node dis-
tances you usually don?t have to. If you prepare the runs properly you will see only green values when you
first see this screen. If there are some red values, you still have several options. You can go back and fix the
runs that are causing the problems, which is probably the best option. You can make one or more of the
runs Secondary runs so that they don?t show up on this screen. Or you can use the procedure described
here to move the distances around so that the distances are in the correct rows.
You can?t solve all bad node problems by moving node distances around. If you have a run with an extra
node, then you really need to fix it by deleting the node in the Run Details screen. Also, if there are the
proper number of nodes, but the distance is way off because the driver hit the button very late, then you
also need to fix that in the Run Details screen. However, the most common problem is a missing node,
which is easy to adjust for on this screen.
Please realize that you are not permanently altering the node data in the runs in any way. All you are doing
is temporarily moving the node distances to different rows on this screen so that you can find the best
possible average distance for that node. The only way to permanently fix node problems is in the Run
Details screen.
Tutorial 6 ? How to Find Node Distances in Your Study
T6.5
Figure T6.4 ?
Select and Move Node Distances
PC-Travel for Windows Reference Manual
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T6.6
Tutorial 7
How to
Edit Sensor Data
Tutorial 7 ? How to Edit Sensor Data
T7.1
PC-Travel for Windows Reference Manual
 How to Edit Sensor Data
There may be times when your data needs editing. Usually there is an
apparent problem with one of the graphs. Instead of the nice smooth
variations in speeds that you normally see, you see uneven jumps, as
shown in this screen shot of a Speed Profile for a run (which you can
see by clicking on the PLOT button on the Run Details screen). This is
real data sent to us by a user. It is pretty clear that something weird is
happening in the 500-1000 foot range. The rest of the graph looks
fairly typical. There is a normal looking slow to a stop, probably at a
stop light, at the 2000 foot mark. The rest of the graph looks ok. Still,
that funny looking data is likely to cause the statistics to be off.
This tutorial will show you how you can edit the sensor data in your
runs to eliminate some problems you might find. This is a read-along
tutorial, you don?t have to follow-along on your computer.
Let?s take a closer look at the sensor data that makes up this run.
In the Run Details screen, instead of the PLOT button, you click on the EDIT button.
Figure T7.2 ? Edit Sensor Screen
T7.2
Figure T7.1 ?
Problem Sensor Data
This is the Edit Sensor screen. The graph is a Speed vs Time plot of the sensor data collected in the field
during one run. Each data point is one second of data. You can scroll through the data using the scroll bar.
The graph shows 50 seconds of data at a time.
Here you can see that there is a sharp spike at 41 seconds, a small spike at 46 seconds, another large spike
at 51 seconds, and another small spike at 56 seconds. The rest of the data on this screen looks ok.
We know that cars can?t go from 20 MPH to 40 MPH in one second, so there clearly is a problem here. The
first impulse might be to distrust all of the data and go back and re-do the data collection. You don?t neces-
sarily have to do this, however. You might be able to edit the data so that it is usable.
Note: When you modify the data using the options on this screen you are modifying a copy
of the data stored in the run. To make the changes permanent you must click on the SAVE
button on the Run Details screen, which is where you go when you exit this screen. You also
might add a note to the run before you save it to explain that the data was edited.
The Edit Sensor screen gives you three ways to modify the data:
1 ? De-Spike
2 ? Smooth
3 ? Edit individual data points.
De-Spike Data
The De-Spike option is very simple. When you click on the De-Spike button, the software scans through
the data looking for patterns that look like spikes.
A spike is defined as a 3 consecutive data points, S1, S2, & S3, that have one or more of the following
characteristics:
1 ? S2 - S1 > 20 (MPH)
2 ? S2 - S1 > 10 AND S3 - S2 > 10 (MPH)
These definitions may change as we get more experience with real
data.
The software scans through the data. When it finds a spike, it replaces
the middle data point (S2) with the average of the other two points.
The software then continues on until all of the data has been scanned.
The graph is then updated to show any changes.
Figure T7.3 shows how the data in Figure T7.2 looks after it has been
De-Spiked. Notice the spikes at 41 seconds and 51 seconds are gone.
There still is a little spike at 46 that looks a little odd. This can be
taken care of with either of the other two editing options, smoothing,
or actual editing of the data points.
Tutorial 7 ? How to Edit Sensor Data
T7.3
Figure T7.3 ? De-Spiked Data
PC-Travel for Windows Reference Manual
Smooth Data
Sometimes the data looks a little jerky, instead of nice and smooth like it should. After all, cars make fairly
smooth transitions from one speed to another, the large mass of the car makes it difficult to do anything
else. If you smooth out the data a bit, it will more closely represent what the car was actually doing on the
road.
Smoothing Factor
Notice that below the Smooth button is a text box labeled Factor. This setting tells the software how much
smoothing should be done. The lower the setting, the greater the smoothing effect. The default is 2, which
seems to work reasonably well, but you can change it as you see fit. Values above 5 don?t do much at all. A
value of zero will smooth every point. The factor essentially tells the software how much of a difference
there must be between consecutive data points before a point should be smoothed.
When you click the Smooth button, the software scans through the data and finds the difference in speed
between consecutive data points. If it is greater than the Smoothing Factor, then that point is set to the
average of the two points around it. The software then continues through the data until all of the data has
been scanned. The graph is then updated to show the new data values.
This screen shot shows the result of smoothing the data once, with a
setting of 2. Notice how much, well, smoother, the data looks. That
annoying little spike at 46 seconds is also gone now.
You can run the smoothing routine several times. Just click on the
Smooth button again. The software will make another pass through
the data and smooth points as needed.
You also can change the Smoothing Factor and continue to smooth
the data. But be careful, if you do too much smoothing, the speed
profile can change significantly. Like many things, a light touch is
best.
Figure T7.4 ? Sensor Data Before Smoothing
T7.4
Figure T7.5 ? Smoothed Data
Edit Data
If you only have a few data points that don?t seem right then you can directly edit those points.
To select the data point to edit:
Click on the point you want to edit. The point turns green. Figure
T7.6 show a selected point from the same data we used in the other
examples. Here, we?re going to get rid of that little spike in the data at
46 seconds.
Notice the text box labeled Speed now shows the
number 12, which is the speed of the point shown
in green. The Time shows 46. The box is in gray
because you can?t edit that number directly.
To edit the data:
Click on the Speed text box and type in the new speed you want. Press the Enter key when the speed is the
value you want. The graph updates to show the data point at the new value.
Or
Click on the green point, hold the left mouse button down, and drag the point to the new speed value, then
release the mouse button. The Time and Speed boxes now show the new values.
Figure T7.7 shows the graph after editing the data point at 46 seconds
from 12 to 2. The graph now looks a little more realistic. The value in
the Speed text box now shows the new value.
You can use this option to clean up the occasional
data point that seems out of place.
Tutorial 7 ? How to Edit Sensor Data
T7.5
Figure T7.6 ? Selected Data Point and Values
Figure T7.6 ? Edited Data Point and Values
PC-Travel for Windows Reference Manual
How Does Data Get Spikes?
You might reasonably ask, ?How does data get spikes like these in it??. The answer is it doesn?t, unless
there is a problem with the sensor, or with the way the sensor is installed.
The transmission sensor picks up signals that are designed to go to the speedometer electronics of your car.
The sensor sends those signals (through wires) to the sensor electronics where the signal is amplified,
conditioned, and passed on to the TDC-8.
Assuming everything is working properly, if 10 pulses are detected on the speedometer cable, then 10
pulses are delivered to the TDC-8 (it?s not quite that simple, but for the sake of this argument, pretend it is).
All the TDC-8 knows is that it is supposed to count the number of pulses, so if extra pulses are added to
the 10 pulses, it has no way of knowing.
