Department of Land Conservation and Development 
635 Capitol Street, Suite 150 
Salem, OR 97301-2540 
Theodore R. Kulongoski, Governor (503) 373-0050 
Fax (503) 378-5518 
www.lcd.state.or.us 
AMENDED NOTICE OF ADOPTED AMENDMENT 
December 12, 2007 
Oregon 
TO: Subscribers to Notice of Adopted Plan 
or Land Use Regulation Amendments 
FROM. Mara Ulloa, Plan Amendment Program Specialist 
SUBJECT: City of Milwaukie Plan Amendment 
DLCD File Number 001-07 
The Department of Land Conservation and Development (DLCD) received the attached notice of 
adoption. A copy of the adopted plan amendment is available for review at the DLCD office in 
Salem and the local government office. 
Appeal Procedures* 
DLCD ACKNOWLEDGMENT or DEADLINE TO APPEAL: December 31, 2007 
This amendment was submitted to DLCD for review 45 days prior to adoption. Pursuant to 
ORS 197.830 (2)(b) only persons who participated in the local government proceedings leading to 
adoption of the amendment are eligible to appeal this decision to the Land Use Board of Appeals 
(LUBA). 
If you wish to appeal, you must file a notice of intent to appeal with the Land Use Board of Appeals 
(LUBA) no later than 21 days from the date the decision was mailed to you by the local government. 
If you have questions, check with the local government to determine the appeal deadline. Copies of 
the notice of intent to appeal must be served upon the local government and others who received 
written notice of the final decision from the local government. The notice of intent to appeal must be 
served and filed in the form and manner prescribed by LUBA, (OAR Chapter 661, Division 10). 
Please call LUBA at 503-373-1265, if you have questions about appeal procedures. 
*NOTE: THE APPEAL DEADLINE IS BASED UPON THE DATE THE DECISION 
WAS MAILED BY LOCAL GOVERNMENT. A DECISION MAY HAVE 
BEEN MAILED TO YOU ON A DIFFERENT DATE THAN IT WAS MAILED 
TO DLCD. AS A RESULT YOUR APPEAL DEADLINE MAY BE EARLIER 
THAN THE ABOVE DATE SPECIFIED. 
Cc: Gloria Gardiner, DLCD Urban Planning Specialist 
Marguerite Nabeta, DLCD Regional Representative 
Bill Holmstrom, DLCD Transportation Planner 
Katie Mangle, City of Milwaukie 
<paa> ya/email 
~ DEPT OF 
FORM 2 
D L C D NOTICE OF ADOPTION^ 1 
This f o r m must be mailed to DLCD within 5 working days after the final decision n m r a n o ^ I l S ^ 
per ORS 197.610, OAR Chapter 660 - Division 18 ™ DEVELOPMENT 
Jurisdiction: City of Milwaukie Local File No.- CPA-07-01 
Date of Adoption: December 4, 2007 Date Mailed: December 10, 2007 
Date the Notice of Proposed Amendment was mailed to DLCD: September 7, 2007 
X Comprehensive Plan Text Amendment Comprehensive Plan Map Amendment 
Land Use Regulation Amendment Zoning Map Amendment 
New Land Use Regulation Other: 
Summarize the adopted amendment. 
The Milwaukie City Council adopted the 2007 City of Milwaukie Transportation System Plan (TSP) 
as an ancillary document to the City's Comprehensive Plan. The 2007 TSP replaced the 1997 TSP. An 
introduction to and summary of the 2007 TSP replaced the existing text in the Transportation Element 
of Chapter 5 of the Comprehensive Plan. 
The 2007 TSP contains the City's long-term transportation goals and policies for pedestrians, cyclists, 
drivers, transit users, and freight carriers. It provides for the coordination of transportation 
improvements at the local level and the integration of the local transportation system with the regional 
transportation system. It also identifies the issues, policies, and projects that are important to the 
community. 
Describe how the adopted amendment differs from the proposed amendment. 
• Made minor text and map edits throughout to improve readability and consistency, with no 
change to recommendations or content other than what is described below. 
• Reviewed the project tables (Master Plans, Action Plans, and Appendix B) for consistency. 
Removed "policy projects," which are effectively described in the text, so the tables focus on 
operational and capital projects. 
• Chapter 1 - Revised Executive Summary to provide more background and serve as a "stand 
alone," easily accessible summary of the TSP 
• Chapter 8 -
o Corrected figures 8-3 a and b to show McLoughlin Blvd south of Hwy 224 as changing 
from Regional Route to Arterial, as was explained on page 8-21, but not illustrated in 
figures 8-3a and b. 
o Modified the description of the analysis of and recommendations for Johnson Creek 
Boulevard on page 8-17. The revisions clarify that though road-widening would be 
necessary for the intersection of Johnson Creek Blvd and SE 32nd Ave, to meet 
standards, the Milwaukie TSP recommendation is only to consider signalizing the 
intersection of SE 42nd Ave when that intersection meets signal warrants. The 
following statement was added to footnote 10 in response to the Ardenwald NDA's 
comments at the October 23rd hearing: "Changes to the intersections in this corridor 
d o i - O I ( / 6 3 7 s ) 
should be coordinated to ensure they work together to improve safety and are designed 
for the posted speed (25 mph)." 
o Corrected typos on Table 8-3, which listed incorrect figures for the following 
intersections: Johnson Creek Blvd/32nd Ave, Harrison St/Main St, McLoughlin 
Blvd/Main St. 
o Added a footnote to Table 8-2 on page 8-7 that reads: "The widening of Harmony Road 
is not included in this document as a City project because it is outside 
of the City's jurisdiction. As such, this document does not contain a specific 
recommendation about this project. The City and its citizens, however, are actively 
working with the County to minimize this project's physical extent. As a result, 
alternatives to widening continue to be evaluated as part of the Environmental Impact 
Study underway for this project." 
• Chapter 10 - Added the following footnote to the Street Zone section on page 10-5, in response 
to comments from DLCD: "A typical travel lane is between 10 and 11 feet wide. Narrower lane 
widths are appropriate on lower volume streets; wider land widths are appropriate on higher 
volume streets and on freight and transit routes." 
• Revised the project description of bike facilities on SE 17th Avenue to state that bike lanes or a 
multi-use path should be considered in this corridor. 
Plan Map Changes: No changes were adopted that modified the City's Comprehensive Plan map. 
The 2007 TSP contains all new maps and figures. All TSP-related maps and figures were removed 
from the Transportation Element of Chapter 5 of the Comprehensive Plan and replaced with text that 
directs readers to the TSP document. 
Zone Map Changes: Not Applicable. 
Specified Change in Density: Not Applicable. 
Location: Citywide 
Applicable Statewide Planning Goals: Goal 1 (Citizen Involvement), Goal 2 (Land Use Planning), 
and Goal 12 (Transportation). 
Was an Exception Adopted? No. 
DLCD File No.. 
Did the Department of Land Conservation and Development receive a notice of Proposed Amendment 
FORTY FIVE (45) days prior to the first evidentiary hearing. Yes. X No: 
If no, do the Statewide Planning Goals apply. Yes: No: 
If no, did The Emergency Circumstances Require immediate adoption. Yes: No: 
Affected State or Federal Agencies, Local Governments or Special Districts: ODOT, Metro, 
Clackamas County (Transportation, Fire, and School District), TriMet, and City of Portland. 
Local Contact: Katie Mangle, Planning Director 
Address: 6101 SE Johnson Creek Blvd, Milwaukie, OR 97206 
E-mail: manglek@ci.milwaukie.or.us 
Phone Number: 503-786-7652 
Memorandum 
To: DLCD Plan Amendment Specialist 
From: City of Milwaukie 
Date: December 10, 2007 
Pursuant to an e-mail from Mara Ulloa dated December 10, 2007, the City is 
sending copies of all amendments adopted on December 4, 2007, with the 
exception of the Transportation System Plan (TSP). We will send one hard copy 
and one electronic copy of the adopted TSP as soon as it has been printed. We 
expect to get these copies to you within the first week of January 2008. Thank 
you for your patience and for your help with the review process. 
ORDINANCE NO. 1975 
AN ORDINANCE OF THE CITY COUNCIL OF THE CITY OF MILWAUKIE, 
OREGON, AMENDING THE COMPREHENSIVE PLAN AND TITLE 19 OF THE 
MILWAUKIE MUNICIPAL CODE TO ADOPT THE UPDATED TRANSPORTATION 
SYSTEM PLAN, AMEND THE TRANSPORTATION ELEMENT OF THE 
COMPREHENSIVE PLAN, AND ENSURE COMPLIANCE WITH THE OREGON 
TRANSPORTATION PLANNING RULE (FILE #CPA-07-01/ZA-07-01). 
WHEREAS, Ihe 1997 Transportation System Plan (TSP) is outdated in many ways and 
no longer meets the City's needs; 
WHEREAS, the state awarded a Transportation Growth Management grant to the City 
for the purpose of updating the TSP to comply with current State and regional requirements; 
WHEREAS, the scope of the project emphasized public involvement and an open 
process, during which all meeting materials and draft chapters were posted on the City website; 
WHEREAS, the multimodal plan takes a holistic approach that emphasizes the 
connection between the community's goals and the investments the City should make or require 
of others; 
WHEREAS, Milwaukie has engaged in this transportation planning process to a degree 
that appears to be unprecedented in Oregon, with over 160 people attending over 30 meetings 
and responding to surveys; 
WHEREAS, amendments to Title 19 fulfill the City's responsibility to comply with the 
State Transportation Planning Rule (ORS 660); 
WHEREAS, the fundamental purpose of a TSP, to plan for multimodal transportation 
improvements to support planned development, has been met m a manner that meets or exceeds 
State requirements; 
WHEREAS, the TSP creates a foundation for future updates to the City's annual Capital 
Improvement Program; 
WHEREAS, legal and public notices have been provided as required by law; 
WHEREAS, on November 13, 2007, the Milwaukie Planning Commission conducted a 
public hearing, as required by Zoning Ordinance Section 19.1011.5, and recommended that the 
City Council approve all Comprehensive Plan and MMC amendments; and 
WHEREAS, the Milwaukie City Council held a public hearing on December 4, 2007 
and finds that these amendments are in the public interest of the City of Milwaukie; 
NOW, THEREFORE, THE CITY OF MILWAUKIE DOES ORDAIN AS 
FOLLOWS: 
Ordinance No. - Page 1 
Section 1 Findings. Findings of fact in support of the proposed amendments are 
attached as Exhibit A. 
Section 2. Transportation System Plan, ancillary document to the Comprehensive Plan. 
The Transportation System Plan adopted by Ordinance Number 1820 is replaced in its entirety 
with Exhibit B 
Section 3. Comprehensive Plan Text Amendment. The Comprehensive Plan text is 
amended as described in Exhibit C. 
Section 4. Title 19 Zoning Ordinance Text Amendment. The Zoning text of the 
Milwaukie Municipal Code is amended as described in Exhibits D (clean version) and E 
(strikeout version). 
Read the first time on 12/4/@i7d moved to second reading by 5 - 0 vote of the City 
Council. 
Read the second time and adopted by the City Council on I t / 4 / 0 7 
Signed by the Mayor on 1 2 / 0 4 / 0 7 
ATTEST: APPROVED AS TO FORM 
Jordan Schrader Ramis PC 
Pat DuVal, City Recorder City Attorney 
Document2 (Last revised ) 
Ordinance No. - Page 2 
Exhibit A 
Recommended Findings in Support of Approval 
1. Land Use Application CPA-07-01/ZA-07-01 has been processed and 
public notice has been provided in accordance with MMC Sections 
19.902 (Amendment Procedure) and 19.1011.3 (Legislative Actions). 
2. The proposed Comprehensive Plan amendment meets the approval 
criteria found in Policy 7 of Objective 1 of Chapter 2 of the 
Comprehensive Plan and in Milwaukie Municipal Code Section 
19.905. The proposed amendment is consistent with applicable 
provisions of the Milwaukie Municipal Code, Milwaukie 
Comprehensive Plan, Metro Functional Plan, and Statewide Planning 
Goals. 
3. The proposed Comprehensive Plan amendments are the result of 
extensive public involvement and reflects the desires of the community. 
4. The City of Milwaukie fulfilled the requirements for an application for a 
zoning text amendment, as outl ined in MMC sections 19.901 and 19.902. 
5. Public notice has been provided and a public hearing has been conducted 
in accordance with MMC section 1011.5. 
6. The Planning Commission initiated the amendments and held a public 
hearing on the proposal. The Commission approved a motion to 
recommend adoption of the amendments. 
7. The proposed amendments fulfill the approval criteria found in MMC 
19.904 1 and 19.905.1 They are consistent with the Comprehensive Plan, 
the Metro Urban Growth Management Functional Plan, and Oregon 
Statewide Planning Goals (see Attachment 1, Code Compliance Report). 
8. The proposed amendments fulfill the requirements of the Oregon 
Transportat ion Planning Rule, which outlines the state requirements for 
Transportat ion System Plans. Adoption of the amendments will fulfill the 
City's responsibil ity to comply with regional and state plans and policies. 
CPA-07-01 Transportation System Plan December 4, 2007 
Proposed Comprehensive Plan Amendment 
Exhibit C 
Comprehensive Plan Text Amendment 
Repeal the Transportation Element of Chapter 5 of the Comprehensive Plan and replace with the 
following text: 
TRANSPORTATION ELEMENT 
The Transportation System Plan (TSP) is an ancillary Comprehensive Plan document that 
contains the City's long-term transportation goals and policies for pedestrians, cyclists, drivers, 
transit users, and freight carriers. It provides for the coordination of transportation improvements 
at the local level and the integration of the local transportation system with the regional 
transportation system. It also identifies the transportation issues, policies, and projects that are 
important to the community. 
Transportation goals form the basis for how the local transportation system will be developed 
and maintained over the long term. Given their importance, the City involved agency, business, 
and citizen stakeholders in developing goals that support a multimodal approach to transportation 
planning that reflects how citizens think about and experience the transportation system. Since 
they are equally important in different ways, they are not listed in order of importance or priority. 
Goal 1: Livability. Design and construct transportation facilities in a manner that 
enhances the livability of Milwaukie's community. 
Goal 2: Safety. Develop and maintain a safe and secure transportation system. 
Goal 3: Travel Choices. Plan, develop, and maintain a transportation system that 
provides travel choices and allows people to reduce the number of trips made by 
smgle-occupant vehicles. 
Goal 4: Quality Design. Establish and maintain a set of transportation design and 
development regulations that are sensitive to local conditions. 
Goal 5: Reliability and Mobility. Develop and maintain a well-connected transportation 
system that reduces travel distance, improves reliability, and manages congestion. 
Goal 6: Sustainability. Provide a sustainable transportation system that meets the needs 
of present and future generations. 
Goal 7: Efficient and Innovative Funding. Efficiently allocate available funding for 
recommended transportation improvements, and pursue additional transportation 
funding that includes innovative funding methods and sources. 
Goal 8: Compatibility. Develop a transportation system that is consistent with the City's 
Comprehensive Plan and coordinates with County, State, and regional plans. 
Goal 9: Economic Vitality. Promote the development of Milwaukie's, the region's, and 
the state's economies through the efficient movement of people, goods, and 
services, and the distribution of information. 
The 2007 TSP Advisory Committee and Working Groups assisted City staff in refining and 
developing policies that further define the nine multimodal goals listed above. They also 
translated transportation needs and improvements into mode-specific master plans that prioritize 
November 21, 2007 
Proposed Comprehensive Plan Amendment 
the improvements the City should undertake in the short and long term. Refer to the 
Transportation System Plan for additional detail, as it is the City's guiding transportation 
document. 
November 21, 2007 
Proposed Comprehensive Plan Amendment 
Exhibit C 
Comprehensive Plan Text Amendment 
Repeal the Transportation Element of Chapter 5 of the Comprehensive Plan and replace with the 
following text: 
TRANSPORTATION ELEMENT 
The Transportation System Plan (TSP) is an ancillary Comprehensive Plan document that 
contains the City's long-term transportation goals and policies for pedestrians, cyclists, drivers, 
transit users, and freight carriers. It provides for the coordination of transportation improvements 
at the local level and the integration of the local transportation system with the regional 
transportation system. It also identifies the transportation issues, policies, and projects that are 
important to the community. 
Transportation goals form the basis for how the local transportation system will be developed 
and maintained over the long term. Given their importance, the City involved agency, business, 
and citizen stakeholders in developing goals that support a multimodal approach to transportation 
planning that reflects how citizens think about and experience the transportation system. Since 
they are equally important in different ways, they are not listed in order of importance or priority. 
Goal 1: Livability. Design and construct transportation facilities in a manner that 
enhances the livability of Milwaukie's community. 
Goal 2: Safety. Develop and maintain a safe and secure transportation system. 
Goal 3: Travel Choices. Plan, develop, and maintain a transportation system that 
provides travel choices and allows people to reduce the number of trips made by 
single-occupant vehicles. 
Goal 4: Quality Design. Establish and maintain a set of transportation design and 
development regulations that are sensitive to local conditions. 
Goal 5: Reliability and Mobility. Develop and maintain a well-connected transportation 
system that reduces travel distance, improves reliability, and manages congestion. 
Goal 6: Sustainability. Provide a sustainable transportation system that meets the needs 
of present and future generations. 
Goal 7: Efficient and Innovative Funding. Efficiently allocate available funding for 
recommended transportation improvements, and pursue additional transportation 
funding that includes innovative funding methods and sources. 
Goal 8: Compatibility. Develop a transportation system that is consistent with the City's 
Comprehensive Plan and coordinates with County, State, and regional plans. 
Goal 9: Economic Vitality. Promote the development of Milwaukie's, the region's, and 
the state's economies through the efficient movement of people, goods, and 
services, and the distribution of information. 
The 2007 TSP Advisory Committee and Working Groups assisted City staff in refining and 
developing policies that further define the nine multimodal goals listed above. They also 
translated transportation needs and improvements into mode-specific master plans that prioritize 
November 21, 2007 
Proposed Comprehensive Plan Amendment 
the improvements the City should undertake in the short and long term. Refer to the 
Transportation System Plan for additional detail, as it is the City's guiding transportation 
document. 
November 21, 2007 
<_ I T V O F 
Planning Department 
6101 SE Johnson Creek Blvd 
Milwaukie, OR 97206 MILWAUKIE 
: Pla/1 ffymndmeyij-Zpeatdi^ 
bVZ C*fl-fr>l 
C I T Y O F 
MILWAUKIE 
Transportation 
System 
Plan 
Prepared by the City of Milwaukie 
in association with DKS Associates 
Adopted Ord. #1975 December 4, 2007 
ACKNOWLEDGEMENTS 
Milwaukie City Council Milwaukie Planning Commission 
Jim Bernard, Mayor Jeff Klein, Chair 
Deborah Barnes Dick Newman, Vice Chair 
Carlotta Colette Lisa Batey 
Joe Loomis Theresa Bresaw 
Susan Stone Scott Churchill 
Charmaine Coleman 
Paulette Qutub 
City of Milwaukie Staff 
Katie Mangle, Planning Director 
Susan Shanks, Associate Planner 
Mike Swanson, City Manager 
Kenny Asher, Community Development and 
Public Works Director 
Gary Parkin, PE, Engineering Director 
JoAnn Herrigel, Community Services Director 
Alex Campbell, Resource and Econ. Dev. Specialist 
Brett Kelver, Assistant Planner 
Beth Ragel, Program Coordinator 
Gavin Hales, Transportation Liaison 
Ryan Marquardt, Assistant Planner 
Jeanne Garst, Office Supervisor 
Marcia Hamley, Admin. Specialist 
Karin Gardner, Admin. Specialist 
Michelle Rodriguez, Admin. Specialist 
George MacGregor, PE, Civil Engineer 
Brenda Schleining, Associate Engineer 
Grady Wheeler, Public Information Coordinator 
Sarah Lander, Code Compliance Assistant 
Kate Rosson, GIS Coordinator 
Consultants 
DKS Associates: Carl Springer, PE; Alan Snook; 
Michael Thomasini 
Jeanne Lawson and Associates: Jamie Damon 
BPM Development: Rick Williams 
Winterbrook Planning 
Alta Planning + Design: Rory Renfro 
Agency Participation 
Gail Curtis and Andrew Johnson, ODOT 
Stacey Humphrey and Bill Holmstrom, DLCD 
Shari Gilevich, Clackamas County 
John Mermin, Metro 
Young Park, TriMet 
Phil Selinger, TriMet 
Ron Schumacher and Mace Childs, North Clackamas 
Fire District 
Kelly Carlisle, North Clackamas Schools 
Marty Hanley, Milwaukie Center 
Citizen Participants 
The Milwaukie Transportation System Plan was developed with the valuable assistance of the following people 
George Anderson Nick Dougher Steven Kung Dick Samuels 
Heather Andrews Sherri Dow Bill Lake Joe Sandfort 
Lorenzo Araque Phil Favorite Tom MacFarlane Leslie Schockner 
Melissa Arne Parker Fitzpatrick Dolly Macken-Hambright Todd Schwartz 
David Aschenbrenner Steve Flury Sarah Maier Pam Shea 
Cheryl Ausmann-Moreno Forris Frick Matt Menely Dion Shepard 
Jean Baker Mark Gamba Gary Michael Charlie Stephens 
Charles Bishop Emily Gardner Todd E. Mobley Jon Stoll 
Jerry Bitz Alicia Hamilton Renee Moog Ron Swanson 
Ray Bryan Neil Hankerson Bernadine Moore Paul Sylvester 
Sandi Burns Brian Heiberg Tim Morris Aaron Tarfman 
Kathy Buss Greg Hemer Keith Neubauer Dottie Teeple 
Greg Chaimov Lee Holzman Cara Nolam Marge Tipton 
Jill Chapman Ben Horner-Johnson Anne Nottingham Cami Waner 
Libby Clark-Agosti Willi Horner-Johnson Connie Ottoboni Mike Wells 
John Climaldi Gary Hunt Susanna Pai Ann Wilson 
Tim Clouse Lynda Hunter Virginia Pai Julie Wisner 
Lanice Coleman Chistopher Hunterman Ed Parecki Nancy Wittig 
Bruce Conachan Jason Jenkins Ray Peck Ed Zumwalt 
Noah Cowgill Michole Jensen Matt Picio 
Debbie Cronk Tom Kemper Zach Rogers 
David DeVore Paul Klein Pat Russel 
This project is partially funded by a grant from the Transportation and Growth Management (TGM) Program, a joint program of the Oregon 
Department of Transportation and the Oregon Department of Land Conservation and Development. This TGM grant is financed, in part, by 
federal Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU), local government, and State of 
Oregon funds. 
The contents of this document do not necessarily reflect views or policies of the State of Oregon. 
Milwaukie 2007 TSP 
Table of Contents 
Chapter 1 Executive Summary 1-1 
Composite Master Plan Figure 1-1 
Chapter 2 Goals and Policies 2-1 
Chapter 3 Existing Conditions 3-1 
Chapter 4 Future Forecasting Process 4-1 
Chapter 5 Pedestrian Element 5-1 
Pedestrian Master Plan Figure 5-1 
Pedestrian Action Plan Table 5-3 
Chapter 6 Bicycle Element 6-1 
Bicycle Master Plan Figure 6-2 
Bicycle Action Plan Table 6-3 
Chapter 7 Public Transit Element 7-1 
Public Transit Master Plan Figure 7-3 
Public Transit Action Plan Table 7-2 
Chapter 8 Auto Street Network Element 8-1 
Auto Street Network Master Plan Figure 8-4 
Auto Street Network Action Plan Table 8-9 
Chapter 9 Freight Element 9-1 
Freight Master Plan Figure 9-1 
Freight Action Plan Table 9-2 
Chapter 10 Street Design Element 10-1 
Street Design Cross Sections Figure 10-1 
Chapter 11 Neighborhood Traffic Management Element 11-1 
Neighborhood Traffic Management Process Figure 11-1 
Neighborhood Traffic Management Action Plan Table 11-2 
Chapter 12 Downtown Parking 12-1 
Downtown Parking Master Plan Project List Table 12-3 
Downtown Parking Action Plan Table 12-4 
Chapter 13 Funding and Implementation Plan 13-1 
Projected Transportation Revenue Table 13-1 
Operations, Maintenance, and Action Plan Costs Table 13-2 
Prioritized Master Plan Project List Table 13-3 
Chapter 14 Transportation Planning Rule Implementation 14-1 
Milwaukie Transportation System Plan Page i 
Table of Contents December 4, 2007 
Appendices 
Appendix A Public Involvement Summary A-1 
Appendix B Prioritized Master Plan Project List B-1 
Appendix C Conceptual Design Options C-1 
Appendix D Glossary of Technical Terms D-1 
Appendix E Levels of Service (LOS) Descriptions E-1 
Appendix F Traffic Data: 
Metro Model Data Output F-1 
Peak Hour Turn Movement and 24-Hour Tube Counts F-6 
Existing Conditions Synchro Analysis F-106 
Future Conditions Synchro Analysis F-128 
Signal Warrant Worksheet F-150 
Crash Data F-151 
Project Cost Estimates F-170 
Milwaukie Transportation System Plan 
Table of Contents 
Page ii 
December 4, 2007 
Complete List of Figures 
Figure 1-1 Composite Master Plan 1-5 
Figure 1-2 Pedestrian Master Plan 1-7 
Figure 1-3 Bicycle Master Plan 1-9 
Figure 1-4 Public Transit Master Plan 1-11 
Figure 1-5 Auto Street Network Master Plan 1-13 
Figure 1-6 Freight Master Plan 1-15 
Figure 1-7 Neighborhood Traffic Management Process 1-18 
Figure 3-1a Study Area Context 3-3 
Figure 3-1b Study Area 3-4 
Figure 3-2 Sidewalk Inventory 3-6 
Figure 3-3a Existing Pedestrian & Bicycle p.m. Peak Hour Volumes 3-9 
Figure 3-3b Existing Pedestrian & Bicycle p.m. Peak Hour Volumes 3-10 
Figure 3-4 Bicycle Facility Inventory 3-12 
Figure 3-5 Transit Routes and Shelters 3-15 
Figure 3-6 1997-2007 Functional Classification 3-21 
Figure 3-7 Roadway Ownership/Jurisdiction 3-22 
Figure 3-8 Posted Speed Inventory 3-25 
Figure 3-9 Intersection Controls 3-26 
Figure 3-10 Stormwater and Topography 3-27 
Figure 3-11a 24-Hour Tube Count Data on SE McLoughlin Blvd and Highway 224 3-30 
Figure 3-11b 24-Hour Count Volumes 3-31 
Figure 3-11c 24-Hour Count Volumes: Historic Comparison 3-32 
Figure 3-12a Existing p.m. Peak Hour Traffic Volumes 3-33 
Figure 3-12b Existing p.m. Peak Hour Traffic Volumes 3-34 
Figure 3-13 Zoning Map 3-36 
Figure 3-14 Truck Routes 3-40 
Figure 3-15 Rail Routes & Crossings 3-43 
Figure 3-16 Parking Map 3-45 
Figure 3-17 Transportation Disadvantaged 3-49 
Figure 3-18 Wetlands, Flood & Cultural Features 3-52 
Figure 3-19 Environmental Resources—Goal 5 3-53 
Figure 3-20 Environmental Resources—Zoning & Vegetation 3-54 
Figure 4-1 Transportation Analysis Zones 4-4 
Figure 4-2 Model Process 4-5 
Figure 4-3 2030 RTP Financially Constrained Non-SOV Percentage 4-9 
Milwaukie Transportation System Plan 
Table of Contents 
Page iii 
December 4, 2007 
Figure 5-1 Pedestrian Master Plan 5-5 
Figure 6-1 Bicycle Signs and Markings 6-4 
Figure 6-2 Bicycle Master Plan 6-8 
Figure 7-1 Transit Coverage 7-4 
Figure 7-2 Off-Peak Transit Coverage 7-5 
Figure 7-3 Public Transit Master Plan 7-13 
Figure 8-1 Percent Increase in p.m. Peak Hour Volumes 8-5 
Figure 8-2 2030 Future No-Build Operations Study Area Intersections 8-6 
Figure 8-3a Proposed Street Connectivity and Functional Class Change 8-13 
Figure 8-3b Functional Classification 8-14 
Figure 8-4 Auto Street Network Master Plan 8-23 
Figure 9-1 Freight Master Plan 9-6 
Figure 10-1 Street Design Cross Sections by Functional Classification 10-7 
Figure 10-2 Skinny Street Design Options 10-10 
Figure 11-1 Neighborhood Traffic Management Process 11-12 
Figure 12-1 Diagram of Parking Type Locations 12-10 
Milwaukie Transportation System Plan 
Table of Contents 
Page iv 
December 4, 2007 
Complete List of Tables 
Table 3-1 Service Route Schedules and Destinations 3-14 
Table 3-2 Neighborhood Service Routes and Transit Amenities 3-16 
Table 3-3 TriMet Service Routes and Weekday Peak Period Level of Service 3-17 
Table 3-4 Functional Classification Comparison Arterial and Collector Streets 3-23 
Table 3-5 Average Pavement Condition Index 3-28 
Table 3-6 Pavement Condition Index Rating by Functional Classification 3-28 
Table 3-7 Existing p.m. Peak Hour Study Area Intersection Operations 3-37 
Table 3-8 SPIS Rating of Milwaukie TSP Update Study Area Intersections 3-39 
Table 3-9 Inventory of Existing Downtown Parking 3-46 
Table 3-10 Use of Parking Stalls by Type 3-46 
Table 3-11 Downtown Parking Demand—Mixed Land Use to Built Supply 3-47 
Table 4-1 Milwaukie TSP Study Area Land Use Summary 4-2 
Table 4-2 Approximate Average p.m. Peak Period Trip Rates Used in Metro Model 4-6 
Table 4-3 Milwaukie Vehicle Trip Generation (2-Hour p.m. Period) 4-6 
Table 4-4 Milwaukie Vehicle Trip Distribution (2-Hour p.m. Period) 4-7 
Table 5-1 Pedestrian Master Plan Projects 5-6 
Table 5-2 Potential Measures for Enhancing Pedestrian Crossings 5-10 
Table 5-3 Pedestrian Action Plan 5-11 
Table 6-1 Bikeway Types 6-3 
Table 6-2 Bicycle Master Plan Projects 6-9 
Table 6-3 Bicycle Action Plan 6-12 
Table 7-1 Public Transit Master Plan Projects 7-14 
Table 7-2 Public Transit Action Plan 7-16 
Table 8-1 City of Milwaukie Functional Classifications 8-2 
Table 8-2 RTP Financially Constrained Motor Vehicle Capacity Improvements 8-7 
Table 8-3 2030 Base Case Intersection Level of Service (p.m. Peak Hour) 8-8 
Table 8-4 Access Spacing Standards for City Street Facilities 8-11 
Table 8-5 Access Spacing Standards for ODOT Facilities 8-11 
Table 8-6 TDM Improvements included in the RTP Financially Constrained System 8-16 
Table 8-7 Improvements Needed for City Intersections to Meet City Standards 8-17 
Table 8-8 Auto Street Network Master Plan Projects 8-24 
Table 8-9 Auto Street Network Action Plan 8-26 
Table 9-1 Freight Master Plan Projects 9-7 
Table 9-2 Freight Action Plan 9-9 
Table 10-1 Pedestrian Facility Design Alternatives 10-8 
Table 10-2 Green Street Design Treatments 10-9 
Milwaukie Transportation System Plan 
Table of Contents 
Page v 
December 4, 2007 
Table 11-1 Neighborhood Traffic Management (NTM) "Tool Box" 11-3 
Table 11-2 Neighborhood Traffic Management Action Plan 11-13 
Table 12-1 Future Parking Demand/Supply Growth 12-3 
Table 12-2 Parking Facility Priorities by Parking User Type 12-11 
Table 12-3 Downtown Parking Master Plan Project List 12-15 
Table 12-4 Downtown Parking Action Plan 12-16 
Table 13-1 Projected Transportation Revenue 
for the 22-Year Planning Period (in 2007 dollars) 13-5 
Table 13-2 Operations, Maintenance, and Action Plan Costs 
for the 22-Year Planning Period (in 2007 dollars) 13-6 
Table 13-3 Prioritized Master Plan Project List 13-10 
Milwaukie Transportation System Plan 
Table of Contents 
Page vi 
December 4, 2007 
The Milwaukie Transportation System Plan (TSP) is the City's long-term plan for transportation 
improvements and includes policies and projects that could be implemented through the City 
Capital Improvement Plan, development review, or grant funding. The 2007 TSP planning 
process was a great opportunity for the community to define its transportation goals and discuss 
how the whole transportation system can be improved to support livability in Milwaukie. 
Milwaukie is a city of approximately 21,000 people and just under five square miles. Part of 
Milwaukie is designated as a Town Center in the 2040 Growth Concept. Though Milwaukie's 
population is expected to grow moderately (approximately one percent per year), the city lies at 
the intersection of several regional transportation facilities and downstream from several areas 
slated for significant growth in Metro's 2040 Growth Concept. 
THE PURPOSE OF A TRANSPORTATION SYSTEM PLAN (TSP) 
One of the primary purposes of creating a TSP (and keeping it updated) is to fulfill the State of 
Oregon Transportation Planning Rule (TPR) requirements for comprehensive transportation 
planning in the cities of Oregon. The TSP is used as a guiding policy document for long term 
transportation planning and presents the City's goals and policies while outlining and prioritizing 
proposed improvements for Pedestrian, Bicycle, Transit, and Motor Vehicle systems (as well as 
other nonmotorized elements). In addition, the TSP outlines the financial forecast for potential 
funding for the City, and ties that back to potential prioritized improvements to determine any 
funding shortfalls for projects. When funding shortfalls exist, potential concepts for generating 
additional revenue for the City are outlined to help guide the City towards policy decisions 
related to funding. 
The TSP strives to determine existing problem areas for all modes of transportation, looks into 
the future to identify the needs created by growth, and provides solutions to existing and future 
needs along with guidelines to develop the desired multimodal transportation system. Identifying 
specific transportation system needs will help the City guide its future transportation system 
investments and determine how land use and transportation decisions can be brought together 
beneficially for the community. 
Each section of the TSP (after the Future Forecasting Chapter) includes a long-range master 
plan and an action plan. The action plans address those transportation improvements that could 
be made using limited local funding sources. The final prioritization of transportation system 
Milwaukie Transportation System Plan 
Chapter 3: E x i s t i n g Conditions 
Page 3-1 
December 4, 2007 
improvements will be determined by the Milwaukie City Council as part of the annual capital 
improvements planning and budgeting process. 
WHO WAS INVOLVED IN THE CITY'S TSP UPDATE? 
During the TSP update process, the City of Milwaukie launched an extensive public outreach 
and involvement process (see Appendix A). Citizens, partner agencies, and business 
representatives were invited to join one or more mode-specific working groups and the TSP 
Advisory Committee. The working groups were created to focus on different subtasks of the 
TSP, including: Traffic and Street Network Solutions, Pedestrian and Bike Solutions, Street 
Design, Transit Solutions, Downtown Parking, and Freight Access. The Advisory Committee 
(AC) oversaw both technical and policy review of the TSP, and offered guidance on the final 
prioritization of projects and strategies. 
TSP UPDATE PROCESS 
In addition to data collection and public involvement, the TSP update consisted of seven main 
elements. The following sections describe each of these elements in more detail. 
Goals 
Transportation goals and policies form the basis for how the local transportation system will be 
developed and maintained over the next 20 years. The City's transportation goals support a 
multimodal approach to transportation planning and reflect how citizens think about and 
experience Milwaukie's transportation system. The City's nine transportation goals are: 
• GOAL 1 Livability: Design and construct transportation facilities in a manner that enhances 
the livability of Milwaukie's community 
• GOAL 2 Safety: Develop and maintain a safe and secure transportation system. 
• GOAL 3 Travel Choices: Plan, develop, and maintain a transportation system that provides 
travel choices and allows people to reduce the number of trips made by single-occupant 
vehicles. 
• GOAL 4 Quality Design: Establish and maintain a set of transportation design and 
development regulations that are sensitive to local conditions. 
• GOAL 5 Reliability and Mobility: Develop and maintain a well-connected transportation 
system that reduces travel distance, improves reliability, and manages congestion. 
• GOAL 6 Sustainability: Provide a sustainable transportation system that meets the needs 
of present and future generations. 
• GOAL 7 Efficient and Innovative Funding: Efficiently allocate available funding for 
recommended transportation improvements, and pursue additional transportation funding 
that includes innovative funding methods and sources. 