It is a sad fact of electronics life that all wires are small antennas, radiating signals and receiving signals
from all of the other wires in the area. It is also a sad fact that a car is a great source of spurious electronic
noise that can easily be added to the signals traveling through wires if the wires aren?t installed properly.
When you see data like the data in Figure T6.1, you can be almost certain that electrical noise from some-
thing in the car is being coupled into the signal going to the TDC-8. This causes the TDC-8 to count more
pulses than it should, which makes the speed for that second too high.
If the sensor is installed properly, according to the directions included with the sensor installation kit, then
you won?t see problems like this. But it is easy to make little mistakes installing the kits. Make sure all of
the connections are well made. If you use terminal blocks, make sure the screws are tight on the terminal
block and that the wires are crimped properly to the spade lugs. Sometimes re-routing the wires will reduce
the amount of noise coupling into the cables.
How can you avoid noisy sensor problems?
First, make sure you install the sensor kit properly. Follow the directions carefully.
Second, test the sensor before you collect any critical data. A good way to test the sensor is simply to
drive around with the TDC-8 connected to the sensor. Set the TDC-8 to Travel Time mode as if you were
doing a run. The display shows the current speed, among other things,
as shown in the image here. The speed display usually lags a little bit
when you speed up or slow down, but it should track the speedometer
on the car fairly closely. You shouldn?t see wild variations in the
speed; this may be an indication of a problem with the sensor.
Summary
There is a good chance that you will never need to edit your sensor data. Usually the data coming into the
TDC-8 is very clean. However, it is nice to know that if you do develop a noisy sensor, or a bad connec-
tion, or whatever causes the data to have spikes or jitter, that you have a way to clean up the data so that
you can use the data to produce accurate travel time studies. Don?t ignore the source of these problems
even though you can clean them up in the software. Find the cause of the problem so you won?t have to
use this option at all.
T7.6
 Travel Time Study
Run:01       Link:01
Dist=0843   Speed=27
07:12:52  L Key = 12
Tutorial 8
How to Export
Study & Run Statistics
to a Spreadsheet
Tutorial 8 ? How to Export Study & Run Statistics to a Spreadsheet
T8.1
PC-Travel for Windows Reference Manual
 How to Export Study & Run Statistics to a Spreadsheet
PC-Travel for Windows has extensive report options but some users may want to be able to generate their
own reports or use the data calculated by the software in another program. To help these users, the software
has an Export to Spreadsheet option, which allows you to export
the study and/or run statistics into one of two file formats: a
Microsoft Excel spreadsheet file (.xls), or a generic tab delimited
text file which can be used with most spreadsheet, database, or
custom designed programs. This tutorial will show you how to
export a study using a sample study included with the software.
1 ? Run PC-Travel for Windows and select Open Existing Study
from the Startup Option screen.
2 ? Navigate to the Study Group  Sample Files and select the
BANDOUT study.
3 ? Select Export to Spreadsheet from the File menu in the Study
Summary screen (see Figure T8.1).
You will then see the screen shown in figure T8.2 below.
Figure T8.2 ? Export to Spreadsheet Options Screen
There are several parts to this screen, and each part will be explained in the next few sections. This screen
allows you to choose the destination folder for the spreadsheet files, the base name of the two spreadsheet
files you can create, as well as choose which study and run statistics to export. For example, if you aren?t
interested in the fuel and emissions statistics then you don?t have to include them in the exported data.
T8.2
Figure T8.1 ? Export Selection
Export Path
The window on the left side of the screen shows the familiar folder tree which is used in many of the
screens in PC-Travel for Windows. The current export path folder is highlighted (the folder icon is shown in
an open position). This is the folder where the exported spreadsheet files will be stored. The text box
window labeled Export Path at the top of the screen shows the complete path to this folder. You cannot
edit this text window, it simply shows you the path to the folder that is highlighted in the tree.
The default value is the value stored in the Preferences screen. If you change the export path, then the new
path will become the default path the next time you run PC-Travel for Windows.
You can set the path to point to any folder on your computer. However, the folder you want must already
exist; you can?t create a new folder on this screen. Simply navigate to the folder you want to use on the tree
and then click on the folder. The name in the Export Path text box will change to show the new path.
For this tutorial, just keep reading. Don?t change the export path.
Export File Base Name
The Export to Spreadsheet normally creates two separate files, one for the study statistics and one for the
run statistics. Each file will have the same base name (the first part of the file name). The study statistics file
will be named <Base Name>- Study Stats. The run statistics file will be named <Base Name>- Run Stats.
The default base name is the name of the study. This is shown in the text box labeled Export File Base
Name when you first see the screen. You can edit the base name to anything you want if you don?t want to
use the study name. Just click in the text box and edit the name as desired. However, for this tutorial, we?ll
accept the default name, so just leave it alone.
Select Items to Include in Export
We tried to give you as much flexibility as possible when exporting study and run stats. To that end you
can select only those statistics you want to include with the exported data. You can select which study stats
to include, you can select which run stats to include, and you can select which runs from the study to
include.
The first two windows show the eleven statistics that are calculated in PC-Travel for Windows. The third
window shows the list of runs that are in the current study.
Simply click on the statistic or run name to either select it or de-select it.
The Select All and Clear All buttons let you select (with a check) or clear (no check) all of the statistics or
runs in that window.
If you are following along with the tutorial: the Export Path and Export File Base Name are set to the
default values displayed when you first see this screen. Let?s suppose we want all of the statistics included
in the exported files. Click on the three Select All buttons so that there are checks next to each statistic and
run name. Now click Create.
Note: The software remembers which statistics you selected and will place checks on those stats the next
time you display this screen. If you rarely want to include fuel or emissions stats, for example, you won?t
have to check or uncheck the stats each time you export data. Since the number of runs varies from study
to study, the run information is not stored; the software assumes you want to include all of the runs in the
run stats and sets the check marks accordingly.
Tutorial 8 ? How to Export Study & Run Statistics to a Spreadsheet
T8.3
PC-Travel for Windows Reference Manual
Figure T8.3 ? Export to Spreadsheet Statistics
Figure T8.3 shows the results after you clicked the Create button on the previous screen. The software
creates two spreadsheets; the Study Stats are shown in the upper window and the Run Stats are shown in
the lower window. Only the stats you selected are shown. You can scroll through the two spreadsheets to
make sure you have included everything you meant to include (and just as important, haven?t included
stats you didn?t want).
The Study Stats To Export format is essentially identical to the format you see in the other parts of the
software where the study stats are shown, specifically the View Study Stats option and the Overall Study
Stats report option. The nodes are listed down the screen. The various statistics go across the screen. These
are the averages over all of the runs in the study. The last line shows the totals.
The Run Stats To Export format is a little different from other parts of the software. The top of the spread-
sheet shows the name, date, time, and type (Before or After) for each run selected for export. Below this,
each run statistic selected has a section where the nodes are listed down the screen and the stats for that
node are shown going across the screen, under the appropriate run. If you selected all 11 run stats then
there will be 11 sections going down the screen. Each section is labeled to show what statistic is shown.
There are three buttons at the bottom of the screen:
Cancel Click this to exit this screen, either after you have exported the files you want, or
if you realize you made a mistake and don?t want to export files yet.
Export to Tab File Click this if you want to create tab delimited text files.
Export to Excel File Click this if you want to create Excel files.
T8.4
For tutorial followers: Click both of the Export... buttons. The software creates the appropriate files and
displays a message confirming the export files were created successfully. If there is a problem with the
export, then an error message is displayed.
Study & Run Stats: Excel Format
Figure T8.4 Study Stats in Excel
Figure T8.5 Run Stats in Excel
The two figures shown above display how the study and run stats that were exported in Excel format look
when opened in Excel. You need to clean up the formatting of the cells a bit before they look exactly like
this, but presumably you know how to do this (probably much better than we do). As you can see, you get
a pretty faithful duplication of the spreadsheets shown on the screen.