• GOAL 8 Compatibility: Develop a transportation system that is consistent with the City's 
Comprehensive Plan and coordinates with County, State, and regional plans. 
Milwaukie Transportation System Plan 
Chapter 3: E x i s t i n g Conditions 
Page 3-2 
December 4, 2007 
• GOAL 9 Economic Vitality: Promote the development of Milwaukie's, the region's, and the 
state's economies through the efficient movement of people, goods, and services, and the 
distribution of information. 
Existing Conditions 
Project staff reviewed existing conditions to establish how the transportation systems within 
Milwaukie currently operate in terms of quality, effectiveness, accessibility, and safety. Sidewalk 
and pavement conditions, roadway and intersection traffic volumes, transit and freight 
operations, as well as parking, rail, environmental justice and natural resources were all 
reviewed with the goal of understanding the "bigger picture" of the City's transportation needs. 
Additional detail related to these topics can be found in Chapter 3. 
Forecasting Future Traffic Conditions 
The forecast year for this plan is 2030. The City used Metro's urban area transportation forecast 
model to forecast future PM peak hour traffic volumes at study area intersections. This is a 
complex model that takes many anticipated trends in demographics, changes in land use, 
population, etc. into account when forecasting future traffic volumes. Some of the more 
important assumptions include the projected growth in population in Clackamas County and the 
rest of the Metro region, residential and employment growth in downtown Milwaukie, and an 
increase in transit use within the Metro region. See Chapter 4 for more detail. 
Identification of Needs and Potential Improvements 
The traffic volume projections forecasted from the Metro model formed the basis for identifying 
potential roadway deficiencies, and evaluating alternative circulation improvements within 
Milwaukie. Needs for other modes were then identified, based on the future traffic forecasts and 
deficiencies in the existing infrastructure (sidewalks, bike lanes, transit stops, etc.). 
Collectively, the Master Plans in Chapters 5 through 12 of the TSP describe the proposed 
capital and operational improvements to the transportation system between 2008 and 2030. 
While these potential improvements are presented as benefiting one mode, when possible, 
multiple modes are combined into one project. For instance, the Railroad Ave road-widening 
project listed in the Auto Street Network Master Plan could include new bike lanes and 
sidewalks, as well as improvements for freight and transit. 
Ranking and Prioritizing Improvements 
The Action Plans in Chapters 5 through 12 focus on the highest priority projects that are most 
likely to be funded over the next 15 years with limited City funds. The Action Plans are built 
upon the premise that, given the limited funds available, the City should prioritize funding of 
transportation projects that 1) effectively address identified problems, and 2) best meet the 
City's Goals. To prioritize the projects, project staff and the AC used three sources: the project 
rankings from the working groups, evaluation of each project against the nine TSP Goals, and 
other information regarding dependence on other projects, neighborhood support, etc. Using 
this approach, project staff and the AC developed a relative ranking of the projects, grouping 
them into three categories (high, medium, and low priority). 
Financing Transportation Projects 
The financially constrained Action Plan lists in Chapters 5 through 12 identify which projects the 
City should prioritize for funding with limited City funds. While these Action Plans will set the 
priorities for use of local funds, it does not assume funding sources such as state or regional 
Milwaukie Transportation System Plan 
Chapter 3: E x i s t i n g Conditions 
Page 3-3 
December 4, 2007 
grants, or contributions from local development. Therefore, the "financially constrained" lists are 
very constrained. 
Given the limited availability of funding, the City will have to make tradeoffs when deciding how 
to spend the limited funds each year. The AC determined that the City should use a strategic 
approach that funds a range of high priority "implementable" projects. This approach 
encourages the City to tackle smaller projects with local funds, but also use local funds as the 
required local match to leverage state and federal funds for larger high priority projects. 
Recommendations 
The Milwaukie TSP focuses on Milwaukie's transportation needs and decisions. Therefore, 
participants in the planning process created a set of recommendations that implement state and 
regional policies but are tailored to Milwaukie's current and future needs. From all of the input 
that citizens and businesses offered during the TSP process, there were some clear messages. 
The highest priorities for improving transportation in Milwaukie are: 
• Improve pedestrian and bicycle facilities throughout the city. 
• Enhance public transit service. 
• Maintain existing facilities. 
• Manage traffic in neighborhoods (address "cut-through" traffic) as regional traffic volumes 
increase. 
• Improve safety and accessibility of crossings over major corridors. 
Though it is common for people to be focused on their own street, neighborhood or bus line, a 
broad number of people identified the following areas as a priority: 
• Downtown 
• Milwaukie Marketplace area 
• Railroad Ave 
• Railroad crossings throughout the city. 
The following section summarizes the specific recommendations that resulted from the analysis 
of each mode, including: Pedestrian, Bicycle, Public Transit, Motor Vehicle, Street Design, 
Neighborhood Traffic Management, and Downtown Parking. Figure 1-1, the Composite Master 
Plan Map, summarizes the recommended improvements on one map, showing the location of 
recommended Master Plan improvements for pedestrians, bicycles, transit, motor vehicles, and 
freight modes. 
Milwaukie Transportation System Plan 
Chapter 3: E x i s t i n g Conditions 
Page 3-4 
December 4, 2007 

PEDESTRIAN FACILITIES 
Walking is the most affordable and accessible of all transportation modes. It is also clean, low-
impact, and healthy for the individual. A safe and comfortable pedestrian environment allows 
people of all ages and abilities to travel independently. 
Milwaukie's pedestrian system is challenged by an incomplete arterial/collector sidewalk 
system, a lack of local street connectivity, arterial crossings with potential safety and 
connectivity issues, and a lack of complete multiuse trails (see Chapter 3). 
The City has several strategies for addressing pedestrian system needs and guiding project 
prioritization. The prioritization process helps to focus community investment on those projects 
that are most effective at addressing critical needs, while deferring other projects of lesser 
importance. The strategies for pedestrian facilities include: 
• Key pedestrian corridors to connect neighborhoods with schools, parks, activity centers, and 
major transit stops; 
• Arterial crossing and safety enhancements; 
• Fill gaps in the network where some sidewalks exist; 
• Pedestrian corridors that connect to major recreational uses; 
• Enforcement of laws that protect pedestrians; 
• Education about pedestrian safety and available walking routes. 
These strategies would be implemented by projects that address needs and deficiencies. 
Key Recommendations 
• Arterial and Collector Street Improvements: Construct walkways along key collector and 
arterial streets, especially when project is publicly-funded: 
• Monroe St from 42nd Ave to eastern city limit 
• Stanley Ave within the city limits 
• Linwood Ave within city limits 
• 17th Ave north of downtown 
• Railroad Ave within the city limits 
• Local Street Improvements: Walkways on local streets will be mostly constructed by new/infill 
development. 
• Intersection Improvements: Construct intersection improvements to improve pedestrian safety 
near Highway 224 and the Milwaukie Marketplace: 
• Oak St by the railroad tracks 
• Harrison St and Highway 224 
• Railroad Ave and 37th Ave 
• Develop and distribute walking maps that show routes to major destinations such as parks, 
schools, commercial areas, and trails. 
• Enforce against motorists who speed and run stop signs. 
Milwaukie Transportation System Plan 
Chapter 3: E x i s t i n g Conditions 
Page 3-6 
December 4, 2007 
Transportation 
System Plan 
FIGURE 1-2 
PEDESTRIAN 
MASTER PLAN 
December 2007 
LEGEND 
Existing Sidewalks 
< 5 ft. Width 
5 ft. - 10 ft. Width 
Springwater Trail 
Kellogg Creek Trail 
Proposed Improvement 
Pedestrian Facilities 
/^N Pedestrian Intersection 
Safety Improvement 
^ Schools County Line 
Major Roads Parks 
Streets 
Railroad 
Water 
10' Contours 
i 1 
|_ J City Limits 
PROPOSED PROJECTS 
Improve Intersection to Increase Pedestrian Safety 
A Freeman Way/HWY 224 
B 37th Ave/HWY 224 
© Oak St /HWY 224 
D Monroe St/HWY 224 
E Harrison St/HWY 224 
F King Rd crossing improvements 
G Olsen St/42nd Ave 
H Railroad Ave/37th Ave 
I Harmony Rd/Lake Rd 
J Oak St/railroad tracks 
K Stanley Ave/Logus Rd 
Provide Pedestrian Facilities Where Not Currently Present 
See Table 5-1 for L - AQ project descr ipt ions 
Enhance Existing Pedestrian Connection 
A R Construct pedestrian underpass under HWY 99E 
A R at Kellogg Creek 
AS Improve ramp at Spr ingwater Trai l/HWY 99E 
AT Complete Springwater Trail along Ochoco St 
BICYCLE FACILITIES 
The bicycle is a human-powered vehicle that al lows people of all ages to move independently, 
at relatively low cost and with little impact to the environment. Bicycl ing promotes the wel l -being 
of people who live and work in Milwaukie, wi th the added benefit of reducing auto traffic on city 
streets. 
Mi lwaukie's exist ing bicycle system is deficient in three primary ways: lack of connectivity, 
difficult crossings, and insufficient street designations. Recommended improvements should be 
a imed at closing the gaps in the bicycle network, improve crossing safety, maintaining the 
exist ing system, improving signage, and educat ing cyclists and motorists. 
Key Recommendations 
• Bike Boulevard Improvements: Prioritize "Bike Boulevards" as a method for providing safe 
bikeway connections to other transportation modes and between parks, schools, activity centers, 
and regional destinations. 
• Monroe St from downtown to Linwood Ave 
• Stanley Ave from Railroad Ave to Springwater Trail 
• 29th Ave from Springwater Trail to Monroe St (via Harvey St and 40th Ave) 
• 19th and Sparrow St 
• Bikeway Improvements: Improve existing bikeways by paving, striping, adding signage, 
establishing bike lanes where appropriate, etc. 
• Intersection Improvements: Make key intersections safer and more functional for cyclists with 
treatments such as improved striping, accessible signal buttons, and bicycle detection devices. 
• Education: Improve education for cyclists and drivers and encourage cycling through planned 
cycling events. 
• Maintenance: Keep bike lanes clear of debris. 
• Coordination with Other Jurisdictions: 
• Work with other jurisdictions on long-range projects such as route connectivity and trail 
system planning and construction. 
• Improve response on day-to-day issues such as sweeping out bike lanes and enforcing 
traffic and parking laws. 
Milwaukie Transportation System Plan 
Chapter 3: E x i s t i n g Conditions 
Page 3-8 
December 4, 2007 
Transportation 
System Plan 
FIGURE 1-3 
BICYCLE 
MASTER PLAN 
December 2007 
LEGEND 
Existing Bicycle Facilities 
Shared Facility 
Bicycle Lane 
• • • • Springwater Trail 
• • • • Kellogg Creek Trail 
Proposed Improvements 
©Bicycle Intersection Safety Improvement 
Bicycle Corridor 
Enhancement 
| • Bike Boulevard 
| | Bicycle Lanes 
• • • • Trolley Trail 
£ Schools 
— Major Roads 
Streets 
Railroad 
10' Contours 
County Line 
Parks 
Water 
|_ J City Limits 
PROPOSED PROJECTS 
Improve Intersection to Increase Bicycle Safety 
A Adams St/21st Ave/Railroad Crossing 
B Johnson Creek Blvd/Springwater Trail 
C Johnson Creek Blvd/Linwood Ave 
D Linwood Ave/King Rd 
E Linwood Ave/Monroe St 
Li nwood Ave/Harmony Rd 
G Washington St/Oak St/HWY 224 
H International Way/Lake Rd 
Provide Bicycle Lanes Where not Currently Present 
[ l ] Harrison St from HWY 99E to 21st Ave 
J Lake Rd from Main St to Guilford Dr 
K Oatfield Rd from Guilford Ct to Lake Rd 
L Harrison St from HWY 224 to 42nd Ave 
M 37th Ave from Harrison St to HWY 224 
N Railroad Ave from 37th Ave to Linwood Ave 
O 43rd Ave from King Rd to Filbert St 
P Linwood Ave from Queen Rd to Johnson Creek Blvd 
Q Linwood Ave from approximately Juniper St to Harmony Rd 
R Rusk Rd from Lake Rd to North Clackamas Park 
S Main St from Harrison St to Moores St 
T 21st Ave from Harrison St to Lake Rd 
Enhance Existing Bicycle Connection 
U Install Bike Boulevard treatments at various locations 
<V 
<X 
^Y 
Z 
Construct bicycle overpass from Railroad Ave to International Way 
Improve Springwater Trail paving 
Improve Kellogg Creek Trail 
Install Trolley Trail signage 
Fill in gaps in exisiting bike network with bike lanes or multiuse path. 
Improve intersection safety on 17th Ave at HWY 224 and at 99E. 
Improve ramp at Springwater Trail/HWY 99E 
> Complete Springwater Trail along Ochoco St 
PUBLIC TRANSIT FACILITIES 
The availability, convenience, and desirability of public transit are key aspects of a system that 
must support the movement of people to, from and through Milwaukie. Transit trips reduce 
single-occupant vehicle trips (which reduces traffic and energy consumption), serves community 
members who cannot drive (including the elderly, disabled, and youth), and minimizes 
transportation system impacts to the environment, such as vehicle emissions and soil and water 
pollution from impervious surface runoff. 
Though transit service in Milwaukie needs to be improved in many ways, its greatest 
deficiencies are in the areas of service levels, safety, and convenience of service. There is a 
disparity between the City's goals for transit service and use, and the system's ability to meet 
those goals today. To close this gap, the City and TriMet should simultaneously pursue three 
types of improvements: service enhancements, capital improvements, and policy improvements. 
Key Recommendations 
• Service Enhancements: 
• Add a bus route on Railroad Ave (extending to Clackamas Town Center via Harmony Rd) 
• Add a bus route on Johnson Creek Blvd 
• Reduce headways to less than 30 minutes on all routes. 
• Enhance service on north-south routes. 
• Improve reliability of all routes. 
• Capital Improvements: 
• Install shelters at bus stops that meet TriMet criteria. 
• Improve downtown bus stops and shelters, and include ample bike parking. 
• Construct a new bus layover facility at the Southgate Park-and-Ride. 
• Policy Recommendations: 
• Eliminate the layover function of the downtown transit center. 
• Expand transit service. Provide service in "transit disadvantaged" areas. Fund local service 
enhancements through savings made from transit capacity improvements. 
• Provide appropriately located and sized park-and-ride facilities. Provide park-and-rides on 
Milwaukie's fringe for commuters and park-and-rides inside Milwaukie for Milwaukie 
residents. 
• Improve transit safety. 
• Reinvest transit "savings" within Milwaukie. Any savings derived from new capacity should 
be contained and reinvested within the Milwaukie service area. 
Milwaukie Transportation System Plan 
Chapter 3: E x i s t i n g Conditions 
Page 3-10 
December 4, 2007 

MOTOR VEHICLE FACILITIES 
The Auto Street Network e lement of the T S P focuses on maintaining traffic f low and mobil i ty on 
arterial and collector roadways, protecting residential neighborhoods from excessive through 
traff ic and travel speeds, providing reasonable access to and f rom residential areas, improving 
safety, and promot ing eff icient through-street movement . 
Limited connectivi ty between Mi lwaukie neighborhoods often forces motorists to travel out of 
direction and increases traffic vo lumes and miles traveled on the few connect ing streets. 
Regional and local traffic vo lumes are projected to increase on many city streets and cause 
many intersections to operate below jurisdict ional standards. 
Key Recommendations 
• Use Transportation System Management to get the most out of the existing system. 
• Improve substandard streets and intersections to accommodate traffic and improve safety. 
• Enhance neighborhood character and livability through well-designed street improvements. 
• Leverage Street Surface Maintenance projects to bring roads up to standards when possible. 
• Initiate a Hwy 99E/Hwy 224 Refinement Plan with ODOT to define the future conditions of this 
corridor. Assumptions to include: 
• Primary crosstown connection is Harrison St. 
• Improve freight access to North Industrial area 
• Multiple grade-separated connections between Harrison St and Freeman Way. 
• Reduce the visual and physical "barrier" effect of the highway for nonmotorized modes of 
travel. 
• Implement capacity improvement projects on key corridors as needed: 
• Harrison St/Main St 
• Harrison St/42nd Ave/King Rd 
• Johnson Creek Blvd/Linwood Ave 
• King Rd/Linwood Ave 
• Monroe St 
Milwaukie Transportation System Plan 
Chapter 3: E x i s t i n g Conditions 
Page 3-12 
December 4, 2007 
Transportation 
System Plan 
FIGURE 1-5 
AUTO STREET NETWORK 
MASTER PLAN 
December 2007 
LEGEND 
Proposed Street Network Improvements 
Roadway Widening Project ( • ) 
Travel Route Improvement ( • ) 
Intersection 
Improvement 
Rail Crossing 
Improvement 
Corridor Refinement Plan 
ajor Roads 
Streets 
Railroad 
• • • • Springwater Trail 
• • • • Kellogg Creek Trail 
County Line 
Parks 
Water 
I City Limits 
PROPOSED PROJECTS 
A Prohibit left turn movement at 17th Ave/McLoughlin Blvd and 
include in Refinement Plan 
B Signalize Harrison St/42nd Ave 
C Conduct Refinement Plan for HWY 99E/HWY 224 focused on motor 
vehicle and freight mobility. 
- HWY 99E Project Limits: Tacoma St to 17th Ave 
- HWY 224 Project Limits: HWY 99E to Lake Rd Interchange 
D Reconfigure intersection to consolidate 37th Ave/ 
Industrial Way 
E Add eastbound/westbound right turn lanes and integrate the 
trail crossing 
F Create westbound shared through/right lane; or 
Add eastbound right turn pocket 
G Implement protected/permitted phasing for northbound and 
southbound left turns 
H Widen Linwood Ave to standard three lane cross section 
Q Widen Railroad Ave to standard three lane cross section 
Redesign intersections of River Rd and 22nd Ave to 
consolidate intersections; or 
Add northbound left turn pocket on River Rd 
K Widen Harrison St to standard three-lane cross section 
L Add left turn-lanes and protected signal phasing on Harrison 
St approaches 
M Widen Lake Rd to standard three-lane cross section 
N Replace 3-way stop with signal when warranted and appropriate. 