What you do with the data from this point on is completely up to you. We would be interested in learning
what you do with this data that we don?t do in the PC-Travel for Windows software. If you come up with
something you wish were incorporated into the regular software, please let us know.
Tutorial 8 ? How to Export Study & Run Statistics to a Spreadsheet
T8.5
PC-Travel for Windows Reference Manual
Study & Run Stats: Tab Delimited Format
Figure T8.6 ? Study Stats in Tab Delimited Format Opened in Excel
Figure T8.7 ? Run Stats in Tab Delimited Format Opened in Excel
The two figures shown above show how the study and run stats that were exported in tab delimited text file
format look when opened in Excel (I know, if you are going to use Excel you would probably use the Excel
format. However, we don?t have another spreadsheet program to use as an example so use your imagina-
tion). You need to clean up the formatting of the cells a bit before they look exactly like this, but presum-
ably you know how to do this (probably much better than we do).
You can also use the tab delimited text file format files in other programs, such as database programs or
programs that you write yourself in C++ or Visual Basic.
What you do with the data from this point on is completely up to you. We would be interested in learning
what you do with this data that we don?t do in the PC-Travel for Windows software. If you come up with
something you wish were incorporated into the regular software, please let us know.
T8.6
Tutorial 9 ? How to Convert PC-Travel for DOS Studies
T9.1Tutorial 9
How to Convert
PC-Travel for DOS
Studies
PC-Travel for Windows Reference Manual
 How to Convert PC-Travel for DOS Studies
PC-Travel for Windows supports studies done with the original DOS version of the program. It is a pretty
simple procedure to convert the old files to the new format.
There are three ways to get started:
1 ? You can select Convert PC-Travel for DOS Study from the Startup Options.
2 ? You can select the Convert icon from the toolbar in the Study Summary screen.
3 ? You can select Convert PC-Travel for DOS Study from the File menu in the
      Study Summary screen.
If you do one of these, you will see the screen shown below.
Figure T9.1 ? Select PC-Travel for DOS Study
This screen is used to select the PC-Travel for DOS study you wish to convert. The install program created
a folder called PCT-DOS Data Files and loaded a sample set of files. You can simply click on Select to
choose this study for purposes of this tutorial, or you can navigate through the tree to find the folder on
your computer with the study you want to convert.
The list to the right of the tree shows any .trv files in the selected folder, which are the primary study files
used in PC-Travel for DOS.
You want to highlight a study and then click Select.
T9.2
Figure T9.2 ? Select Study
This screen is used to give the new study a name and also allow you to pick or create a Study Group where
the study will be stored. The default name is the name of the .trv file and the default Study Group is the
current Study Group. Neither of these are likely to be good choices for the new study.
You can edit the name in the New Study Name text box to be more descriptive; you aren?t limited to 8
characters any more. This means you?ll probably want to change the name.
You can select an existing Study Group by clicking on the name in the tree, or you can create a new Study
Group by typing the new name into the Study Group text box and pressing enter.
The two other windows on the screen are there to help you pick unique names for the Study and the Study
Group. The top window shows a list of all of the studies in the Study Group selected in the tree.
The Existing Study Details frame shows the Run Titles and Notes of the study highlighted in the Existing
Studies in Study Group frame.
Note: Neither of these two windows have anything to do with the new study! They are only there to
help you avoid choosing a name that already exists.
Click Ok after you edit the New Study Name and Study Group text box. The software then goes through a
fairly complicated process to check the PC-Travel for DOS study you selected. It makes sure all of the files
needed are present, creates new runs from the old run files, and finally creates a new study file from the old
files.
If there is a problem with the conversion you will get an error message, otherwise you are returned to the
Study Summary screen.
Tutorial 9 ? How to Convert PC-Travel for DOS Studies
T9.3
PC-Travel for Windows Reference Manual
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T9.4
Appendix
A.1
Appendix
PC-Travel for Windows Reference Manual
 Appendix 1 ? Descriptions of the Preferences Options
A.2
PC-Travel for Windows has many options that you can set or select to help customize the software to your
own personal preferences. These options are stored on your computer and loaded into the software each
time you run the program. You view or change the options in the Preferences screens.
There are three ways to load the Preferences screens:
1 ? You can select Define/Edit Program Preferences from the Startup Options screen.
2 ? You can select the Prefs icon from the toolbar in the Study Summary screen.
3 ? You can select Preferences from the File menu in the Study Summary screen.
If you do one of these, you will see the screen shown below.
Figure A1.1 ? Path Options Screen in Preferences
The figure shown here is the Path Options screen, and is the first of the four screens in the Preferences
section. The various screens are selected by clicking on the tabs at the top of the screen. There are four tabs
? Path Options, Default Values, Report Options, and Fuel & Emissions Options.
Path Options
PC-Travel for Windows, like most Windows programs, stores data in files, and those files must reside
somewhere on your computer in folders. Where those folders are located on your computer is called the
path, and you can change the paths used in the program to suit your needs.
Note: If you are not comfortable with computer terms such as file, folder, directory, subdirectory & path
then this isn?t the place to learn it. Either find a good book on Windows (preferably) and learn how files
and folders work, or (most likely) just accept the default values the software suggests and don?t worry too
much about it.
There are five different types of files that are used in PC-Travel for Windows, and each type of file is stored
in a separate folder (or set of folders). The five paths are listed at the top of the screen.
Below the paths on the left side of the screen is a tree diagram showing how your folders are organized on
your computer. If you are familiar with Windows then you should be familiar with the way this tree works;
you can scroll around using the scroll bars and you can expand and contract the tree by clicking on the +
and - signs to the left of the folders.
To the right of the tree is some text that gives quick directions on how to set the various paths. The basic
idea is simple, you pick the file type for the path you want to change, and then you navigate to the folder
you want to use for those files.
Temp Files Path
When you read a TDC-8 counter, the data is first stored in the TDC Data Path (see below), and then each of
the runs in that data is extracted and stored with a temporary name in one folder. These runs are then
processed later in the Process Temporary Runs screen. The Temp Files Path points to this folder.
The install routine creates a folder called Temp as a subdirectory to the PC-Travel for Windows folder, and
the Temp Files Path is initially set to this folder. You probably won?t need to change this path, but you can
if you find it necessary.
Study Group Root Path
The concept of a Study Group is explained in Chapter 1, but basically a Study Group is a folder where
related runs and studies are stored. The Study Group Root Path points to the parent directory of the many
Study Group folders that you create when you do your studies. All Study Groups are subdirectories of this
parent directory. Several of the screens in the software show a tree diagram similar to the one in Figure
A1.1. The top of the tree is set to the Study Group Root Path folder so that all you can see are your Study
Groups and not your entire computer. (There are also trees like the one in Figure A1.1 where you need to be
able to navigate throughout your entire computer. These trees don?t have a root path, per se.)
The install routine creates a folder called Study Groups as a subdirectory to the PC-Travel for Windows
folder, and the Study Group Root Path is initially set to this folder. Unless you do many travel time studies,
you probably won?t need to change this path, but you can if you find it necessary.
If you do plan to do lots of studies, then you may want to create different Study Group Root folders on
your computer (such as one for each year or one for each customer if you are a consultant). Every study
you do at a new location usually ends up with two new study groups, one for each direction of travel. It
doesn?t take long to have dozens of study groups, which could result in a long list of study groups in the
tree listings. This is fine as far as the software is concerned, but may be a little awkward to use. We suggest
you initially start with the default structure that the install routine creates and see how that works. Once you
are comfortable with how the software deals with study groups, files and folders, then you can create a
system to handle your studies.
Appendix 1 ? Descriptions of the Preferences Options
A.3
PC-Travel for Windows Reference Manual
TDC Data Path
When you read a TDC counter, the data is read from the counter and stored in the folder set by the TDC
Data Path. You can then clear the TDC counter and use it for other things, even if you don?t plan to process
the travel time data immediately. At any time you can choose to process the TDC data from the Startup
Options screen (select Process Runs button) or from the Study Summary screen (select Process Runs in
Temp Folder from the File menu). See Tutorial 3 for more details.
The install routine creates a folder called TDC Data Files as a subdirectory to the PC-Travel for Windows
folder, and the TDC Data Path is initially set to this folder. You probably won?t need to change this path,
but you can if you find it necessary.
PC-Travel DOS Path
If you have used PC-Travel for DOS (the predecessor program to PC-Travel for Windows) to create travel
time studies then you can convert those studies into PC-Travel for Windows files very easily. See Tutorial 9
? How to Convert PC-Travel for DOS Studies for complete details.
The PC-Travel DOS Path points to the directory where you have your studies stored. The install routine
creates a folder called PCT-DOS Data Files under the PC-Travel for Windows folder and puts a set of PC-
Travel for DOS sample files in that folder.
If you have PC-Travel for DOS studies on your computer that you might want to convert (you may do a
study on the same route and want to do a before and after analysis) then you probably would want to
change the path to point to the directory where the studies are stored. If you have many different directories
with study data, then you should pick a folder that is a parent to those directories so that when you go to
the Select PC-Travel for DOS Study screen, the tree will start at the parent directory and show the directo-
ries with the studies under it.
If you don?t have PC-Travel for DOS studies to convert, then ignore the setting completely.
Export to Spreadsheet Path
A feature of the PC-Travel for Windows software is the option to export the study and run statistics calcu-
lated by the program to file formats that can be processed with other software programs. You can export to
a Microsoft Excel spreadsheet file format (.xls) or to a generic tab delimited text file (if you don?t know
what that is then you probably don?t want to do it.)
The Export to Spreadsheet Path points to the folder where the exported files are stored. The install routine
creates a folder called Spreadsheet Files under the PC-Travel for Windows folder and the Export to Spread-
sheet Path is initially set to this folder.
You may want to change this path if you plan to export files. You may want to have the path set to a folder
that is under the software application you want to use to process the exported files. The choice is yours.
A.4
Default Values
Figure A1.2 ? Default Values Screen in Preferences
The figure above shows the Default Values screen, which has a hodgepodge of default options that you can
set in the software. Most of these options can be adjusted in other places in the software on a study by
study basis; the values on this screen are the default values that are used initially. Many of these options
you will set just once and never adjust again.
Use Startup Options Screen
When you first start PC-Travel for Windows, you normally
see the screen shown in figure A1.3, which gives you the
most common options when you first start the program.
Some users don?t like this screen, so for them we give
them a way to turn it off. Click on the No checkbox and
you won?t be bothered again.
Units
You can choose between English and Metric units for the
length and speed values shown on the screen and on the
reports. The software checks this setting whenever it has to
display or print a length or speed.
English units use feet for distance and Miles Per Hour (MPH) for speed. Metric units use meters for distance
and Kilometers Per Hour (KPH) for speed.
Appendix 1 ? Descriptions of the Preferences Options
A.5
Figure A1.3 ? Startup Options
PC-Travel for Windows Reference Manual
Max Distance Variance
This value is used in the Node Distances screen, part of which is
shown here, to help determine if the node distances in the runs are
good or not. Each run in the study is a column in the right side of
the grid. Each node distance found in the run is shown in a
separate row in that column. Since all of the runs started in the
same place, ended in the same place, and the driver probably tried
to mark each node at the same place, the assumption is that there
should be the same number of nodes in each run, and the distances for each node should be about the
same. Since the TDC-8 doesn?t measure distances precisely (See Appendix 2 ? How Distances are Mea-
sured), the values won?t be identical, even if the driver was very good at pressing the New Link button as
he drove by the node point, but they will be fairly close.
The software compares each node distance to the average of all of the node distances for that row. If the
distance is less than the Max Distance Variance, then the distance is shown in green. Otherwise, the
distance is shown in red. Values in red alert you to a potential problem. See Tutorial 6 ? How to Find
Node Distances in Your Study for a complete discussion of this topic.
The default value is 500 feet, which is good if your nodes are widely spread apart, as they are in most
studies. You might want to adjust this value if you like to have many nodes in your studies, and they tend
to be closer together. You want the value to be high enough so that if you miss a node in the field the next
node in the data (which will show up on the missing node?s row) shows up with a red background. How-
ever, you don?t want the value so low that you get red backgrounds on data that is ok. In general, values as
low as 200 feet usually are safe.
Study Parameters: Stop Speed, Normal Speed, and Speed Categories
These parameters are described in Chapter 1. You can set the default values that are shown on the Study
Summary screen when you create a new study.
Note: The values are unit-less. That means that if you change the Units from English to Metric, these
numbers don?t change. A value of 5 for Stop Speed means 5 MPH for English units and 5 KPH for Metric.
This normally would never be an issue, since you likely will pick one unit or the other and not switch.
Serial Port Options: Comm Port and Baud Rate
You use the serial port on your computer to read the travel time data collected in the field with your TDC
counter. The software needs to know the Comm Port on your computer that is connected to the TDC
counter (always using the JAMAR cable that came with the counter). This isn?t always easy to determine. If
you aren?t sure, try Comm 1 and try to read a TDC counter. If that doesn?t work, try Comm 2.
The software also needs to know the Baud Rate that is set on the TDC counter. This setting determines the
speed at which the data is transferred. The default is 9600 and really there is usually no reason to ever
change this.
A.6
Figure A1.4 ? Node Distances
Report Options
Figure A1.5 ? Report Options Screen in Preferences
PC-Travel for Windows has extensive report capabilities since the end result of almost all travel time studies
are printed reports showing the results. You can customize the reports to suit your needs. The values on this
screen are the default values that are used whenever you go to the Select Reports to Print screen. You can
change any of these values on a report-by-report basis by clicking on the Report Options button on that
screen.
Report Headings
These headings are printed at the top of every report. There are three headings, but you don?t have to use
all three. The top line is printed in bold in a larger font size than the other two lines. All three lines are
centered on the page. Normally, you set these values once and
don?t worry about them again. Put the name of your organization
or city or whatever on the top line and your address and/or phone
number on the next two lines.
If you are a consultant, however, you probably would want to have your customer?s name at the top of
every report. In that case, you would set the headings when you print the reports, not on this screen. Some
consultants use the third line to say ?Prepared by: Acme Consultants?  or something similar.
Show Page Numbers on Reports
You can easily print reports that have thirty or forty or
more pages. The software even prints a Table of Contents
that reference the page numbers. So normally, you would
probably want to show the page numbers on all reports.
However, you may print a report for your use, and want to
Appendix 1 ? Descriptions of the Preferences Options
A.7
Figure A1.6 ? Report Headings
Figure A1.7 ? Report with Page Numbers
PC-Travel for Windows Reference Manual
copy just a few of the pages to send to someone else. Sending reports that say Page 2, and then Page 9, and
then Page 22 may look odd. For these occasions, it might be useful to not show the page numbers on the
reports. If you do this all of the time, you may want to uncheck this option.
Show Run Names on Detailed Stats by Run Reports
Run names can be fairly long, but the space available for
the run names on the reports is limited. To solve this, the
software prints the run names at an angle above the run
columns. On most printers this looks fine, but on some
older dot-matix printers the names come up very ragged.
If you have an older printer, or if you just don?t like the
way the run names look, then you can turn this option off
and the names won?t be printed.
Show Study Node Lines on Plots & Show Speed Category Lines on Plots
Node Lines: Nodes are shown on the plots as thick
black lines, with the name of the node shown on the left
side of the graph. You may have several nodes close to
each other so that the graph looks cramped. This is
unusual, but it can happen. The plot might look better
without the node lines and names shown on the plot.