(Coordinate with the City of Portland) 
o Enhance connection between King Rd and Harrison St 
P Add protected signal phasing on Oak St approaches 
Q Improve intersection/modify access at HWY 224 and Freeman Way 
R Enhance connection along Stanley Ave at King Rd 
S Enhance connection along Stanley Ave at Monroe St 
Implement railroad crossing safety and quiet zone project 
U Upgrade crossing to grade separated facility 
(dependant upon Harmony Rd Project findings) 
FREIGHT PLAN 
A quality local freight network facilitates movement of bulk goods and materials, and is essential 
to the economic health of the city. While all cities have some need for local delivery of goods to 
retailers and similar activities, in Milwaukie a majority of employment is in the heavy 
manufacturing, warehousing, and distribution sectors, which are dependent on efficient 
movements of large quantities of both raw materials and finished products. A well-functioning 
and reliable system for the movement of freight into and out of the city contributes significantly 
to the City's ability to attract and retain industrial investment-and the jobs and tax proceeds that 
come with that investment. 
The city's freight network faces a few specific challenges. Access to the North Industrial area 
from McLoughlin Blvd is limited due to turn restrictions at Milport Rd and Ochoco St. Most rail 
crossings exhibit deterioration due to wear and tear and frequent train crossings, resulting in 
increased delay for the general public and freight haulers. The number of routes available to 
trucks is limited by weight limitations on certain freight routes and narrow intersections. 
Key Recommendations 
• North Industrial Access: 
• Improve access to the area, potentially with an overpass of Highway 99E at Ochoco St. This 
and other solutions should be evaluated through a Highway 99E/224 Refinement Plan 
(described in the previous section). 
• Light rail, if built on the 2003 "LPA" alignment (running along Main St or McLoughlin Blvd 
between Tacoma and Milport Rd), almost inevitably degrades access in and out of the east 
side. 
• Rail Crossings: Improve the quality of the materials at at-grade crossings and pursue the grade 
separation of key crossings. 
• Street Reclassification: Designate International Way as a freight route. 
Milwaukie Transportation System Plan 
Chapter 3: E x i s t i n g Conditions 
Page 3-14 
December 4, 2007 
Transportation 
System Plan 
B 17th Ave/HWY 224 
Upgrade intersection turning radii to better accommodate 
freight movements 
C Main St/Mailwell Dr 
Upgrade intersection turning radii to better accommodate 
freight movements 
D Mailwell Dr/Omark Dr 
Upgrade intersection turning radii to better accommodate 
freight movements 
E Harrison St/Union Pacific Railroad Crossing 
Upgrade crossing to grade separated facility (outcome of crossing 
dependant upon 99E/224 Refinement Plan findings) 
F HWY224/37th A ve 
Consolidate two northern legs of 37th Ave and Industrial 
Way into one leg at HWY 224. 
G Harmony Rd/Union Pacific Railroad Crossing 
Upgrade crossing to grade separated facility (outcome of 
crossing dependant upon Harmony Rd Project findings) 
H At-grade Railroad Crossing Material Upgrades 
Upgrade crossing paving material to concrete or rubberized material 
for longevity of crossing at: Harrison St, Monroe St, 
Washington St, Adams St, Oak St, and 37th Ave 
STREET DESIGN 
A street's design determines how it will look and function. How a street looks and functions 
ultimately depends upon which elements are included, their dimensions, and how they relate to 
each other. Well-designed streets can contribute to the identity and character of a neighborhood 
and increase property values. They can also speed or slow traffic, reduce environmental 
impacts, and allow for safe multimodal use. 
Problems 
Milwaukie is a developed city with a largely incomplete street network. Though the community 
supports the completion of its streets through construction of safe pedestrian and bicycle 
facilities, most neighborhoods also want to maintain neighborhood character by saving existing 
trees and maintaining the slower traffic speeds that often accompany substandard roads. The 
City's current design standards limit the City's ability to sensitively improve existing streets by 
only allowing a few street design options. Allowing for more flexibility when determining the 
design of a street would allow for the City to respond to the character of the surrounding natural 
and built environments. 
Possible Solutions 
The City should update its standards and policies to allow for implementation of context-
sensitive street design. The use of innovative designs, such as green streets, skinny streets, 
and flexible pedestrian designs are some examples of street design options that the City could 
incorporate into its street design standards. 
Key Recommendations 
• Standards: Develop a baseline cross section for each street functional classification and a 
street design prioritization approach for when the baseline design elements do not fit. 
• Flexibility: Build more flexibility into street design standards to: 
• Allow for local design preferences. 
• Increase bicycle and pedestrian safety. 
• Avoid costly and time-consuming variance process requirements. 
• Alternative Designs: Develop street design standards for green streets, skinny streets, and 
alternative pedestrian facilities. 
• Balance: Balance the larger community's needs, local design preferences, and best practices 
when developing street design standards. 
• Landscaping: Provide for landscaping (including street trees) wherever feasible. 
• Maintenance: Consider maintenance costs and issues when developing design standards and 
design alternatives. 
Milwaukie Transportation System Plan 
Chapter 3: E x i s t i n g Conditions 
Page 3-16 
December 4, 2007 
NEIGHBORHOOD TRAFFIC MANAGEMENT 
The City recognizes that the vitality and feel of a neighborhood can be greatly influenced by the 
speed and volume of traffic traveling to and through it. Neighborhood traffic management is a 
way for the City and its citizens to create a dialogue about traffic concerns on a neighborhood 
level. 
Problems 
Milwaukie consists mostly of residential neighborhoods, and has a relatively small population 
compared to the surrounding Portland metropolitan area. Because of its proximity to the city of 
Portland, its many employment opportunities, and the two major regional routes that traverse 
the city (McLoughlin Blvd and Highway 224), cut-through traffic is an ongoing concern for 
Milwaukie residents. As traffic volumes increase and congestion occurs on regional routes and 
major streets, there is potential for traffic to spill over onto neighborhood routes and local streets 
in search of less congested or more direct routes. Neighborhood traffic management is a means 
to address the negative impacts of unchecked speed and volume on neighborhood and local 
streets. 
Possible Solutions 
There are many different options available in the neighborhood traffic management 'tool box,' 
but not all of these options are appropriate for all streets. Traffic management options need to 
be based on the functional classification of the road, surrounding land uses, the design of the 
street, as well as input from emergency services and residents. Effective use of neighborhood 
traffic management in Milwaukie can address community needs and concerns, including, but not 
limited to, the following: 
• Speeding 
• Cut through traffic 
• Pedestrian safety 
• Student safety around school zones 
Key Recommendations 
• Funding: It is recommended that the City annually fund the Neighborhood Pedestrian and 
Traffic Safety Program so that prioritized needs are implemented over time. The Neighborhood 
Traffic Management Action Plan (see Table 11-2) does not identify specific projects, but it does 
show the level of funding the City proposes to commit to the Neighborhood Pedestrian and 
Traffic Safety Program for the duration of this plan. With regard to this funding, it is 
recommended that the City develop a process that ensures neighborhood traffic management 
funding is equitably distributed throughout the city. 
• Investment: Allocate a certain amount of money per year to install selected neighborhood traffic 
management projects. The number of projects would be limited but coordinated with citizen 
involvement. Encourage implementation of neighborhood traffic management projects by private 
development. 
• Variety: Allow for a wide variety of traffic management measures. 
• Effectiveness: Ensure that the chosen measure addresses the identified problem. 
• Neighborhood Input: Involve affected neighborhoods when designing neighborhood traffic 
management measures. 
• Landscaping: Neighborhood traffic management solutions need to provide for landscaping 
wherever feasible. 
• Maintenance: Consider maintenance needs and issues (including landscaping) when designing 
traffic management measures and ensure that the long-term maintenance needs can be met. 
Milwaukie Transportation System Plan 
Chapter 3: E x i s t i n g Conditions 
Page 3-17 
December 4, 2007 
Figure 1-7 Neighborhood Traffic Management Process 
Traffic Concern 
Imminent Danger 
Staff Response 
• Engineering 
• Operations 
• Police/Fire 
• Code Enforcement 
I 
Implement 
Staff Evaluation J Non-Emergency 
NeighborhoodPedest r ianand 
Traf f icSafety Program 
• Funding 
• Education 
• Enforcement 
• Engineering 
Transportation System Plan 
RecommendedMeasures 
• Curb Extensions 
• Islands 
• Elevated crosswalks/humps 
• Traffic Diverters 
Milwaukie Transportation System Plan 
Chapter 3: E x i s t i n g Conditions 
Page 3-18 
December 4, 2007 
DOWNTOWN PARKING 
Properly managed downtown parking is vital for implementing and maintaining the City's 2001 
Downtown and Riverfront Land Use Framework Plan. This plan envisions a lively downtown 
area with a clear sense of place and identity, comprised of an attractive mix of uses and 
amenities. The city's downtown area will grow as an important employment center and therefore 
parking must be built and managed to serve the retail core as downtown transitions to a 
multimodal environment. 
Problems 
Currently, downtown Milwaukie is vulnerable to serving as an impromptu park-and-ride for 
people traveling to downtown Portland. Downtown residents and employees are parking in stalls 
that should serve visitors, which causes parking to spill over into neighborhoods. The parking 
lots that are available, and some downtown streets, are not well lit and do not feel safe. 
Downtown employees are often not aware of their parking and transportation options and the 
current parking permit system does not work as well as it could. As the downtown area evolves, 
the existing parking lots will be developed and other parking options will need to be considered. 
Possible Solutions 
There are two viable solutions Milwaukie can use to improve the downtown parking situation: 
parking management and parking supply. Parking must be managed to assure that priority land 
uses are supported with an effective and efficient system of access that caters to the needs of 
priority users. The City and the private sector can also invest in new parking supply to support 
downtown development. 
Key Recommendations 
• Manage parking to support downtown revitalization, according to the vision in the Downtown 
and Riverfront Plan. Manage on-street parking to serve adjacent ground-floor uses. 
• Keep an updated parking inventory and conduct periodic parking use studies to understand 
how parking areas are used. 
• When parking areas are over 85% full, adjust parking management practices to make the best 
use of available parking (adjust parking zones, increase prices, install parking meters, etc.). 
• Require the private sector to identify sufficient parking for residential and commercial uses, 
but do not ask developers to "over-build" parking. Encourage shared parking arrangements. 
• Provide public off-street parking for downtown employees as funds and property availability 
allows. First priority will be given to buildings and businesses existing in 2007. 
• Work with property and business owners to decrease employees' need for auto parking as 
downtown transitions to a multimodal environment. 
• Develop a plan to finance and locate a public parking structure to support downtown. 
Milwaukie Transportation System Plan 
Chapter 3: E x i s t i n g Conditions 
Page 3-19 
December 4, 2007 
OVERVIEW 
Transportation goals and policies form the basis for how the local transportation system will be 
developed and maintained over the next 20 years. The City's transportation goals support a 
multimodal approach to transportation planning and reflect how citizens think about and 
experience Milwaukie's transportation system. 
The policy framework of this plan is organized as follows: 
• Goal Statement: A statement that describes an ideal condition that the City desires to attain 
over time for various aspects of the transportation system. For example: Provide access to 
safe, affordable, and reliable transportation choices for all Milwaukie residents and 
businesses. 
• Policy Statements: Statements that are intended to outline specific measures that will be 
taken to achieve a goal. 
The following section lists the goals and policies for the Milwaukie TSP. They are not listed in 
order of importance or priority, but rather are all aspects that need to be considered when 
developing, funding, and managing the transportation system. 
GOAL 1 LIVABILITY 
Design and construct transportation facilities in a manner that enhances the livability of 
Milwaukie's community. 
Policies 
a. Provide convenient walking and bicycling facilities to promote the health and physical 
well being of Milwaukie citizens. 
b. Protect residential neighborhoods from excessive through traffic and travel speeds while 
providing reasonable access to and from residential areas. 
c. Protect residential neighborhoods from excessive noise and pollutants associated with 
higher functional class streets, industrial uses, and rail activities. 
Milwaukie Transportation System Plan 
Chapter 3: Existing C o n d i t i o n s 
Page 3-1 
December 4, 2007 
d. Minimize the "barrier" effect of large transportation facilities on nonmotorized modes of 
travel. 
e. Construct a transportation system that is accessible to all members of the community. 
f. Provide a seamless and coordinated transportation system that is barrier-free, provides 
affordable and equitable access to travel choices, and serves the needs of all people 
and businesses, including citizens of low income, people with disabilities, children, and 
seniors. 
GOAL 2 SAFETY 
Develop and maintain a safe and secure transportation system. 
Policies 
a. Design and maintain safe and secure walkways and bikeways between parks, schools, 
and other activity centers in Milwaukie. 
b. Design and construct transportation-related improvements to meet City standards as 
outlined in the City's Transportation Design Manual and the Americans with Disabilities 
Act (ADA). 
c. Adopt and implement access control and spacing standards for all streets under the 
City's jurisdiction to improve safety and promote efficient through-street movement. 
Access control measures should be generally consistent with Clackamas County access 
guidelines to ensure consistency on city and county roads. 
d. Improve riders' sense of safety at transit stops through lighting, design, and 
enforcement. 
GOAL 3 TRAVEL CHOICES 
Plan, develop, and maintain a transportation system that provides travel choices and allows 
people to reduce the number of trips made by single-occupant vehicles. 
Policies 
a. Provide a citywide network of convenient walkways and bikeways that are integrated 
with other transportation modes and regional destinations. 
b. Collaborate with TriMet and other transit providers to provide convenient and accessible 
public transit service to all Milwaukie neighborhoods. 
c. Support travel options that allow individuals to reduce single-occupant vehicle trips. 
d. Establish local non-Single Occupancy Vehicle (SOV) modal targets, subject to new data 
and methodology made available to local governments, for all relevant design types 
identified in the Regional Transportation Plan. Targets must meet or exceed the regional 
modal targets for 2040 Growth Concept land use design types as illustrated in the 
following table: 
Milwaukie Transportation System Plan 
Chapter 3: Existing C o n d i t i o n s 
Page 3-2 
December 4, 2007 
2040 Regional Metro Target Non-Single Occupant Vehicle 
2040 Design Type Modal Target 
Regional centers, town centers, main streets, 
station communities, corridors 
45 to 55 percent 
Industrial areas, employment areas, inner 
neighborhoods, outer neighborhoods 
40 to 45 percent 
e. Encourage local employment and commercial job creation in order to reduce the number 
of locally generated regional work and shopping trips. 
f. Ensure bike and bus routes are well separated, marked, mapped, and marketed. 
g. Ensure that savings derived from adding capacity (LRT or other) is reinvested in local 
service enhancements for Milwaukie. 
GOAL 4 QUALITY DESIGN 
Establish and maintain a set of transportation design and development regulations that are 
sensitive to local conditions. 
Policies 
a. Design streets to support their intended users. 
b. Integrate bicycle and pedestrian facilities into street planning, design, construction, and 
maintenance activities. 
c. Require developers to include pedestrian, bicycle, and transit-supportive improvements 
within proposed developments and adjacent rights-of-way in accordance with adopted 
policies and standards. 
d. Promote context-sensitive transportation facility design, which fits the physical context, 
responds to environmental resources, and maintains safety and mobility. 
e. Consider maintenance costs and issues when developing and implementing design 
standards. 
f. Promote landscaping and pervious surfaces wherever practical and feasible. 
GOAL 5 RELIABILITY AND MOBILITY 
Develop and maintain a well-connected transportation system that reduces travel distance, 
improves reliability, and manages congestion. 
Policies 
a. Enhance street system connectivity wherever practical and feasible. 
b. Maintain traffic flow and mobility on arterial and collector roadways. 
Milwaukie Transportation System Plan 
Chapter 3: Existing C o n d i t i o n s 
Page 3-3 
December 4, 2007 
GOAL 6 SUSTAINABILITY 
Provide a sustainable transportation system that meets the needs of present and future 
generations. 
Policies 
a. Encourage an energy efficient transportation system. 
b. Increase the use of walking and bicycling for all travel purposes. 
c. Improve and enhance the livability of Milwaukie by decreasing reliance on automobile 
transportation and increasing the use of other modes to minimize transportation system 
impacts on the environment. 
d. Practice stewardship of air, water, land, wildlife, and botanical resources. Take into 
account the natural environments in the planning, design, construction, and maintenance 
of the transportation system. 
GOAL 7 EFFICIENT AND INNOVATIVE FUNDING 
Efficiently allocate available funding for recommended transportation improvements, and 
pursue additional transportation funding that includes innovative funding methods and 
sources. 
Policies 
a. Plan for an economically viable and cost-effective transportation system. 
b. Identify and develop diverse and stable funding sources to implement recommended 
projects in a timely fashion. 
c. Prioritize maintenance of the transportation system. 
d. Identify local street improvement projects that can be funded by the State of Oregon to 
improve the performance of the state highway system. 
e. Provide funding for local match share of jointly funded capital projects with other public 
partners. 
f. Prioritize funding of projects that are most effective at meeting the goals and policies of 
the Transportation System Plan. 
GOAL 8 COMPATIBILITY 
Develop a transportation system that is consistent with the City's Comprehensive Plan and 
coordinates with County, State, and regional plans. 
a. Coordinate and cooperate with adjacent jurisdictions and other transportation agencies 
to develop transportation projects that benefit the city of Milwaukie and the region as a 
whole. 
b. Work collaboratively with other jurisdictions and agencies so the transportation system 
can function as one. 
Milwaukie Transportation System Plan 
Chapter 3: Existing C o n d i t i o n s 
Page 3-2 
December 4, 2007 
c. Coordinate with other jurisdictions and community organizations to develop and 
distribute transportation-related information. 
d. Review City transportation standards periodically to ensure consistency with regional, 
state, and federal standards. 
e. Coordinate with TriMet, the Milwaukie Center, and adjacent jurisdictions to identify 
existing and future transit related needs, including placement of park-and-ride facilities. 
f. With ODOT's assistance, coordinate with railroad companies to provide a viable 
commercial railroad system in and through Milwaukie. 
g. Coordinate with ODOT to address improvements to State highways within Milwaukie to 
benefit all modes of transportation. 
GOAL 9 ECONOMIC VITALITY 
Promote the development of Milwaukie's, the region's, and the state's economies through the 
efficient movement of people, goods, and services, and the distribution of information. 
Policies 
a. Ensure a safe and efficient freight system that facilitates the movement of goods to, 
from, and through Milwaukie, the region, and the state while minimizing conflicts with 
other travel modes. 
b. Consider constructing grade separation or gate control for all railroad crossings. 
c. Provide transportation facilities that support land uses that are consistent with the 
Comprehensive Plan. 
d. Evaluate land development projects to determine possible adverse traffic impacts. 
e. Ensure that all new development contributes a fair share toward on-site and off-site 
transportation system improvements. 
f. Manage parking in downtown to support revitalization, according to the vision in the 
Milwaukie Downtown and Riverfront Plan. The purpose of, and priority for, on-street 
parking in downtown is to support the vitality of the retail core. 