Whatever the reason, if you don?t want them on the
plot, then you can turn off this option.
Speed Categories: You can set three speed categories
and the software will find the time driving at or below
these speeds for each node during a run. The speed
categories are shown as three lines on the plots, a red
line for Speed Category 1, a yellow line for Speed
Category 2, and a green line for Speed Category 3.
Whatever the reason, if you don?t want them on the
plot, then you can turn off this option.
Show Normal Speed Line on Time/Space Trajectory Plots
The Normal Speed is a parameter used to find Total
Delay. It typically is the posted speed limit or the design
speed for an arterial. The Normal Speed is shown as a
thick green line on the Time/Space Trajectory plot, which
is useful to show the progression of traffic through the
signals on the arterial. There may be instances where the
Normal Speed isn?t appropriate on this plot, or the thick
line might obscure the details of the smaller lines behind
it (especially on a black and white printer). If you don?t
like this option, you can turn it off.
A.8
Figure A1.9 ? Node Lines and
 Speed Category Lines on Plot
Figure A1.10 ? Normal Speed Line
 on Time/Space Trajectory Plot
Figure A1.8 ? Run Names on Report
Show Delay Lines on Speed Profile Plots & Show Run Nodes on Plots
Delay Lines: You have the option to mark reasons for delay when you
do a travel time study. You do this by pressing different buttons on the
TDC-8 as you do each run. (This is explained in Tutorial 2: How to
Do a Fixed Route Travel Time Study). You can have the graphs show
where the delay buttons were pressed (the pink line) along with the
meaning of the button (the text at the end of the pink line).
Run Nodes: The Node Lines shown on the plot are for the entire
study, and usually are the average of all of the node distances for the
runs in the study. You can have the graphs show where the node button was pressed for this run. The
software prints a small solid circle and the text ?NL? at the proper distance. This should always be right
next to the node line. Sometimes the average distance used for the study appears to put the node a couple
of hundred feet away from where the actual node for that run occurred, which may be on the wrong side of
the intersection. Showing the Run Nodes may help explain why the delay appeared to occur after the
intersection instead of before it.
Fuel and Emissions
Figure A1.12 ? Fuel & Emissions Screen in Preferences
PC-Travel for Windows can calculate fuel and emission statistics using fairly simple models developed over
ten years ago. These models use formulas that have a variety of constants, shown in the figure above.
The default values are shown in the white text boxes. You can edit any of these values if you so desire.
Unless you understand exactly what you are doing, we suggest you leave them alone.
Appendix 1 ? Descriptions of the Preferences Options
A.9
Figure A1.11 ?
Show Delay Lines on Plot
PC-Travel for Windows Reference Manual
 Appendix 2 ? How Distances are Measured
PC-Travel for Windows is a travel time and delay analysis program and is not intended to be used as a
distance measuring instrument like the RAC (Road Analysis Computer) distance measuring devices that
JAMAR sells. However, distance traveled is a component of travel time, and understanding the way dis-
tances are measured and calculated may help you to understand the results of your travel time analyses.
Data is collected in the TDC-8 by counting the number of pulses coming from the transmission sensor and
storing the count on a second by second basis. Each pulse from the sensor represents a constant distance
traveled by the vehicle. The software converts the number of pulses to distance using the Calibration
Constant that you found when you calibrated your vehicle. Therefore, the TDC-8 measures the distance
traveled every second, which is the speed of the vehicle. We say the data collected by the TDC-8 is the
instantaneous speed of the vehicle on a second by second basis.
When you push one of the buttons on the TDC-8, either the New Link button or one of the delay buttons,
the TDC-8 adds a marker to the data for the second in which you pushed the button. All the analysis
software can tell from the data stored in the TDC-8 is that you pushed the button sometime during a par-
ticular second. Also, only one button push can be stored in any given second. If you push a button twice in
the same second, the second button is stored in the next second (you almost never do this in travel time
studies).
It is important to remember that you are using this program to measure travel times and delays, and that as
long as the distance measurements are accurate enough to accurately report speed and travel time and also
are accurate enough for traffic operations purposes, then everything is ok. If you really want to be able to
measure distances very accurately, then you should use a true distance measuring instrument like a JAMAR
RAC-200. However, that won?t give you the history of speeds and stops, which is the reason for PC-Travel
for Windows.
The way the data is collected has some subtle implications, especially in the way that distances are mea-
sured:
Distance measurement is not continuous, it jumps in second by second increments. The
faster you are going the larger the jumps from second to second. If you are traveling at 60
MPH (88 ft/sec) then each data point is 88 feet from the last data point.
Any button pushes can only be measured to the nearest second in time, and to the dis-
tance traveled in that second. If you are traveling at 60 MPH and push the New Link
button, the software only knows the distance to within 88 feet (the distance at the beginning
of the second in which the button was pushed to the distance at the end of the second).
The total length of the route you travel is measured accurately. If you start a run going
30 MPH (by pressing the DO button) and end a run going 30 MPH (by again pressing the
DO button) then the total error in the route distance will be 2 X 44 feet (the error in the
starting second and the error in the ending second), plus the error in the transmission
sensor (which is about 1 foot per mile), or less than 100 feet even if the entire route is 5
miles or more long. This is more than adequate for travel time and delay studies.
The Node Distance errors are proportional to the speed of the vehicle when the New
Link buttons are pressed. Again, if the vehicle is going 60 MPH as it passes through
several nodes, then each time you press the New Link button, the software will only be able
to calculate the distance to within 88 feet, even if you precisely press the button at the same
place during each run.
A.10
It is this last implication that is the most noticeable in PC-Travel for Windows. It is the reason that the View
Node Distances screen (part of which is shown in figure A2.1) is designed the way it is. Assuming you
press the New Link button for each node on every run, you will
have several measurements for each node distance, one for each
run. The software finds the average of the individual node dis-
tances and makes that distance the node distance which is used in
the rest of the program. The assumption is that the average of the
individual node distances should be more accurate than any one
set of distances from just one run. Averaging will help correct for
the error associated with the way the data is stored in the TDC-8, as well as the error associated with trying
to push the New Link button at exactly the same place each run while you are driving.
Normally, the error in the node distance measurements is small enough to ignore, especially if you do
collect node distance information for each run. The only time when the distances may not be completely
adequate is when two nodes (signals, typically) are very close together on a high-speed arterial. Say, for
example, that the speed on a street is 40 MPH (about 60 ft/sec) and two signals are only 200 feet apart. The
software may inaccurately report the distance between these two signals by as much as 60 feet, though it
will accurately report the travel time between them. Again, the inaccuracy will not affect operational
analysis, but you may not like the look of it. In this case you can manually edit one of the distances on the
Node Distances screen so that the distance between the two signals is what you and others who know the
road would expect to see.
If it is important that the Node Distances are very accurate, you have at least two choices (we don?t recom-
mend either of these since normally the distances are fine, but we like to be thorough):
1 ? Use a true distance measuring instrument like the JAMAR RAC to measure the
distances accurately. This involves driving the route with the RAC connected to the trans-
mission sensor either before or after you collect the travel time data. Then manually enter
the distances into the Node Distances screen. There is no need to collect any node informa-
tion during the travel time runs if you find the distances with a RAC.
2 ? Use the TDC-8 to measure the distances accurately by driving the route and slowing
the vehicle down as slow as possible (to a stop is best) before pressing the New Link
button. Since the error in the distance measurement is proportional to the speed of the
vehicle when you press the button, slowing to a low speed will make the measurement more
accurate. Of course, this may not be possible or practical to do; you can?t always slow down
at will. However, it is an option if you don?t have a RAC distance measuring instrument and
want very accurate node distance information (Hey, just go out at 4 in the morning. The
traffic is light and you get too much sleep anyway). Don?t use this run in your travel time
study, since it doesn?t represent true driving behavior. Just use it to find the distances and
then manually enter the distances into the Node Distances screen. As with the DMI option
there is no need to collect any node information during the travel time runs if you find the
distances with a separate run.