Milwaukie Transportation System Plan 
Chapter 3: Existing C o n d i t i o n s 
Page 3-2 
December 4, 2007 
The main objective of Milwaukie's Transportation System Plan (TSP) is to inventory, evaluate, 
and plan for all modes of travel. The purpose of this chapter is to document the existing 
transportation facilities in the Transportation System Plan study area, and provide a basis of 
knowledge and benchmarks for assessing the physical and operational needs of the system. 
OVERVIEW 
Existing transportation conditions in Milwaukie were evaluated in late 2006. The existing traffic 
and transportation conditions for the following modes of travel and items that affect the 
transportation environment were inventoried and analyzed: 
• Pedestrian 
• Bicycle 
• Transit 
• Motor Vehicle 
• Freight 
• Rail 
• Parking 
• Environmental Justice 
• Environmental Resources 
This list of areas covered includes two topics not previously included in the 1997 Transportation 
System Plan: environmental justice and environmental resources. Environmental justice with 
respect to transportation is aimed at identifying underserved and vulnerable populations to help 
increase outreach efforts to adequately serve those areas within the city. The environmental 
resources evaluation within this document helps to identify and map environmentally sensitive 
areas with respect to flood plains, fish and wildlife habitat, wetlands, vegetation, and local 
historical resources. 
Milwaukie Transportation System Plan 
Chapter 3: Existing Conditions 
Page 3-1 
December 4, 2007 
The city of Milwaukie is located within Clackamas County just south of the city of Portland. 
Figure 3-1a shows the location of Milwaukie with respect to the Portland metropolitan region. 
The study area for this analysis is defined as approximately 1/4 mile beyond the city of 
Milwaukie boundary limits and includes twenty-two intersections that were selected to address 
major roadways and areas of concern. Figure 3-1b shows this study area and the study area 
intersections. 
The following sections describe the city's existing transportation facilities and their usage and 
performance. 
Milwaukie Transportation System Plan 
Chapter 3: Existing Conditions 
Page 3-2 
December 4, 2007 
Downtown1 
i Portland 
Beaverton 
Portland 
MULTNOMAH CO. V - -
V/tf^LACKAMAS CO. 
Milwaukie 
Happy Valley 
Lake Oswego Tigardl 
Johnson 
Gladstone 
Tualatin 
West Linn Oregon City 
Transportation 
System Plan 
FIGURE 3-1a 
STUDY AREA 
CONTEXT 
December 2007 
LEGEND 
| | Milwaukie City Limits 
Urban Growth 
Management Agreement 
(UGMA) area 
Freeways 
Major Arterials 
Arterials 
County Line 
Water 
City Limits 
N DKS Associates 
T R A N S P O R T A T I O N S O L U T I O N S 
Transportation 
System Plan 
FIGURE 3-1b 
STUDY AREA 
December 2007 
LEGEND 
Study Intersections 
Major Roads 
Streets 
Railroad 
Springwater Trail 
Kellogg Creek Trail 
County Line 
Town Center 
Water 
I City Limits 
Note: "SE" street name prefix applies to all roads. 
DKS Associates 
T R A N S P O R T A T I O N S O L U T I O N S 
PEDESTRIANS 
The Metro Regional Transportation Plan (RTP) identifies downtown Milwaukie as a Town 
Center; a local activity area that provides a range of local retail and service opportunities within 
close proximity to each other. Milwaukie's downtown is characterized by a variety of small 
specialty retail shops, storefront businesses, and a historic street grid network. There are three 
parks within downtown and five schools within the Town Center boundary. These features are 
important hubs of pedestrian activity. 
Existing Pedestrian Facilities 
All of the sidewalks and trails within Milwaukie are displayed in Figure 3-2. Many sections of the 
city's arterial and collector streets, identified as Major Roads on Figure 3-2, have sidewalks on 
at least one side of the street. A typical sidewalk configuration is a curb tight design, where the 
sidewalk is constructed adjacent to the curb. 
In general, neighborhoods to the northeast of Highway 224 lack adequate pedestrian facilities. 
For example many older residential areas in this part of the city have no sidewalks whatsoever 
whereas most of the streets in downtown and residential areas to the southwest of Highway 224 
have sidewalks on both sides. This patchwork of sidewalks is well illustrated in Figure 3-2, 
which shows the existing sidewalks and areas lacking. 
Based on a visual inspection, many of the sidewalks in Milwaukie are in good to excellent 
condition, with no major cracking or heaving. Examples of sidewalks in very good or excellent 
condition are 37th Ave near Milwaukie Marketplace and along McLoughlin Blvd near downtown. 
Almost all sidewalks are located in the public right-of-way yet in Milwaukie it is the responsibility 
of the adjacent property owner to repair sidewalks in poor condition. 
Sidewalks are rarely free of obstructions, and Milwaukie sidewalks are no exception. In addition 
to the occasional utility pole, many Milwaukie residents share their sidewalks with mailboxes. 
This is more of a concern where older, narrower sidewalks exist, for instance, the western 
portion of Lake Rd, where the sidewalk is narrow and made of asphalt. 
Milwaukie Transportation System Plan 
Chapter 3: Existing Conditions 
Page 3-5 
December 4, 2007 
Transportation 
System Plan 
FIGURE 3-2 
SIDEWALK 
INVENTORY 
December 2007 
LEGEND 
< 5 ft. Width 
5 ft. - 10 ft. Width 
Other Map Features 
Schools 
10' Contours 
Major Roads 
Streets 
Railroad 
Springwater Trail 
Kellogg Creek Trail 
County Line 
Parks 
Water 
' I City Limits i • 
DKS Associates 
T R A N S P O R T A T I O N S O L U T I O N S 
In Milwaukie, wheelchair ramps are not provided at every intersection with sidewalks. However, 
since the Americans with Disabilities Act (ADA) was enacted in 1991, the City has required and 
installed wheelchair ramps in all sidewalk projects. Over the past few years, the City has 
retrofitted numerous intersections in the downtown area with wheelchair ramps. There are still a 
number of intersections that have partial or no ramps and need to be retrofitted. 
Pedestrian crosswalks exist primarily at signalized intersections and crossings. Most of these 
intersections have crosswalks on all four legs, but there are a few where crosswalks are only 
partially provided. 
The Springwater Trail, a regional multiuse path, extends east from Ochoco St, and continues 
along Johnson Creek Blvd to Linwood Ave, where it extends beyond the city limits to the east. 
East of 45th Ave, this trail serves as a pedestrian facility for Johnson Creek Blvd, as there are no 
sidewalks on this stretch of road. The recently completed Three Bridges Project, which 
constructed bridges across the Union Pacific Railroad, McLoughlin Blvd, and Johnson Creek, 
has extended the Springwater Trail westward to the intersection of 19th St/Ochoco St. This trail 
is nearly continuous and connects Portland to Milwaukie. However, there is limited access to the 
trail between 45th Ave and Ochoco St due to grade separation of the trail and the streets it 
crosses. 
The Kellogg Creek Trail, a regional multiuse path, is recognized by Metro as being part of the 
North Clackamas Greenway. The trail is 7.5 feet wide and runs along the Willamette River from 
Adams St to Eagle St, connecting downtown Milwaukie with the Island Station neighborhood. 
This trail serves as an alternative multiuse path along McLoughlin Blvd and the riverfront. 
Another trail that is partially constructed is the Trolley Trail. This multiuse trail starts in 
downtown Milwaukie and will eventually extend south to Gladstone. 
Pedestrian Volume 
Pedestrian crossing volumes were counted at the study intersections during the summer of 
2006, and are shown in Figure 3-3a and Figure 3-3b. The counts were taken during the evening 
peak period (4:00 to 6:00 p.m.) at the study intersections, and represent a snapshot in time of 
pedestrian travel. 
The most significant pedestrian movements occur near retail and educational areas, including 
downtown Milwaukie, the intersection of Linwood Ave and King Rd, and the intersection of 
Johnson Creek Blvd and Linwood Ave. Along major roadways, such as McLoughlin Blvd and 
Highway 224, pedestrian crossings are limited to locations with traffic signal controls, due to 
high motor vehicle volumes and speeds. 
Milwaukie Transportation System Plan 
Chapter 3: Existing Conditions 
Page 3-7 
December 4, 2007 
Summary of Pedestrian Findings 
The following summarizes key pedestrian findings related to the level of activity 
documented as well as deficiencies for this mode of travel. These findings will be utilized to 
help guide future improvements to address the deficiencies for this mode of travel in the 
transportation network. 
• The majority of study area intersections have pedestrian activity levels on individual 
legs of the intersections that are ten crossings or less during the p.m. peak hour. 
Locations with higher activity levels than this occur along the Springwater Trail and in 
downtown. 
• There are a number of discontinuous sidewalks within Milwaukie that prohibit the ease 
of use for pedestrians to travel in and around the city. These occur primarily in the east 
and north areas of the city. 
• The city contains numerous dead-end and curvilinear streets that hamper pedestrian 
connectivity. Travel between the northern and southern areas of the city is particularly 
problematic due to the location of Highway 224 and the railroad line that parallels it to 
the north. Both of these transportation facilities act as barriers to pedestrian travel 
because there are few places where these facilities can be crossed. The roadway width 
and average vehicle speed on Highway 224 also contribute to this barrier effect. 
• The widespread use of asphalt at the city's railroad crossings is also of concern to 
pedestrians because it is more prone to buckling than concrete. The city has numerous 
at-grade railroad crossings, and the asphalt condition at these crossings varies widely. 
Those crossings with uneven walking surfaces, such as the one at Oak St, are of 
special concern to elderly and disabled individuals. 
Milwaukie Transportation System Plan 
Chapter 3: Existing Conditions 
Page 3-8 
December 4, 2007 
<| SE McLoughlin Blvd ( 
SE Ochoco St 
3 SE McLoughlin Blvd @ 
SE Harrison St /17thAv 
0.(8) 
f 9 ( i f 
11 '(8) 
5 SE McLoughlin Blvd ( 
SE Washington St 
3 ( 0 ) 
sB i 
f 3 ( 0 f 
7 Hwy 224 @ S E 17th Av 
0(0) 
ra-
f W 
1 0 Hwy 224 @ S E 32nd Av 
2 SE McLoughlin Blvd @ S E Milport Rd 
4 SE 42nd Av @ SE Harrison St 
- -) 
•J I J 
6 SE Harrison St @ SE Main St 
7. (6) 
3 5 ( 0 ) 
e? r O I J T-
1 2 ( 0 ) 
20' (6) 
N 
8 Hwy 224 @ SE Harrison St 
W SE Harrison St @ SE 32nd Av 
T r a n s p o r t a t i o n 
S y s t e m P l a n 
-DRAFT-
September2007 
9 Hwy 224 @ SE Monroe St 
LEGEND 
- Study Intersection & Number (This Sheet) 
X O - Study Intersection & Number (Next Sheet) 
P ( B ) | - Pedestr ian(Bicycle) Volume (Fall 2006) 
• ( • ) - Indicates No Available Data 
- Pedestrian (Bicycle) Volume (Summer 2007) 
DKS Associates 
T R A N S P O R T A T I O N S O L U T I O N S 
3-3a 
NO SCALE 
EXISTING 
PEDESTRIAN & BICYCLE 
PM PEAK HOUR VOLUMES 
1 2 SE McLoughlin Blvd i 
SE 22nd Av 
A 3 SE McLoughlin Blvd ( 
SE River Rd 
C I T Y O 
0,(0) 
H H H T r a n s p o r t a t i o n 
H l i H S y s t e m P l a n 
MILWAUKIE 
0(3) 
-DRAFT-
September 2007 
1 8 SE 21st Av @ SE Harrison St 1 0 SE 32nd Av @ 
SE Johnson Creek Blvd 
CO 
Ift 
-( -) 
171 (7) 
4,(1) 
2(-i 
2 0 SE Johnson Creek Blvd ( 
SE Linwood Av 
(7) 
0 3 i ® 
r o H i 
1,(0) 26 
1< 0) 
o f 
J CM 
7| 2) 
co 
(5) 
2 1 SE Linwood Av @SE King Rd 
M in 
4(0) 
12(1) 
CO 
2 
12 I (6) 
2 2 SE Harmony Rd @ SE Linwood Av 2 3 SE Johnson Creek Blvd. @ 
Springwater Trail 
(6 
20 
LEGEND 
- Study Intersection & Number (This Sheet) 
X O - Study Intersection & Number (Previous Sheet) 
(Fall 2006) 
M 
0 
(1 
6 
P ( B ) - Pedest r ian(Bicyc le) Volume 
• ( • ) - Indicates No Available Data 
- Pedestrian (Bicycle) Volume (Summer 2007) 
(97) 
DKS Associates 
T R A N S P O R T A T I O N S O L U T I O N S 
NO SCALE 
F igure 
EXISTING 
PEDESTRIAN & BICYCLE 
PM PEAK HOUR VOLUMES 
1 
BICYCLES 
In general, designated bicycle facilities are limited in Milwaukie, making it difficult for bicyclists to 
safely and easily access activity centers and other local and regional destinations. The state 
Transportation Planning Rule requires cities to provide bikeways along roads classified as 
arterials and major collectors.1 Figure 3-4 shows the existing designated bicycle facilities in 
Milwaukie. 
Existing Bicycle Facilities 
There are a limited number of designated bikeways and bicycle facilities in Milwaukie. A 
bikeway can include any road that is designed to accommodate bicycles.2 Bikeways may have 
wider lanes or shoulders, and can be marked by pavement markings and signage. On-road 
bikeways generally exist on arterial and collector streets and can consist of a delineated bike 
lane or a wide shoulder (six feet or more). However, in Milwaukie, bikeways do not exist on all 
arterial or collector streets. Typically, north-south bikeways are discontinuous, except for 
Linwood Ave. In general, bikeways exist on the edges of the city and lack connectivity. Metro's 
Regional Transportation Plan (RTP) identifies Highway 224 and parts of McLoughlin Blvd as 
regional on-street bikeways, although the lack of marked bike lanes and higher traffic volumes 
and speeds along these corridors may discourage use by cyclists. There are no bicycle 
detectors at signalized intersections or bikeway signage on the streets. 
There are two off-road multiuse trails that enhance bicycle access in Milwaukie. First is the 
Springwater Trail, which parallels Johnson Creek Blvd in Milwaukie, and connects bicyclists to 
downtown Portland to the northwest and to the I-205 north-south multiuse trail to the east. Due 
to grade separation, there is limited access to the trail in some locations. Another off-street 
facility available in Milwaukie is the Kellogg Creek Trail in the downtown riverfront area, which is 
part of the North Clackamas Greenway. Bicyclists also have access to a portion of the Trolley 
Trail, which is partially constructed in downtown Milwaukie. 
1 (OAR 660-012-0020) Department of Land Conservation and Development, Division 12, Transportation Planning 
Rule. 
2 Oregon Bicycle and Pedestrian Plan, Oregon Department of Transportation, June 14, 1995. 
Milwaukie Transportation System Plan 
Chapter 3: Existing Conditions 
Page 3-11 
December 4, 2007 
Transportation 
System Plan 
FIGURE 3-4 
BICYCLE FACILITY 
INVENTORY 
December 2007 
LEGEND 
Bicycle Lanes 
— Shared Lane 
— Bicycle Lane 
Other Map Features 
X Schools 
10' Contours 
Major Roads 
Streets 
Railroad 
•••••• Springwater Trail 
•••••• Kellogg Creek Trail 
County Line 
Parks 
Water 
L J City Limits 
N DKS Associates 
T R A N S P O R T A T I O N S O L U T I O N S 
Based on a general visual survey, the surface conditions of bikeways are generally good to 
excellent with the exception of King Rd, where the bike and auto lanes suffer due to failing 
pavement conditions. 
Bicycle Volume 
Bicycle counts were conducted in Fall 2006 during the evening peak period (4:00 to 6:00 p.m.) 
at the study intersections shown in Figures 3-3a and 3-3b. At some locations, additional counts 
were taken in August 2007. These counts are shown in red on Figures 3-3a and 3-3b. The 
reported bicycle volumes are generally moderate, with the highest level of activity in the 
downtown area. 
Summary of Bicycle Findings 
The following summarizes key bicycle findings related to the level of activity documented as 
well as deficiencies for this mode of travel. These findings will be utilized to help guide 
future improvements to address the deficiencies for this mode of travel in the transportation 
network. 
• In general, designated bikeways exist on the edges of the city and lack connectivity 
through the city. 
• The Springwater Trail along the northern edge of the city is a valuable off-road bikeway, 
however, it is currently difficult to access west of 45th Ave. 
• Bicyclists traveling between the northern and southern areas of the city are impeded by 
the location of Hwy 224 and the railroad line that parallels it to the north. 
TRANSIT 
Fixed route, dial-a-ride and paratransit services are available within Milwaukie for both local and 
regional trips. Two agencies, Clackamas County and the Tri-County Metropolitan District of 
Oregon Transit (TriMet), provide these services. TriMet provides transit service to and from 
Milwaukie, with fixed route transit services including routes 28, 29, 31, 32, 33, 34, 70, 75, 99, 
and 152. These routes, their approximate headways, the locations of stops, shelters, the transit 
center, and park-and-rides are shown in Figure 3-5. 
Table 3-1, below, shows each bus route's schedule, approximate headway, and main 
destinations.3 Most of the bus lines serving the city operate with average headways of 30 
minutes or less (three have 15 minute headways) during the peak weekday commute hours. 
Bus service is limited on the weekends. When in service, the bus routes listed above transport 
riders to several local and regional destinations, including downtown Milwaukie, Clackamas 
Town Center, downtown Portland, Oregon City, Clackamas Transit Center, Milwaukie 
Providence Hospital, Lloyd Center, Clackamas Community College, and the Milwaukie Center. 
3 A headway is the amount of time between bus arrivals. 
Milwaukie Transportation System Plan 
Chapter 3: Existing Conditions 
Page 3-13 
December 4, 2007 
Table 3-1 Service Route Schedules and Destinations 
Existing Public Transit Service in Milwaukie 
Line # and 
Name 
Weekday Weekend 
Destinations Served 
(partial list) Schedule 
Approx. 