Warning: Avoid the temptation to use your GIS database (if you have one) to measure the distances be-
tween nodes. GIS maps don?t usually accurately represent the up and down motion of the vehicle as it
drives up and down little hills or grades on your route. The result is that the distances you get from your
GIS measurements are usually shorter than the distances measured with the transmission sensor in your
vehicle. The nodes won?t be where they should be on your plots and the node-to-node statistics won?t be
correct.
Appendix 2 ? How Distances are Measured
A.11
Figure A2.1 ? Node Distances
PC-Travel for Windows Reference Manual
 Appendix 3 ? Utilities
This appendix describes three utilities included with PC-Travel for Windows to help you organize your
data. The first lets you edit runs on your computer whether they are included in studies or not. The second
lets you delete temporary runs that may accumulate in your Temp folder. The third lets you delete TDC
data files that you read from your TDC hand held counters and no longer need after you have processed
the data into runs.
Select Run and Edit Run Details
When you read a TDC counter with travel time data the software creates temporary runs from the data.
These temporary runs are then renamed and moved to their own Study Groups in the Process Runs in
Temp Folder screen. The runs contain most of the information needed by the software to process the run
data into study statistics, but not all. For example, the date and time of the run is already known, but the
node names are not. At some point you need to edit the information in each run. There are two ways you
can do this.
One way is to create a study with the new runs and then edit each run in the study to complete the informa-
tion. The sequence would be as follows:
1 ? Read the TDC and process the runs. You?ll end up with the runs from the data in their own Study
Groups.
2 ? Create a new study (Click on the icon labeled New on the toolbar)
3 ? Add the runs for that study. (Click on Add Run(s) button and select the runs for that study)
4 ? Show the Run Details screen for each run in the study. (Click on the Run Title and then click Show
Details)
5 ? Edit the run as needed and then save it. Do this for each run in the study.
6 ? Process the study as usual.
This is the sequence you normally would follow if you process your runs and create and print your studies
all at the same time.
Alternatively, you can edit the run information without creating any studies. Then when you create the
studies you won?t have to deal with the runs; you?ll know they are already complete. The sequence for this
method would be:
1 ? Read the TDC and process the runs. You?ll end up with the runs from the data in their own Study
Groups.
2 ? Show the Run Details screen for each run. (Click on the Edit Run toolbar and select the run)
3 ? Edit the run as needed and then save it. Do this for each run you processed from the TDC data.
At some later date:
4 ? Create a new study. (Click on the icon labeled New on the toolbar)
5 ? Add the runs for that study. (Click on Add Run(s) button and select the runs for that study)
6 ? Process the study as usual.
With this sequence, you completely take care of all of the runs after you read them from the TDC before
you worry about putting them into studies. This is a good sequence to follow if you don?t necessarily create
and print your studies immediately after you read the data from the TDC.
Which of these two sequences you use is completely up to you.
A.12
How to Select a Run to Edit
You can edit any run on your computer at any time. From the
main screen (it doesn?t matter what study is currently visible),
click on Select Run and Edit Run Details from the Utilities
menu, as shown in the figure here. This will bring up the screen
shown in Figure A3.2.
Figure A3.2 ? Select One Run Screen
This screen has three main sections. The upper left shows the familiar tree structure, with the current Study
Group highlighted. You can navigate to other Study Groups if necessary. The upper right shows the runs in
the highlighted Study Group, along with the Date, Time, and Type of run (Primary or Secondary). The
lower portion of the screen shows details of the run that is highlighted in the upper right window.
Navigate, if needed, to the Study Group that has the run you want to edit. Click on the run in the upper
right window. Check the details and make sure it is the run you want, then click Select. You can click
Cancel to exit at any time. When you click Select, the Run Details screen for that run is displayed.
The Run Details screen shows just about everything we know about this particular run. This screen is
described on pages T1.7 and T1.8 of this manual so that information won?t be repeated here.
You want to edit the information on this screen so that all of the information shown is correct. Normally,
this just requires you to edit the node names (this is described in detail in Tutorial 5 ? How to Edit Nodes
in Individual Runs) and possibly enter some notes from your field notes. You can check the data by look-
ing at the Stats and the Plot to see if there are any obvious problems. You may occasionally need to edit the
sensor data to get rid of little problems you find (this is described in Tutorial 7 ? How to Edit Sensor
Data).
Remember to edit all of the runs you created from the TDC data. Normally, the runs are in two separate
Study Groups for each route, one for each direction. Don?t forget to do the runs in the second direction
after you finish with the runs in the first.
A.13
Appendix 3 ? Utilities
Figure A3.1 ? Select Run
PC-Travel for Windows Reference Manual
Delete Runs From Temp Folder
When you read a TDC counter with travel time data the software creates temporary runs from the data,
which are stored in the Temp folder that has been set in the Preferences screen. These temporary runs are
then normally renamed and moved to their own Study Groups in the Process Runs in Temp Folder screen,
which empties the Temp folder. Occasionally, however, runs may accumulate in the Temp Folder for a
variety of reasons. You may have some bad runs that you don?t want to use in studies. You can delete these
one at a time in the Process Runs in Temp Folder screen, but you may forget. Or, you may read a TDC
count board twice for some reason and create duplicate runs that you have already processed. Whatever the
reason, if you find your Temp folder has files you don?t want then
there is an easy way to get rid of them.
From the main screen, select Delete Runs in Temp Folder from
the Utilities menu, as shown here. This will bring up the Select
Temp Runs to Delete screen shown in Figure A3.4.
Figure A3.4 - Select Temp Runs To Delete Screen
This screen shows a list of runs in your Temp folder. The number of runs and the path to the Temp folder
are shown at the top of the screen. The Name, Date, Time, Length, and Duration of each run are shown on
each line in the list. If you click on a line then that line is highlighted. If you click on the line again, the
highlight disappears.
Below the list are two buttons, one labeled Delete Selected Runs, the other Select All.
A.14
Figure A3.3 ? Delete Runs in Temp
A.15
Appendix 3 ? Utilities
Click on each run you want to delete to highlight that run. If you want to select all of the runs, then click on
Select All. You can click on any selected run to un-select it. When all of the runs you want to delete are
highlighted, click on Delete Selected Runs. Those runs disappear from the list.
The runs aren?t actually deleted from your computer yet. That doesn?t happen until you click the Ok
button. If you select one or more runs by accident and click the Delete Selected Runs button (so they are
no longer listed on the screen), you can just click on Cancel to return to the main screen without deleting
any runs. Then you can return to this screen and select the runs you meant to select the first time.
Continue to select runs to delete and click the Delete Selected Runs button. When all of the runs you want
to delete are gone, click on the Ok button. The runs are permanently deleted from your computer.
You may never need to use this utility, but it is there if you do.
PC-Travel for Windows Reference Manual
Delete TDC Data Files From TDC Folder
When you read a TDC counter the software first creates a copy of the data from your TDC counter and
then stores that data in your TDC Data folder in a file. The path to this folder is set in your Preferences
settings. The file is automatically given a name based on the current date and the number of times you
read a TDC counter that day. For example, if you read a TDC counter on Dec 4, 2000 then the file
would be given the name !PC-Travel-12-04-00-1.tdc. If you read another TDC counter that day, the
second file would be !PC-Travel-12-04-2.tdc (the ! is a convention some people use for temporary
files).
The .tdc file is immediately and automatically processed into runs which are stored in your Temp
folder, without you ever interacting with them at all.