Headway 
(min.) 
Schedule 
Approx. 
Headway 
(min.) 
28 Linwood 6:00 a.m.-7:00 p.m. 
Peak and Off-peak 60 
No Service NA Milwaukie Transit Center 
Clackamas Town Center 
29 Lake/ 
Webster 
6:00 a.m.-7:30 p.m. 
Peak and Off-peak 60 
No Service NA Milwaukie Transit Center 
Clackamas Town Center 
31 Estacada 6:00 a.m.-10:00 p.m. 
Peak and Off-peak 30 
Sat: 6:30 a.m.-10:00 p.m. 
Peak 
Off-peak 
30 
60 
Milwaukie Transit Center 
Clack. Town Ctr. Transit Center 
Downtown Portland 
32 Oatfield 6:00-9:30 p.m. 
Peak 
Off-peak 
30 
60 
Sat: 9:00 a.m.-7:00 p.m. 
Peak and Off-peak 60 
Milwaukie Transit Center 
Clackamas Comm. College 
Downtown Portland 
Oregon City Transit Center 
33 McLoughlin 5:00 a.m.-12:30 a.m. 
Peak 
Off-peak 
15 
30 
Sat & Sun: 6:30 a.m.-12:30 a.m. 
Peak 
Off-peak 
15 
30 
Clackamas Comm. College 
Downtown Portland 
Oregon City Transit Center 
Milwaukie Transit Center 
34 River Rd 6:00 a.m.-7:00 p.m. 
Peak 
Off-peak 
60 
30 
Sat: 9:00 a.m.-7:00 p.m. 
Peak and Off-peak 60 
Oregon City Transit Center 
Milwaukie Transit Center 
41 Tacoma 6:00 a.m.-6:30 p.m. 
Peak 
Off-peak 
30 
45 
No Service NA Milwaukie Transit Center 
Downtown Portland 
70 12th Ave 5:00 a.m.-12:30 p.m. 
Peak 
Off-peak 
15 
30 
Sat & Sun: 6:00 a.m.-12:30 a.m. 
Peak 
Off-peak 
15 
60 
Milwaukie Transit Center 
Lloyd Center 
75 39th Ave/ 
Lombard 
5:00 a.m.-9:30 p.m. 
Peak 
Off-peak 
10-15 
30 
Sat & Sun: 6:30 a.m.-7:00 p.m. 
Peak 
Off-peak 
15 
30 
Milwaukie Transit Center 
Milwaukie Providence Hospital 
99 McLoughlin 
Express 
Peak only 20 No Service NA Clackamas Comm. College 
Downtown Portland 
152 Milwaukie 
Shuttle 
6:30 a.m.-5:00 p.m. 
Peak 
Off-peak 
30 
60 
No Service NA Milwaukie Transit Center 
Clackamas Town Center 
Milwaukie Center 
Milwaukie is divided into seven officially recognized Neighborhood District Associations (NDAs) 
and two business and industrial centers, each with varying levels of transit coverage. Table 3-2 
summarizes the transit service and amenities available in the different neighborhoods. All of the 
neighborhoods in Milwaukie have access to transit, with some neighborhoods having more 
service than others. Research has shown that a transit rider will walk up to 1/4 of one mile to a 
transit stop.4 Figure 3-5 illustrates existing transit facilities. 
4 Planning Commission TOD Committee, Walking Distance Research, 
http://www.fairfaxcountv.gov/planninq/tod docs/walking distance abstracts.pdf, Fairfax County, Virginia. 
Milwaukie Transportation System Plan 
Chapter 3: Existing Conditions 
Page 3-14 
December 4, 2007 
HARNEY 
ROSWELL 
BROOKSIDE 
ALBERTA AVE 
FILBERT ST 
OLSEN ST 
ARDEN ST 
WAVERLYJDR. 
DRAKE ST 
PRISON ST 
MONROE 
MONROE ST 
ADA LN 
WASHINGTo, 
V ^ / S P A R R O W 
MADRON^ 
HARMONN 
COURTNEY AVE 
MILWAUKIE 
Transportation 
System Plan 
FIGURE 3-5 
TMVNSIT ROUTES 
AND SHELTERS 
December 2007 
LEGEND 
Transit Facilities 
## Bus Routes 
< 30 Min. Frequency 
# # Bus Routes 
> 30 Min. Frequency 
^ ^ Transit Center 
• Stop 
• Shelter 
[P] Park and Ride 
Other Map Features 
£ Schools 
Major Roads 
Streets 
Railroad 
• • • • Springwater Corridor 
• • • • Kellogg Creek Trail 
County Line 
Parks 
Water 
L_ 1 City Limits 
DKS Associates 
T R A N S P O R T A T I O N S O L U T I O N S 
Table 3-2 Neighborhood Service Routes and Transit Amenities 
Neighborhood Transit Route #'s Stops Facilities 
Ardenwald 31, 75, 28 39 2 Shelters 
Hector Campbell 31 12 No Extra Facilities 
Historic Milwaukie 29, 31, 32, 33, 34, 70, 75, 99, 28, 152 36 
1 Transit Center with Shelters 
1 park-and-ride 
Island Station 33, 34, 99 13 No Extra Facilities 
Lake Rd 29, 32 30 No Extra Facilities 
Lewelling 28, 31, 75 30 No Extra Facilities 
Linwood 28, 31 26 No Extra Facilities 
McLoughlin Industrial 31, 32, 33, 41, 99 17 3 Shelters 
Milwaukie Business & Industrial 31, 152 22 No Extra Facilities 
Milwaukie's bus transit center is located in downtown Milwaukie on the blocks surrounding City 
Hall. In addition to the transit center, a single shared-use park-and-ride is located along Lake Rd 
south of downtown. TriMet has plans to construct a second park-and-ride facility on Main St at 
the former Southgate Theater site. Currently there are only six shelters provided within 
Milwaukie. TriMet typically considers locating transit shelters at stops with 35 or more boardings 
per day.5 One stop meets this minimum boarding threshold, but does not offer a shelter.6 This 
stop is located near the intersection of Harrison St and 24th Ave. 
Transit service quality, or its Level of Service (LOS), is measured as the headway between 
arriving buses. Headway is the average amount of time that a person could expect to wait to 
catch a bus. For instance, a transit service with a low headway (<10 min) provides a high LOS 
("A"), because vehicles are arriving frequently (approximately 1 vehicle every 10 minutes). The 
average headways and corresponding LOS (based on the Highway Capacity Manual 
methodology7) for each of the routes serving Milwaukie are listed in Table 3-3. 
5 Design Criteria, TriMet, August 2002. 
6 Based on Fall 2006 weekday bus boarding information as provided by TriMet. 
7 2000 Highway Capacity Manual, Transportation Research Board, 2000, Chapter 27. 
Milwaukie Transportation System Plan 
Chapter 3: Existing Conditions 
Page 3-16 
December 4, 2007 
Table 3-3 TriMet Service Routes and Weekday Peak Period Level of Service 
Line # and Name 
Average Headway 
(minutes) 
Level of Service (LOS) 
(based on headways) 
a.m. Midday p.m. a.m. Midday p.m. 
28 Linwood 50 69 60 E F E 
29 Lake/Webster Rd 50 69 60 E F E 
31 Estacada EB 27 30 19 D E C 
31 Estacada WB 20 30 30 D E E 
32 Oatfield SB 34 60 22 E E D 
32 Oatfield NB 17 51 33 C E E 
33 McLoughlin 15 15 15 C C C 
34 River Rd SB 35 50 30 E E E 
34 River Rd NB 31 56 31 E E E 
41 Tacoma 30 45 29 E E D 
70 12th Ave NB 15 15 15 C C C 
75 39th Ave/Lombard 12 15 13 B C B 
99 McLoughlin Express SB * * 13 * * B 
99 McLoughlin Express NB 18 * * C * * 
152 Milwaukie SB 30 60 >60 E E F 
152 Milwaukie NB 60 48 30 F E E 
Note: a.m. period = 06:00-08:30, Midday period = 08:30-16:00, p.m. period = 16:00-18:00 
Level of Service (LOS) for transit service based on headway: 
• LOS A = less than 10 minutes • LOS D = 20-29 minutes 
• LOS B = 10-14 minutes • LOS E = 30-60 minutes 
• LOS C = 14-19 minutes • LOS F = greater than 60 minutes 
*No service. 
Special Transit Services 
Special transit services are available to residents of Milwaukie through the Milwaukie Center 
Transportation Program, and TriMet Lift Program. The Milwaukie Center Transportation 
Program is part of the Clackamas County Transportation Consortium, which is dedicated to 
providing coordinated transportation services to seniors and ADA-eligible persons. Transit 
opportunities are also available to the residents of Hillside Manor and Hillside Park, a low-
income housing area located near the corner of Hillside Court and 32nd Ave. The Milwaukie 
Center, located within North Clackamas Park, is a community center that offers different social 
services and a place for social gatherings. The different transit programs available through the 
Milwaukie Center include: 
• The Dial-a-Ride program, which offers rides to service area residents who are over age 60 
or disabled. The service offered is available within the city of Milwaukie and its urban growth 
boundary, and runs between locations, such as the Milwaukie Center, shopping locations, 
and the residents' homes. 
• The Transportation Reaching People (TRP) program, which is a volunteer service 
available to seniors and people with disabilities, and consists of drivers from Clackamas 
County Volunteer Connection. It takes people to their appointments on a donation basis. 
• The Catch-a-Ride program, which offers similar services to residents of Hillside Manor, 
Hillside Park, and other Milwaukie area residents. It serves a number of different locations 
within the city, including the Milwaukie Transit Center and Clackamas Town Center. 
Milwaukie Transportation System Plan 
Chapter 3: Existing Conditions 
Page 3-17 
December 4, 2007 
TriMet, the primary public transportation provider in the region, has a special transit program 
available to Milwaukie residents: 
• The TriMet Lift program, which provides small bus transportation services that are 
equipped to handle persons with disabilities. Those eligible for program services have 
physical or mental disabilities that prevent their use of fixed-route transit service (as required 
by the Americans with Disabilities Act). This service is available seven days per week and 
the TriMet service area is a 0.75-mile radius around existing bus routes. Eligible users are to 
call in advance to schedule for Lift Program pick-up. 
Summary of Transit Findings 
The following summarizes key transit findings related to the level of activity and deficiencies 
documented for this mode of travel. These findings will be utilized to help guide how future 
improvements can address the deficiencies for this mode of travel. 
• The majority of Milwaukie is served by some form of transit that is accessible within 1/4 
mile of transit stops provided by TriMet, with the exception of an area to the east 
bounded by Railroad Ave to the south, 42nd Ave to the west, Monroe St to the north and 
Stanley Ave to the east. The existing railroad line that parallels Hwy 224 in this area 
restricts transit accessibility to the south for this area, and existing transit routes that run 
along Linwood Ave and King Rd are beyond the 1/4 mile radius that a pedestrian would 
typically travel to access transit. 
• In total, approximately 13% of land coverage in Milwaukie does not have access to 
transit within 1/4 mile of existing transit stops, with approximately 1/2 of that lacking 
coverage occurring in the area identified above. 
• Generally, Milwaukie is served with headways (time between buses) along existing 
transit routes of 30 minutes or better. However, some roadways have headways longer 
than 30 minutes. These facilities are: Lake Rd, Oatfield Rd, Linwood Ave, International 
Way, and Harvey St/Logus Rd. 
• There are currently six transit stops that have shelters. Two additional stops have 
existing ridership that meet TriMet's standard for placing shelters: 
• Harrison St/24th 
• 42nd Ave/Llewellyn St 
MOTOR VEHICLES 
The following section addresses all aspects of the motor vehicle network throughout Milwaukie. 
The topics addressed include: 
• Roadway functional classification 
• Roadway characteristics 
• Motor vehicle volume 
• Measures of effectiveness 
• Safety 
• Heavy vehicles 
Milwaukie Transportation System Plan 
Chapter 3: Existing Conditions 
Page 3-18 
December 4, 2007 
Roadway Functional Classification 
The functional classification system is designed to serve transportation needs within the 
community. The schematic diagram below illustrates the competing functional nature of a 
roadway facility as it relates to access, mobility, multimodal transport, and facility design. The 
diagram is useful for understanding how worthwhile objectives can have opposing effects. For 
example, as mobility is increased (bottom axis), the provision for nonmotor vehicle modes is 
decreased accordingly. Similarly, as access increases (left axis), the facility design dictates 
slower speeds, narrower travel-ways, and nonexclusive facilities. The goal of selecting 
functional classes for particular roadways is to provide a suitable balance of these two 
competing objectives. 
Functionality of Access versus Movement 
The diagram above shows that as street classifications progress from local, to collector, to 
arterial, to freeway (top left corner to bottom right corner) the following occurs: 
• Mobility Increases: As the level of mobility increases, the distance between destinations as 
well as the proportions of freight and through traffic generally increases. 
• Integration of Pedestrian and Bicycle Facilities Decreases: Provisions for adjoining 
sidewalks and bike facilities are required up through the arterial class; however, the 
frequency of intersection or mid-block crossings for nonmotorized vehicles steadily 
decreases with higher functional classes. Expressway and freeway facilities typically do not 
allow pedestrian and bike facilities adjacent to the roadway, and any crossings are grade-
separated to enhance mobility and safety. 
• Access Decreases: As mobility increases, access to parking, loading, and land are 
reduced. 
• Facility Design Standards Increase: Roadway design standards increase in technical 
complexity to accommodate wider and faster facilities for exclusive use by motor vehicles. 
Milwaukie Transportation System Plan 
Chapter 4: Future Forecasting Process 
Page 4-10 
December 4, 2007 
The opposite end of the scale is the most basic two-lane roadway with unpaved shoulders 
that requires minimal technical design. 
The existing Milwaukie functional class system for roadway facilities is shown in Figure 3-6. A 
street-by-street comparison to ODOT, Metro and the City of Milwaukie classifications for arterial 
and collector streets is shown in Table 3-4. Additionally, Table 3-4 compares the right-of-way 
(ROW) width to the actual pavement width for each facility. 
Figure 3-7 illustrates roadway ownership and maintenance of the various roads in Milwaukie. 
McLoughlin Blvd and Highway 224 are state facilities. Highway 224 is classified as a Principal 
Arterial. McLoughlin Blvd is classified as a Principal Arterial north of Highway 224 and a Major 
Arterial south of Highway 224. As such, the preferred regional mobility route through Milwaukie 
from Portland is along McLoughlin Blvd to Highway 224, and along Highway 224 to I-205 and 
destinations outside of the city of Milwaukie. The majority of arterial and collector roadways 
outside the city limit but within the city's Urban Growth Management Area are owned and 
operated by Clackamas County or ODOT. The City is responsible for the majority of the roads 
inside the city limits. 
Milwaukie Transportation System Plan 
Chapter 4: Future Forecasting Process 
Page 4-10 
December 4, 2007 
Transportation 
System Plan 
FIGURE 3-6 
1997 - 2007 
FUNCTIONAL 
CLASSIFICATION* 
December 2007 
LEGEND 
Functional Classification 
Regional Routes 
Arterials 
— Collectors 
— Neighborhood Routes 
Local 
Other Map Features 
Railroad 
Springwater Trail 
Kellogg Creek Trail 
County Line 
Water 
! I City Limits i i 
*See Figure 8-3b for updated functional classification map 
N DKS Associates 
T R A N S P O R T A T I O N S O L U T I O N S 
HARNEY 
MULTNOMAH CO. 
CLACKAMAS C 
ROSWELL 
BROOKSIDE 
ALBERTA AVE 
FILBERT ST 
OLSEN ST 
ARDEN ST 
WWERLYDR 
HARVEY 
DRAKE ST 
HARRISON 
MONROE 
MONROE ST 
ADA LN 
WASHINGTO/ 
'SPARROW 
MADRONH 
HARMONY RD 
COURTNEY AVE 
lakerd 
Transportation 
System Plan 
FIGURE 3-7 
ROADWAY 
OWNERSHIP/ 
JURISDICTION 
December 2007 
LEGEND 
Jurisdiction 
State of Oregon 
— Clackamas County 
^ ^ City of Portland 
Joint Milwaukie/Portland 
— Private 
NOTE: All other roads within Milwaukie 
are under authority of the City. 
Other Map Features 
Major Roads 
Streets 
Railroad 
•••••• Springwater Trail 
•••••• Kellogg Creek Trail 
County Line 
^ ^ Water 
| i City Limits 
DKS Associates 
T R A N S P O R T A T I O N S O L U T I O N S 
Table 3-4 Functional Classification Comparison Arterial and Collector Streets 
Roadway ODOT Metro Clackamas County 
City of 
Milwaukie 
ROW/ 
Pavement 
Width (ft) 
McLoughlin Blvd 
Highway 224 
Urban Principal 
Arterial—Other 
Urban Principal 
Arterial—Other 
Fwy or Expy 
Principal Arterial 
(Highway)/ 
Major Arterial 
Principal Arterial 
(Highway) 
Major Arterial 
Freeway/ 
Expressway 
Freeway/ 
Regional Route 
Freeway/ 
Regional Route 
110-120/ 
65-140 
165/80-100 
17th Ave — Regional Collector Minor Arterial Arterial 35-60/60 
21st Ave — Minor Arterial Minor Arterial Arterial 60/45 
22nd Ave — Regional Collector Minor Arterial Arterial 60/25-40 
Harrison St — Minor Arterial Minor Arterial Arterial 60/20-50 
Harmony Rd — Major Arterial Major Arterial Arterial 60/35-60 
Johnson Creek Blvd — Regional Collector Minor Arterial Arterial 60/30-50 
King Rd — Minor Arterial Minor Arterial Arterial 60/20-50 
Linwood Ave — Minor Arterial Minor Arterial Arterial 60/35-50 
Lake Rd — Minor Arterial Minor Arterial Arterial 60/30-60 
Oatfield Rd — Minor Arterial Minor Arterial Arterial 60/35-40 
Railroad Ave — Minor Arterial Collector Collector 60/20-35 
River Rd — Regional Collector Minor Arterial Arterial 60/20-35 
32nd Ave — — Collector Collector 60/25-40 
34th Ave — — Collector Collector 60/35-40 
37th Ave — — Local 
Collector/ 
Neighborhood 
Route 
60/30-40 
42nd Ave — — Collector 
Collector/ 
Neighborhood 
Route 
60/30-35 
43rd Ave — — Collector Collector 40-60/25-30 
Bell Ave — — Collector Collector 60/30-40 
Home Ave — — Local Neighborhood Route 50/20-25 
Jackson St — — Collector Collector 60-80/15-60 
Jefferson St — — Collector Collector 50-70/20-45 
Main St — — Collector Collector 80/30-55 
Monroe St — — Collector Collector 60-70/20-45 
Oak St — — Collector Collector 60/35-50 
Rusk Rd — — Collector Collector 40/25-30 
Stanley Ave — — Collector Collector 60/20 
Washington St — — Collector Collector 60/20-40 
Sources: ODOT, Oregon Highway Plan, 1999, and Metro, 1997 Milwaukie Transportation Plan, 2000 Regional 
Transportation Plan (RTP), Regional Motor Vehicle System. Refer to RTP for complete description of lower class 
roadways. 