Normally, you don?t ever need to think about these files. The files are not automatically deleted,
however, so over time you may accumulate a number of these files on your computer. They don?t do
any harm, but after you have processed the data, they don?t do
any good either. If you want to, they are easy to delete.
From the main screen, select Delete Data Files in TDC Data
Folder from the Utilities menu, as shown here. This will bring
up the Select TDC Data Files to Delete screen shown in Figure
A3.6.
Figure A3.6 - Select TDC Data Files To Delete Screen
There are two main sections to this screen. The left side, labeled TDC Data Files, shows a list of the
data files in the TDC Data File folder. The list shows the name of the file, the date the file was created
(not when the data was collected), and the number of studies in the data.
The right side, labeled TDC Data File Details, shows details of the studies found in the highlighted
data file, including the Site Code entered in the TDC counter when the study was done, the date and
time of the first run in the study, and the number of runs in that study. The intent is to give you enough
information about the data so that you can make an educated decision about deleting that file.
A.16
Figure A3.5 ?
Delete TDC Data Folder Files
A.17
Appendix 3 ? Utilities
Click on a data file in the TDC Data Files window. Check the TDC Data File Details window. If you want
to delete this file, click on the Delete Selected File button. The file disappears from the list.
The file isn?t actually deleted from your computer yet. That doesn?t happen until you click the Ok button.
If you select one or more files by accident and click the Delete Selected Files button (so they are no longer
listed on the screen), you can just click on Cancel to return to the main screen without deleting any files.
Then you can return to this screen and select the data files you meant to select the first time.
Continue to select a data file to delete and click the Delete Selected File button. When all of the files you
want to delete are gone, click on the Ok button. The files are permanently deleted from your computer.
Why Doesn?t the Software Automatically Delete the TDC Data Files?
As explained above, you normally never see the TDC data file. The software creates the file when you read
the TDC counter and then immediately processes the data into temporary run files, which is where you first
see the data from the TDC counter. In theory, we could delete the data file as soon as it is processed into
temporary runs.
We don?t do that in case there is some sort of problem with processing the runs. You may run into a prob-
lem that requires us to send you updated software. If you have the TDC data file, you don?t need to have
the TDC counter available. Or we may ask you to send us the TDC data file so we can see what problems
you are having. This probably won?t be necessary, but just in case, we don?t delete the file ? you do, and
only when you are sure you?ll never need that data again.
PC-Travel for Windows Reference Manual
 Appendix 4 ? Notes on Fuel and Emissions
The Fuel and Emission statistics in PC-Travel for Windows uses the same microscopic simulation models as
in PC-Travel for DOS. This was done for two reasons. First, it allows continuity between the two programs.
If you are comparing data from studies done with the two programs the calculations will compare easily.
Second, it was easy to do since all of the information needed to do the code was available.
Figure A4.1 ? Fuel and Emissions
This is the Preference screen showing the Fuel and Emissions constants. The values shown are the default
values used in PC-Travel for DOS. You can edit them if you want to and know what you are doing. I?d
leave them alone unless you are sure.
The Fuel and Emissions statistics show up in a variety of places in the program.
1 ? Run Stats  You can see the Fuel and Emissions calculations for any single run.
2 ? Study Stats You can see the Fuel and Emissions calculations for the entire study.
3 ? Reports You can print summary reports or individual run reports showing total Fuel and Emissions.
A.18
Figure A4.2 ? Fuel and Emissions Stats
This screen shows what the Fuel and Emissions statistics look like on the Study Stats screen. Select  the Stats
icon from the toolbar to see this screen.
Figure A4.3 ? Fuel and Emissions Print Preview
This screen shows the Print Preview of the Fuel and Emissions Summary report.
If you have ideas on other ways to present this type of data, or if you have information about these or other
models you would like to see a part of the program, then please let us know.
Appendix 4 ? Notes on Fuel and Emissions
A.19
PC-Travel for Windows Reference Manual
Fill out the top section and the Node info
before you start the runs. Use one sheet
for each count.
Reverse the
numbering to
remind you of the
order of nodes in
the opposite
direction. The
numbers match
the numbers
shown on the
TDC-8 during the
run.
Mark the End and
Start Nodes to
remind you to
press the DO key
at these nodes.
Put the direction
and starting time
at the beginning
of each run.
Add any
comments at the
end of each run.
You could put a rough sketch of the route on
the back of the worksheet, especially to show
temporary things like work zones.
Remember: The point of the worksheet is to record what happens during the runs so the
information can be entered properly and easily into the software back in the office. Also focus
on items that might effect the interpretation of the data---odd traffic patterns, weather
considerations, accidents, work zones, etc. Ask yourself, ?What do I want to remember about
these runs 6 months from now??
 Appendix 5 ? Field Worksheet
A.20
PC-Travel Field Worksheet
Location: Date:
Site Code: Cal Constant:
Nodes:
Start/End
 1      ___
 2      ___
 3      ___
 4      ___
 5      ___
 6      ___
 7      ___
 8      ___
 9      ___
10     __
11     ___
12     ___
13     ___
14     ___
15     ___
Runs:
 # ir    Time             Comments
 1
 3
 5
 7
 9
11
13
15
17
19
 #     Dir    Time             Comments
 2
 4
 6
 8
10
12
14
16
18
20
16     ___
17     ___
18     ___
19     ___
20     ___
21     ___
22     ___
23     ___
24     ___
25     ___
26     ___
27     ___
28     ___
29     ___
30     ___
JAMAR 800-776-0940www.jamartech.com
Technologies, Inc.
A.21
PC-Travel for Windows Reference Manual
A.22
FREFERENCES
Portland Transportation System Plan                                                     Page F-1
Alta Planning and Design, ?Swan Island Trails Action Plan,? Adopted by City Council, June
30, 2004 (Resolution No. 36231).
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City Council, January 31, 1996 (Ordinance No. 169763 and Resolution No. 35491).
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Portland City Council, January 31, 1996 (Ordinance No. 169763 and Resolution No.
35491).
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Portland City Council, November 21, 2001 (Ordinance No. 176092)
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City Council, January 31, 1996 (Ordinance No. 174325 and Resolution No. 35491).
References Appendix F
Portland Transportation System Plan Page F-2
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Council, April 5, 2000 (Ordinance No. 169763 and Resolution No. 35875).
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Neighborhood Plan Policies and Zoning,? Adopted by Portland City Council, December
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(Ordinance No. 169763 and Resolution No. 35491).
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City Council, January 31, 1996 (Ordinance No. 169763 and Resolution No. 35491).
City of Portland Bureau of Planning, ?Mt. Scott-Arleta Neighborhood Plan,? Adopted by
Portland City Council, January 31, 1996 (Ordinance No. 169763 and Resolution No.
35491).
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Portland City Council, August 22, 2001 (Ordinance No. 175877).
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City Council, March 25, 1996 (Ordinance No. 169763 and Resolution No. 35491).
City of Portland Bureau of Planning, ?Outer Southeast Community Plan,? Adopted by
Portland City Council, March 25, 1996 (Ordinance No. 169763 and Resolution No.
35491).
City of Portland Bureau of Planning, ?Pleasant Valley Neighborhood Plan,? Adopted by
Portland City Council, January 31, 1996 (Ordinance No. 169763 and Resolution No.
35491).
City of Portland Bureau of Planning, ?Pleasant Valley Plan District,? Adopted by Portland
City Council, December 2005 (Ordinance No. 178961).
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City Council, June 26, 2002 (Resolution No. 36081).
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Portland City Council, January 31, 1996 (Ordinance No. 169763 and Resolution No.
35491).
City of Portland Bureau of Planning, ?Sellwood-Moreland Neighborhood Plan, Adopted by
Portland City Council, April 1998 (Ordinance No. 171849).
References Appendix F
Portland Transportation System Plan Page F-3
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Portland City Council, January 31, 1996 (Ordinance No. 169763 and Resolution No.