Roadway Characteristics 
Field inventories of posted speed limits, number of roadway lanes, and intersection controls 
were conducted to determine characteristics of major roadways in the TSP study area. These 
characteristics define roadway capacity and operating speeds through the street system, which 
affect travel path choices for drivers in Milwaukie. 
Milwaukie Transportation System Plan 
Chapter 4: Future Forecasting Process 
Page 4-10 
December 4, 2007 
A limited inventory of the posted speeds in Milwaukie can be seen in Figure 3-8. Collector 
roadways such as King St, Railroad Ave, and Monroe St have posted speeds ranging from 25 to 
40 miles per hour (mph). The majority of local access roadways in Milwaukie are posted at 25 
mph. Arterial roadways such as McLoughlin Blvd, Highway 224, and Johnson Creek Blvd are 
posted at higher speeds ranging from 30 to 50 mph. 
Figure 3-9 illustrates the existing intersection controls at major roads in Milwaukie. Traffic 
signals exist mainly along McLoughlin Blvd and Highway 224. Harrison St, Lake Rd, and 
Linwood Ave have a few signals and one of the intersections along Johnson Creek Blvd is also 
signalized. The study intersections for this TSP Update include eighteen signalized intersections 
and four intersections without signals. 
The widest roadways are McLoughlin Blvd and Highway 224. Harrison St widens near Highway 
224, but is primarily a two-lane road. King St has three lanes, as do some sections of Lake Rd. 
The remaining roads in the city are one or two lane roads. 
A roadway is not only limited to what can be seen on the surface; there are also other aspects 
which can affect a roadway's performance and longevity, such as its the base, the materials and 
methods used in construction, and drainage features. Many of these topics go beyond the 
scope of a Transportation System Plan; however, the issue of drainage will be briefly touched 
upon. 
Figure 3-10 shows the locations of the City of Milwaukie's stormwater system. This map also 
shows locations identified by City staff where rainwater drainage has been problematic. Many of 
these locations correlate to streets with no gutters, curbs, or sidewalks. In general a properly 
designed, constructed, and maintained stormwater drainage system, which can include a 
combination of gutters, curbs, storm drains, and storm sewers allows for good drainage of 
stormwater from city streets. Railroad Ave for instance, has drainage issues along its length 
from 37th Ave to nearly Linwood Ave. Many of the streets with drainage issues do not have 
curbs, gutters, or sidewalks. However, there are many other locations throughout the city that do 
not have these amenities and do not have drainage issues. 
Milwaukie Transportation System Plan 
Chapter 4: Future Forecasting Process 
Page 4-10 
December 4, 2007 
Transportation 
System Plan 
FIGURE 3-8 
POSTED SPEED 
INVENTORY 
December 2007 
LEGEND 
Speed Limits 
Note: all other roads assumed 
to be 25 MPH 
Other Map Features 
Major Roads 
Streets 
Railroad 
•••••• Springwater Trail 
•••••• Kellogg Creek Trail 
County Line 
Water 
' I City Limits i i 
DKS Associates 
T R A N S P O R T A T I O N S O L U T I O N S 
Transportation 
System Plan 
FIGURE 3-9 
INTERSECTION 
CONTROLS 
December 2007 
LEGEND 
Intersection Control 
O Signalized 
® All-Way Stop 
Note: Controls shown only on major roads. 
Intersections on major roads can be assumed 
to be stop controlled unless otherwise noted. 
Other Map Features 
Major Roads 
Streets 
Railroad 
•••••• Springwater Trail 
•••••• Kellogg Creek Trail 
County Line 
Water 
' I City Limits i i 
N DKS Associates 
T R A N S P O R T A T I O N S O L U T I O N S 
Transportation 
System Plan 
FIGURE 3-10 
STORMWATER AND 
TOPOGRAPHY 
December 2007 
LEGEND 
Stormwater Features 
• Manholes and Dry Wells 
Pipes 
Locations with 
Drainage Issues 
Elevation Above Sea Level 
< 50 feet 
50 - 100 feet 
100 - 200 feet 
> 200 feet 
Other Map Features 
Major Roads 
Streets 
Railroad 
•••••• Springwater Trail 
•••••• Kellogg Creek Trail 
County Line 
^ H Water 
City Limits I l I l 
DKS Associates 
T R A N S P O R T A T I O N S O L U T I O N S 
Pavement Conditions 
The City of Milwaukie has conducted an extensive visual inspection of its roadways as part of 
an ongoing Pavement Management System (PMS). PMS is a program for making cost-effective 
decisions about pavement maintenance and rehabilitation. To that effect, sections of a roadway 
have been rated on a Pavement Condition Index (PCI), a scale that rates a roadway's condition 
from 0 to 10. High numbers correlate to newer streets in good condition (8-10), while lower 
numbers (4 or less) indicate roads that have deteriorated to the point of needing rehabilitation or 
replacement. Milwaukie's complete PCI survey is included in the Technical Appendix. 
A weighted average PCI8 was calculated for the three different city street classifications— 
arterial, collector, and local—based on the length of street covered by a specific PCI rating. 
These findings are summarized in Table 3-5. From the table, it can be seen that, on average, 
the road condition for all three street types is relatively close. On average, collector streets have 
the highest rating, followed by local streets and then arterials. 
Table 3-5 Average Pavement Condition Index 
Classification Surveyed Length (feet, citywide) 
Weighted Average 
Pavement Condition Index 
Arterial 21,460 6.2 
Collector 62,659 6.9 
Local 285,398 6.5 
Table 3-6 lists the breakdown of PCI ratings throughout the city for each street type by length of 
roadway and percentage. This more detailed look into the pavement condition shows that the 
majority of the collector (64%) and local (58%) streets can be considered in good to excellent 
condition. Only 44% of Milwaukie's arterial streets, on the other hand, fall into this category. 
Over half of Milwaukie's streets rank in the good to excellent category. In general 24%, or nearly 
12 miles, of the streets in the city are considered to be in poor to very poor condition. The street 
sections with the lowest PCI included 51st Ave, 40th Ave, and 49th Ave. 
Table 3-6 Pavement Condition Index Rating by Functional Classification 
Rating (PCI Score) 
Street Type and Length in Feet and Percentage 
Arterial 
21,460 ft 
Collector 
62,659 ft 
Local 
284,448 ft 
Total 
368,567 ft 
Excellent (8-10) 15% 31% 40% 36% 
Good (7-7.9) 29% 33% 18% 21% 
Fair (5-6.9) 29% 25% 17% 18% 
Poor (4.9-4) 0% 4% 9% 7% 
Very Poor (0-3.9) 28% 6% 18% 17% 
Motor Vehicle Volume 
Twenty-four-hour traffic count data was collected at select locations within the city. It is useful to 
analyze this data to determine traffic flow throughout the day on the transportation network. 
Figure 3-11a is an hour-by-hour breakdown of traffic volumes along Mcloughlin Blvd and 
Highway 224, and shows two distinct peaks in traffic volumes on the Milwaukie's two highest 
8 V (PCI * Length) 
AveragePCI = -
V Length 
Milwaukie Transportation System Plan 
Chapter 4: Future Forecasting Process 
Page 4-10 
December 4, 2007 
traffic volume streets. These two peaks represent the a.m. and p.m. peak commuter traffic. The 
traffic volumes observed on McLoughlin Blvd show the typical a.m. and p.m. peak spike in 
commuter vehicular traffic demand. Highway 224 also shows a.m. and p.m. peak spikes in 
demand, it is however unusual that the a.m. peak hour is greater than the p.m. peak hour. This 
type of travel pattern is unusual, because the a.m. peak hour usually consists of commuter 
traffic, whereas, the p.m. peak hour traffic volume contains many of the a.m. commuters, as well 
as those with retail and other miscellaneous destinations. 
Figure 3-11b shows the 24-hour, two-way existing traffic volumes on streets in Milwaukie from 
2005 and 2006. The locations of these counts correspond to locations counted on an annual 
basis by ODOT9 and/or Clackamas County.10 When compared to 24-hour traffic counts taken 
for the 1997 TSP, there has been growth on many of the streets within city limits. Figure 3-11c 
shows the location and change in traffic volume at select locations recorded in 1995 (basis for 
1997 Milwaukie TSP). 
In addition, an inventory of peak hour traffic counts at study area intersections was conducted in 
the Fall/Winter of 2006. The traffic turn movement counts establish baseline information for 
future monitoring and identify current existing problem areas. Turn movement counts were 
conducted at twenty-two intersections during the evening peak period (4:00-6:00 p.m.) to 
determine existing operating conditions and are shown in Figures 3-12a and 3-12b. The p.m. 
peak hour turn movements are useful when analyzing the operational characteristics of an 
intersection, since they generally represent the hour of highest traffic volume demand. It is 
assumed that if an intersection operates sufficiently during the p.m. peak hour it will operate 
sufficiently during the rest of the day. Study intersections were chosen in coordination with the 
City staff to address major roadways and noted areas of concern. 
The p.m. peak hour signal warrants were evaluated for all study area intersections without 
signals. The intersections of Harrison St/Main St and 32nd St/Johnson Creek Blvd both met the 
p.m. peak hour signal warrants. This indicates that further study of these intersections is 
recommended to see if they would meet other ODOT required signal warrants. The peak hour 
warrants can be found in the Technical Appendix. 
9 ODOT Annual Traffic Counting Program. 
10 Clackamas County Annual Traffic Counting Program. 
Milwaukie Transportation System Plan 
Chapter 4: Future Forecasting Process 
Page 4-10 
December 4, 2007 
Figure 3-11a 24-Hour Tube Count Data on McLoughlin Blvd and Highway 224 
24 Hour Volume Count 
SE McLoughlin Boulevard South of SE Washington Street 
2000 
1500 
n n ^ n H 
/ ^ ^ ^ ^ ^ / ^ ^ ^ / ^ 
./v v t;- ">'• D;- h- y- v 
Count data: March 2001 
°r ss- <1/ V V <v <\- °r A-
Time 
3500 
3000 --
2500 
0 
24 Hour Volume Count 
Highway 224 north of SE Harrison Street 
3500 
2000 
s 1500 
/ ^ ^ ^ ^ ^ ^ ^ ^ ^ / ^ ^ # # ^ ^ ^ ^ # S? v T;- h- y- v 
Time 
Count data: April 2001 
0 
Milwaukie Transportation System Plan 
Chapter 4: Future Forecasting Process 
Page 4-10 
December 4, 2007 
M I L W A U K I E 
Transportation 
System Plan 
OCUpCDlST 
FILBERT ST 
HARVEY ST' 
LQQU$_RD_ 
9800 
MONROE ST 
WASHINn> 
l^SHiNQTO 
£ 3/SON 
LEGEND DKS Associates F i g u r e s 5 H 
T R A M Q P f l R T A T I f l M QDI I I T I D N Q wgT' 
M H H - 24 Hour Count Volume & Count Location (Fall 2006) 
I n n l i O r u n l n l l U l M o U L U I I U I M O 
-j. 24 HOUR COUNT VOLUMES 
NO SCALE 
March 2007 
0 0 - 24 Hour Count Volume & Count Location (2005) 

1 SE McLoughlin Blvd @ 
SE Ochoco St 
3 SE McLoughlin Blvd @ 
SE Harrison St/17th Av 
>,032 
[59 
m179 
17 is 
91 
481®] C\J O) K CO CO ^ 
CM r^ 
5 SE McLoughlin Blvd @ 
SE Washington St 
-M 74 
am? EJ202 
20. 1 
7 Hwy 224 @SE 17th Av 
US 325 
67 TO* 
0 Hwy 224 @ SE Oak St 
2 SE McLoughlin Blvd @ SE Milport Rd C I T Y O 
A n 
S T ? 
• i j 
tm 
0 16 
15 
22 
27 
37 
620 
T r 
4 SE 42nd Av @ SE Harrison St 
g SE Harrison St @ SE Main St 
8 Hwy 224 @ SE Harrison St 
H282 
5 j 
265 
790] 
M I L W A U K I E 
Transportation 
System Plan 
© T 
# 0 7 
W 7 
254 B 
69 QU^ 
63 0 
© 
4 t @ 
BSSHEai 
U> 0> CO 
CO CM 
LO 
<0 0 0 
, ,ilbiillffl 
® T 
© 
0 81 
<4fflp82 
E 2 8 
450 
221 
880 
® 
E i ^ E i ® 
CO Co 
CM W IO -DRAFT-
March 2007 
9 Hwy 224 @ SE Monroe St 
-J «| SE Harrison St @ SE 32nd Av 
O) O 
CO CO CM 
t - og 
0EI3Q3 
CD
 
CO
 CM
 
v-
CM
 
og 
w
 
15701 J j 
381EEEL Q309QS 1EJV v - <o O ^ LO C\J 
LEGEND 
- Study Intersection & Number (This Sheet) 
X O - Study Intersection & Number (Next Sheet) 
- Lane Configuration 
@ - Stop Sign 
H - Traffic Signal 
00 - PM Peak Hour Traffic Volume* 
[HQHHn - Volume Turn Movement Left-Thru-Right 
* Traffic Volume Count Conducted 
in the Fall/Winter 2006 
DKS Associates 
T R A N S P O R T A T I O N S O L U T I O N S 
3-12a Figure 
EXISTING PM PEAK HOUR 
TRAFFIC VOLUMES 
NO SCALE 
" 1 2 SE McLoughlin Blvd ( 
SE 22nd Av 
A 3 SE McLoughlin Blvd ( 
SE River Rd 
C I T Y O F 
H H H Transportation 
i l l System Plan 
M I L W A U K I E 
-DRAFT-
March 2007 
"1 8 SE 21st Av @ SE Harrison St 1 0 SE 32nd Av @ 
SE Johnson Creek Blvd 
ffiOoS A O 
o m 
ioMa 
36(f 
tfjgjt 
OH 18 
228 
rEJ 42 
2 0 SE Johnson Creek Blvd ( 
SE Linwood Av 
^ ® 122 
a i j g i a r a i 557 
160 
M E 
"Tin 
x H 
626L 
f 2 5 0 i 
S 
BlJsfl 
2 1 SE Linwood Av @ SE King Rd 2 2 SE Harmony Rd @ SE Linwwod Av LEGEND 
- Study Intersection & Number (This Sheet) 
X O - Study Intersection & Number (Previous Sheet) H Q H E J . volume Turn Movement 
- Lane Configuration Left-Thm-Right 
@ - Stop Sign 
| | - Traffic Signal 
DKS Associates 
T R A N S P O R T A T I O N S O L U T I O N S 
00 - PM Peak Hour Traffic Volume' 
* Traff ic V o l u m e Count C o n d u c t e d 
in the Fall/Winter 2006 
Figure 
EXISTING PM PEAK HOUR 
TRAFFIC VOLUMES 
NO SCALE 
Land use within Milwaukie is a key factor in understanding current transportation patterns and 
roadway traffic volumes as it plays a large role in driving transportation choices. The adopted 
land use zoning designations within the city boundaries are shown in Figure 3-13. 
Measures of Effectiveness 
Level of service (LOS) is used as a measure of effectiveness for the operation of both signalized 
and unsignalized intersection operation. It is similar to a "report card" rating based upon 
average vehicle delay. 
• LOS A, B, and C indicate conditions where traffic moves without significant delays over 
periods of peak hour travel demand. 
• LOS D and E are progressively worse peak hour operating conditions. 
• LOS F represents conditions where average vehicle delay exceeds 80 seconds per vehicle 
entering a signalized intersection and demand has exceeded capacity. 
LOS F is typically evident in long queues and delays. LOS D or better is generally the accepted 
standard for signalized intersections in urban conditions. 
At intersections without signals, a LOS E and even LOS F can occur for a specific turning 
movement; however, the majority of traffic may not be delayed (in cases where major street 
traffic is not required to stop). When these conditions exist, it generally provides a basis to study 
the intersections further to determine the availability of acceptable gaps for vehicles that are 
stopped and waiting to enter the traffic flow. It also indicates an intersection where traffic signal 
warrants should be conducted to determine if the intersection is reaching a point where it could 
be considered for signalization. A summary of level of service descriptions for signalized and 
unsignalized intersections is provided in the Technical Appendix. 
Intersections within the city are subject to one or more measure of effectiveness standards from 
the City, Metro, and ODOT. Milwaukie has a LOS D standard during the peak operating 
conditions for all intersections that fall within the City's jurisdiction.11 Metro also uses a LOS 
standard, but further refines its requirements to include the top two peak hours. Their LOS 
standard is F for the first peak hour and E for the second peak hour.12 ODOT uses a volume to 
capacity ratio (V/C) as a measure of effectiveness, which is similar to LOS, but is a ratio of the 
volume of vehicles traveling through an intersection to its calculated capacity. Similar to Metro, 
ODOT has two sets of maximum acceptable V/C ratios for the Highways 99E and 224 in 
Milwaukie. These standards are outlined in Table 3-7. 
Turn movement counts taken at the study intersections and conducted during the evening peak 
periods were used to determine the existing 2006 LOS based on the 2000 Highway Capacity 
Manual methodology for signalized and unsignalized intersections.13 
11 Milwaukie Municipal Code, Section 19.1407.4(A). 
12 Regional Transportation Plan, Metro, 2000, Table 1.2. 
13 2000 Highway Capacity Manual, Transportation Research Board, 2000. 
Milwaukie Transportation System Plan 
Chapter 4: Future Forecasting Process 
Page 4-10 
December 4, 2007 
HARNEY 
MULTNOMAH CO? 
CLACKAMAS CO. 