35491).
City of Portland Bureau of Planning, St. Johns/Lombard Plan,? Adopted by Portland City
Council, May 26, 2004 (Resolution No. 36219, Ordinance No. 178452).
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by Portland City Council, April 12, 1995 (Ordinance No. 168702).
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Transportation Management Plan,? May 1993.
City of Portland Bureau of Transportation Planning and Development, ?Mt. Scott/Powell
Butte Transportation Study,? April 1984.
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Report, Final Supplement,? Adopted by Portland City Council, May 19, 2004 (Resolution
No. 36216).
City of Portland, Metro, and TriMet; ?Portland Mall Revitalization: Conceptual Design
Report, Public Discussion Draft,? March 1, 2004.
City of Portland Office of Transportation, ?Bicycle Master Plan,? Adopted by Portland City
Council, May 1, 1996 (Resolution No. 355515).
City of Portland Office of Transportation, ?Columbia Corridor Transportation Study: Report
and Recommendations,? Adopted by Portland City Council, August 4, 1999 (Resolution
No. 35811).
City of Portland Office of Transportation, Foster Road Transportation and Streetscape Plan,?
Adopted by Portland City Council, July 09, 2003 (Resolution No. 36158).
City of Portland Office of Transportation, Freight Master Plan,: Adopted by Portland City
Council, May 10, 2006 (Ordinance No. 178520)
City of Portland Office of Transportation, Freight Master Plan: Interim Report,? Adopted by
Portland City Council, September 10,2003 (Resolution No. 36167)
City of Portland Office of Transportation, ?Killingsworth Street Improvements Planning
Project,? Adopted by Portland City Council, August 07,2003 (Resolution No. 36161)
City of Portland Office of Transportation, ?Metro?s Transportation Priorities 2006-09
Process,? Adopted by Portland City Council, June 16, 2004 (Resolution No. 36266).
City of Portland Office of Transportation, ?North Macadam District Street Plan,? Accepted
by City Council November 13, 1996, December 1996.
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June 30, 2000.
References Appendix F
Portland Transportation System Plan Page F-4
City of Portland Office of Transportation, ?Portland Transportation System Status and
Condition Report,? July 1999.
City of Portland Office of Transportation, ?Russell Street Improvements Planning Project,?
Adopted by Portland City Council, November 19,2003 (Resolution No. 36266).
City of Portland Office of Transportation, ?St. Johns Truck Strategy ? Columbia Corridor
Transportation Study ? Report and Recommendations,? May 2001.
City of Portland Office of Transportation, ?South Portland Circulation Study, Report and
Recommendations,? Adopted by City Council August 1, 2001 (Resolution No. 36014).
City of Portland Office of Transportation, ?South Waterfront District: Street Plan, Criteria,
and Standards, Adopted by City Council, October 19, 2003, Published March 24, 2004.
City of Portland Office of Transportation, ?SW and FAR SE Master Street Plan ? Final
Report and Recommendations,? September 2001.
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Plans, Design Criteria Design Standards,? endorsed by the Portland Design Commission,
April 18, 1996.
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Guidelines for Implementing Transit Preferential Streets Measures,? June 1997.
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Plan,? Adopted by City Council, May 22, 1996 (Ordinance No. 170136).
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by City Council Resolution (No. 34862) July 1990.
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1990.
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References Appendix F
Portland Transportation System Plan Page F-5
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(Ordinance No. 169535 and Resolution No. 354720).
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District Policy,? January 1996.
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Impact Study Guidelines ? Final Draft,? prepared by Falconi Consulting Services,
September 1997.
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Trails Plan,? Adopted by Portland City Council, July 26, 2000 (Resolution No. 35907).
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Council, April 22, 1998 (Resolution No. 35689).
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Transportation Program, ?Portland Pedestrian Design Guide,? June 1998.
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34846).
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and Redevelopment Strategy,? Approved by City Council, February 23, 2000 (Resolution
No. 35867).
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Transportation Management Plan,? May 18, 2000.
Eastside Streetcar Alignment Study,? Adopted by Portland City Council, October 15, 2003
(Resolution No. 36172), Published, June 25, 2003.
Goose Hollow/Civic Stadium Planning Committee, ?Report and Recommendations of the
Goose Hollow/Civic Stadium Planning Committee,? May 18, 2000.
HNTB Corporation with City of Portland, SRI/Shapiro, and Leland Consulting Group; ?West
Portland Town Center Study ? Final Report,? December, 1997 (not adopted).
Land Conservation and Development Department, Oregon Administrative Rules 660,
Division 12.
References Appendix F
Portland Transportation System Plan Page F-6
Metro, ?2000 Regional Transportation Plan,? Adopted by Metro Council, August 10, 2000
(Ordinance No. 00-869A and Resolution No. 00-2968B).
Metro, ?Creating Livable Streets, Street Design Guidelines for 2040,? November 1997.
Metro, ?Commodity Flow Analysis for the Portland Metropolitan Area,? 1999.
Metro, ?Draft 2004 South/North Land Use Final Order Amendment,? November 18, 2003,
Adopted by Metro Council, 2004 (Metro Resolution No. 03-3372).
Metro, ?Urban Growth Management Functional Plan,? Adopted by Metro Council,
November 21, 1996 (Ordinance No. 96-647C) and various amendments.
North Macadam Steering Committee, ?North Macadam District Framework Plan,? Accepted
by Portland City Council, August 11, 1999 (Resolution No. 35815).
Northwest District Association, ?Northwest District Neighborhood Plan,? Adopted by the
Northwest District Association Board, November 1, 1999.
Oregon Department of Transportation, ?1999 Oregon Highway Plan,? Adopted by the
Oregon Transportation Commission, March 18, 1999, approved by the Portland City
Council (Resolution No. 35837).
Port of Portland, ?Airport Area Transportation Study,? 1998.
Port of Portland, ?Port Transportation Improvement Plan,? updated December 2000.
Port of Portland, ?Portland International Airport Master Plan,? February 1997.
Port of Portland Business development Department Transportation Planning Section, ?2004
Port Transportation Improvement Plan,? Approved by Port of Portland Commission
Resolution, January 14, 2004.
Portland Aerial Transportation, Inc., ?Portland Aerial Tram, Final Recommendations and
Report,? Adopted by Portland City Council, June 10, 2004 (Resolution No. 36224).
Portland Development Commission, ?Airport Way Secondary Infrastructure Plan,? Adopted
by Portland City Council, June 21, 1995 (Resolution No. 35405).
Portland Development Commission, ?Gateway Regional Center Urban Renewal Plan,
Adopted by City Council and the Portland Development Commission, June 2001.
Portland Development Commission, ?North Macadam District Framework Plan,? Accepted
by City Council, August 11, 1999.
Portland Development Commission, ?Pearl District Development Plan,? draft, August 2001.
Portland/Vancouver Transportation and Trade I-5 Partnership, ?Final Draft Strategic Plan:
June 2002,? Adopted by Portland City Council, January 29, 2003 (Resolution No.
36120).
References Appendix F
Portland Transportation System Plan Page F-7
?Powell/Foster Corridor Transportation Plan: Phase I Recommendations,? (Exhibit A to
Resolution No. 03-3372), October 30, 2003.
TriMet, ?Transit Investment Plan, Annual Update,? Adopted by TriMet Board of Directors
May 26, 2004 (Resolution No. 04-05-35), June 2004.
Tri-Met, ?Tri-County Elderly and Disabled Transportation Plan,? June 15, 2001.
Tri-Met, ?Park & Ride Policy,? January 15, 2001.
Tri-Met, ?Transit Choices for Livability Handbook, A Handbook for Integrating Transit with
Local Planning,? (date approximately 1999-2000). 
References Appendix F
Portland Transportation System Plan Page F-8