OCHOCO ST 
ROSWELL 
BROOKSIDE 
ALBERTA AVE 
FILBERT ST 
J O H N S O N CREEK 
o L S E N ST 
ARDEN ST 
wmerlydR 
HARVEY 
DRAKE ST 
HARRISON ST HARRISON 
o^NRO^ Jl MONROE ST 
MONROE ST 
ADA LN 
WASHINGTo, 
'SPARROW 
MADRONh 
HARMONY RD 
PARK AVE 
COURTNEY AVE 
lakerd 
Transportation 
System Plan 
FIGURE 3-13 
ZONING MAP 
December 2007 
LEGEND 
Business Industrial 
Manufacturing 
Commercial 
Downtown 
Residential 
Mixed Use 
Other Map Features 
Major Roads 
Streets 
Railroad 
•••••• Springwater Trail 
•••••• Kellogg Creek Trail 
County Line 
Water 
L City Limits 
DKS Associates 
T R A N S P O R T A T I O N S O L U T I O N S 
Traffic counts and level of service calculation sheets can be found in the Technical Appendix. A 
list of results for existing p.m. peak hour intersection operation at the twenty-two study intersec-
tions is shown in Table 3-7. All but four study intersections operate at an LOS of D or better. 
The intersection of Johnson Creek Blvd/32nd Ave operates at LOS F during the peak hour. 
Table 3-7 Existing p.m. Peak Hour Study Area Intersection Operations 
Intersection 
Minimum Acceptable 
Measure of Effectiveness (MOE) 
Level of 
Service 
Average 
Delay 
Volume/ 
Capacity 
City 4 Metro15 ODOT16 (LOS) (Seconds) (V/C) 
Two-Way Stop Controlled Intersections 
McLoughlin Blvd @ 22nd Ave F/E 0.99/0.99 A/D 26.4 0.01 
Harrison St @ 21st Ave D A/C 18.0 0.10 
All-Way Stop Controlled Intersections 
Harrison St @ Main St D B 13.2 0.39 
42nd Ave @ Harrison St D B 14.3 0.22 
Johnson Creek Blvd @ 32nd Ave D F >50 0.77 
Signalized Intersections 
McLoughlin Blvd @ Ochoco St F/E 1.10/0.99 B 10.1 0.85 
McLoughlin Blvd @ Milport Rd F/E 1.10/0.99 A 4.4 0.78 
McLoughlin Blvd@ Harrison St F/E 1.10/0.99 D 47.1 0.99 
McLoughlin Blvd @ Washington St F/E 1.10/0.99 C 20.0 0.88 
Highway 224 @ 17th Ave F/E 0.99/0.99 C 20.7 0.59 
Highway 224 @ Harrison St F/E 0.99/0.99 D 40.0 0.89 
Highway 224 @ Monroe St F/E 0.99/0.99 B 19.0 0.75 
Highway 224 @ Oak St F/E 0.99/0.99 D 44.1 0.88 
Harrison St @ 32nd Ave D F/E B 10.5 0.45 
McLoughlin Blvd @ River Rd F/E 0.99/0.99 D 35.5 0.99 
Lake Rd @ Oatfield Rd F/E D 36.0 0.62 
Highway 224 @ 37th Ave F/E 0.99/0.99 C 25.5 0.82 
Highway 224 @ Freeman Way F/E 0.99/0.99 C 30.5 0.94 
Highway 224 @ Lake Rd F/E 0.99/0.99 B 16.1 0.68 
Johnson Creek Blvd @ Linwood Ave D F/E D 53.6 0.97 
Linwood Ave @ King Rd D F/E D 47.5 0.83 
Linwood Ave @ Harmony Rd D F/E E 64.5 0.94 
Signalized and All-Way Stop Intersection LOS: 
• LOS = Level of Service 
• Delay = Average vehicle delay in the peak hour for entire intersection 
• V/C = Volume to Capacity Ratio 
• MOE = (ODOT & Metro) First Peak Hour/Second Peak Hour 
Unsignalized Intersection LOS: 
• A/A = Major Street turn LOS/Minor street turn LOS 
14 Milwaukie Municipal Code, Section 19.1407.4(A). 
15 Regional Transportation Plan, Metro, 2000, Table 1.2. 
16 1999 Oregon Highway Plan Alternative Highway, Maximum Volume to Capacity Ratios Within Portland 
Metropolitan Region, Oregon Department of Transportation, January 2006, Table 7. 
Mi lwaukie Transportat ion Sys tem Plan 
Chapter 4: Future Forecasting Process 
Page 4-10 
December 4, 2007 
Safety 
ODOT ranks intersections in their Safety Priority Index System (SPIS) based on the most 
current three years of collision data. The SPIS values range from one to one hundred, with 
lower values equating to lower collision rates. The score is derived from the number of 
collisions, the type of collisions, collision severity, and traffic volumes. Each year, a list of the top 
10% SPIS sites is generated and the top 5% sites are investigated by ODOT for safety 
problems. If ODOT identifies a correctable problem, a benefit/cost analysis is performed and 
appropriate projects are initiated, often with funding from the Highway Safety Improvement 
Program. None of the 22 study intersections were identified as being on the SPIS top 10% list. 
In addition to SPIS data, intersection safety is also analyzed using intersection collision rates. 
Collision rates are measured as the number of collisions per million entering vehicles (MEV). 
This measure allows comparison of intersections with varying volumes. ODOT provided collision 
data for the study intersections along the state facilities, McLoughlin Blvd and Highway 224. All 
collisions involving a fatality, injury, or property damage greater than $1,500 are included in the 
reports supplied by ODOT. The crash rates and corresponding data can be seen in Table 3-8. 
Further investigation should be conducted at the intersection of Highway 224/Lake Rd, since the 
corresponding crash rate is greater than 1.0, indicating that the intersection might have safety 
problems. 
Milwaukie Transportation System Plan 
Chapter 4: Future Forecasting Process 
Page 4-10 
December 4, 2007 
Table 3-8 SPIS Rating of Milwaukie TSP Update Study Area Intersections 
Inter-
section 
Number 
ODOT 
SPIS 
Rating 
Street Cross Street 
Intersection 
Collisions 
(2002-2005)1 
Fatal Injury 
Corridor 
Collisions 
2002-20052 
Collision 
Rate 
2002-20053 
17 52.6 Highway 224 Lake Rd 15 1 7 21 1.12 
10 51.01 Highway 224 Oak St 22 0 12 16 0.52 
2 46.52 McLoughlin Blvd Milport Rd 9 0 4 18 0.17 
3 37.61 McLoughlin Blvd Harrison St 8 0 3 24 0.19 
15 34.56 Highway 224 Edison St 1 0 1 7 0.03 
8 33.58 Highway 224 Harrison St 10 0 4 18 0.25 
13 30.23 McLoughlin Blvd River Rd 5 0 0 15 0.13 
12 29.39 McLoughlin Blvd 22nd Ave 1 0 1 16 0.03 
7 23.32 Highway 224 17th Ave 2 0 1 9 0.10 
1 22.89 McLoughlin Blvd Ochoco St 5 0 4 8 0.09 
16 18.75 Highway 224 Freeman Way 4 0 3 5 0.11 
5 18.18 McLoughlin Blvd Washington St 2 0 1 6 0.05 
9 16.76 Highway 224 Monroe St 5 0 2 7 0.13 
4 NA 42nd Av Harrison St 4 0 1 NA 0.42 
6 NA Harrison St Main St 6 0 4 NA 0.53 
11 NA Harrison St 32nd Ave 12 0 8 NA 0.80 
14 NA Lake Rd Oatfield Rd 7 0 1 NA 0.49 
18 NA 21st Ave Harrison St 3 0 2 NA 0.33 
19 NA 32
nd Ave Johnson Creek Blvd 0 0 0 NA 0.00* 
20 NA Johnson Creek Blvd Linwood Ave 7 0 6 NA 0.27 
21 NA Linwood Ave King Rd 2 0 1 NA 0.09 
22 NA Harmony Rd Linwood Ave 19 0 10 NA 0.72 
1 Collisions within the intersection: reported by City/County/State Police to ODOT. 
2 Collisions along McLoughlin Blvd or Highway 224 within 0.05 miles of the intersection: reported by 
City/County/State Police to ODOT. 
3 Collision Rate = (Number of Collisions x 1,000,000)/(Number of Years of Data x 365 x Annual Average Daily Traffic) 
*No crashes were recorded at this intersection. 
Heavy Vehicles 
The economical movement of raw materials and finished products depends on efficient truck 
movement to and through urban areas. The designation of through truck routes provides for 
efficient movement while at the same time maintaining neighborhood livability, public safety, and 
minimizing maintenance costs of the roadway system. McLoughlin Blvd and Highway 224 are 
identified by ODOT,17 Metro, and the City of Milwaukie as truck routes. The City identifies truck 
routes on roads under its jurisdiction. Truck routes are illustrated in Figure 3-14. 
Truck (or heavy vehicle) volumes were collected as part of the intersection turn movement 
counts. Any vehicle with more than two axles was considered a heavy vehicle. The number of 
trucks was totaled and divided by the total number of vehicles in the traffic stream to get the 
percentage of trucks. Seven of the twenty-two studied intersections present truck volumes 
exceeding 100 vehicles per hour (vph), with volumes exceeding 150 vph at the Highway 99E 
and Ochoco St intersection. 
17 1999 Oregon Highway Plan, The Oregon Department of Transportation, May 1999. 
Milwaukie Transportation System Plan 
Chapter 4: Future Forecasting Process 
Page 4-10 
December 4, 2007 
Transportation 
System Plan 
FIGURE 3-14 
TRUCK ROUTES 
December 2007 
LEGEND 
Freight Routes 
Major Regional 
• • • l Minor Preferred (Local) 
• • • l Height-Restricted 
Minor Preferred (Local) 
Freight Volumes 
# 0 - 50 Heavy Vehicles/Hour 
0 51 - 100 Heavy Vehicles/Hour 
£ 101 - 150 Heavy Vehicles/Hour 
^ ^ > 150 Heavy Vehicles/Hour 
Other Map Elements 
Major Roads 
Streets 
Railroad 
Springwater Trail 
Kellogg Creek Trail 
County Line 
| Water 
J City Limits 
DKS Associates 
T R A N S P O R T A T I O N S O L U T I O N S 
Summary of Motor Vehicle Findings 
The following summarizes key motor vehicle findings related to the level of activity 
documented as well as deficiencies for this mode of travel. These findings will be utilized to 
help guide future improvements to address the deficiencies for this mode of travel in the 
transportation network. 
• The functional classification of roadways found in the city of Milwaukie allows for the 
proper hierarchy of roadways that balances mobility and access. Currently the business 
industrial area south of Railroad Ave, north of Hwy 224, east of 37th Ave and west of 
Lake Rd has roadways without functional classification. International Way serves as an 
existing facility that provides connectivity within this area, and access to arterials and 
collectors. 
• Street drainage issues appear to be located in the southeast area of the city, and are 
typically due to locations not being connected to the stormwater pipe system. An area of 
specific concern today is the area along Railroad Ave from Harmony Rd to 37th Ave. 
• There is currently one study area intersection that does not meet jurisdictional operating 
standards: Johnson Creek Blvd/32nd Ave. Additionally, four other intersections are 
reaching capacity: 
• McLoughlin Blvd/Harrison St 
• McLoughlin Blvd/River Rd 
• Hwy 224/Freeman Way 
• Johnson Creek Blvd/Linwood Ave 
• Many of the study intersections in Milwaukie have low reported collision rates. Two 
intersections have collisions of 10 or more. These are the intersections of Hwy 
224/Lake Rd (which also included a fatality) and Hwy 224/Harrison St. 
• The majority of heavy vehicle counts collected at study area intersections occur along 
major regional truck routes (such as McLoughlin Blvd and Hwy 224), however the 
intersection of Lake Rd/Oatfield Rd had a high number of heavy vehicles counted 
during the p.m. peak hour (100-150 heavy vehicles). Neither of these facilities are 
designated as truck routes, indicating that trucks could be utilizing these facilities as a 
"cut-through" route due to congestion and/or access issues on the major regional truck 
routes. 
FREIGHT AND RAIL 
There is one other mode of transportation in Milwaukie: the railway system. Figure 3-15 shows 
the rail facilities and crossings in Milwaukie. 
There are three rail freight lines, two Union Pacific Railroad (UPRR) lines and one Oregon 
Pacific Railroad (OPR) line that currently traverse Milwaukie. The UPRR main line, also named 
the C line, is the main line between Portland and Eugene. It extends from northern Milwaukie, 
south and east through the city to the east and operates twenty-five freight trains a day and six 
Amtrak passenger trains per day with maximum authorized speeds of 45 and 50 mph, 
respectively. There are four at-grade railroad crossings along this line on Harrison Ave, Oak St, 
37th Ave, and Harmony Ave, all of which are gated. 
The UPRR Tillamook line, also known as the FD line, is leased to Portland & Western Railroad 
(PNWR). It extends from Portland in the north through Milwaukie and exits to the south. PNWR 
Milwaukie Transportation System Plan 
Chapter 4: Future Forecasting Process 
Page 4-10 
December 4, 2007 
operates three trains per day along this line with a maximum authorized speed of 45 mph. There 
are twelve railroad crossings along this line, including one underpass, four overpasses, and 
three crossings without gates on Wren St, Bluebird St, and Bobwhite St. 
The rail line operated by Oregon Pacific passes through the northwestern corner of the city of 
Milwaukie and has three at-grade railroad crossings, two which are without gates. These 
crossings without gates are at Milport Rd and McBrod Ave. 
There are no airports, pipelines, ferries, or ports within Milwaukie's city limits or its UGMA. 
Summary of Freight and Rail Findings 
The following summarizes key findings related to other modes of travel in Milwaukie. These 
findings will be utilized to help guide future improvements to address the deficiencies for 
this mode of travel in the transportation network. 
• The maximum authorized speeds within Milwaukie for many of the existing rail lines are 
45-50 miles per hour. Many of the existing crossings in the city are at-grade facilities 
that are gated. However, there are six at-grade crossings that do not have gates. Three 
occur in the north Milwaukie industrial area east and west of McLoughlin Blvd, and the 
other three occur in the Island Station neighborhood to the south. 
• Typical vertical clearance for underpasses (whether they are roadway or railway) is 14 
feet.18 This is a typical clearance to allow for trucks to clear the underpass, even if they 
are not on a freight-classified facility. The three underpasses at Lake Rd, Sparrow St, 
and Lark St do not meet this typical vertical clearance. 
18 Based on A Policy on Geometric Design of Highways and Streets, Fourth Edition, American Association of State 
Highway and Transportation Officials (AASHTO), page 389. 
Milwaukie Transportation System Plan 
Chapter 4: Future Forecasting Process 
Page 4-10 
December 4, 2007 
Transportation 
System Plan 
FIGURE 3-15 
RAIL ROUTES 
& CROSSINGS 
December 2007 
LEGEND 
Rail Facilities 
Existing Railroad 
Rail Crossings 
# At Grade - Ungated 
C At Grade - Gated 
Road Overpass 
Road Underpass 
(with clearance) 
Number of Trains Daily 
Other Map Features 
Major Roads 
Streets 
Springwater Trail 
Kellogg Creek Trail 
County Line 
Water 
City Limits 
DKS Associates 
T R A N S P O R T A T I O N S O L U T I O N S 
PARKING 
City Parking Policies 
On-street parking is generally available in residential areas of Milwaukie. The Milwaukie 
Municipal Code includes requirements for off-street parking for both residential and commercial 
properties. Milwaukie's Zoning Code incorporates both minimum and maximum parking 
requirements based on specific uses. 
Downtown Milwaukie Parking 
Downtown Milwaukie, the area bounded by McLoughlin Blvd, 21st Ave, Highway 224, and Lake 
Rd, has parking characteristics that are different from other areas of the city. The off-street 
parking requirements in the Downtown Zones are the same as the rest of the city, except that 
no off-street parking is required in the Downtown Storefront or Downtown Office Zones. The 
Code also limits the development of parking facilities in the Downtown Residential and 
Downtown Open Space Zones. 
The majority of the on-street parking in the downtown area is short-term in nature, which 
consists of 15 minute to 4 hour parking. The majority of the off-street parking is private surface 
parking serving businesses in the downtown area. Figure 3-16 illustrates the locations of on and 
off-street parking. Table 3-9 summarizes the parking supply, type, and public/private nature of 
the parking. 
Since 1993 the City has operated a permit system to allow employees of downtown businesses 
to park in four downtown parking lots. This parking permit program includes 185 parking spaces 
downtown. Permits can be obtained through the City of Milwaukie for a cost of $25 per month. 
All off-street public parking is available on a first come, first served basis only. There are no 
reserved spaces. 
It is the City's practice to conduct regular detailed inventory and utilization studies of the parking 
within the downtown core area. The October 2006 utilization study found there are many 
pockets of utilization in specific areas of downtown, particularly in the core commercial area 
along Main Street between Washington and Harrison Streets. However, there is an overall 
abundance of underutilized and available parking in the peak hour. 
Milwaukie Transportation System Plan 
Chapter 4: Future Forecasting Process 
Page 4-10 
December 4, 2007 
Transportation 
System Plan 
FIGURE 3-16 
PARKING MAP 
December 2007 
LEGEND 
Parking Type 
1 Hour City 
^ ^ 15 Min. Disabled 
2 Hour Loading Zone 
4 Hour Garage 
8 Hour Public 
Private Unmarked 
Other Map Features 
Major Roads 
Streets 
Railroad 
•••••• Springwater Trail 
•••••• Kellogg Creek Trail 
County Line 
^ ^ Water 
] ] City Limits 
DKS Associates 
T R A N S P O R T A T I O N S O L U T I O N S 
As Table 3-9 indicates, the greatest concentration of underutilized parking spaces is in private 
lots, which represents 77% of all parking in downtown. Private lots comprise 1,008 total parking 
stalls and reach peak occupancy of just 42.4%. This leaves 593 unused spaces in the private 
supply. 
Table 3-9 Inventory of Existing Downtown Parking 
Type of Parking Total Inventory Percentage of Inventory 
On-Street 
Short-term 303 80% 
Long-term 59 16% 
ADA parking 15 4% 
Subtotal 377 100% 
Off-Street 
Short-term (public) 11 1% 
Long-term (public) 270 20% 
Private parking garage 21 2% 
Private surface parking 1008 77% 
Subtotal 1,310 100% 
Source: City of Milwaukie 
Data Collected: November 13, 2006 
Table 3-10 summarizes the utilization of downtown parking in October 2006. 
Table 3-10 Use of Parking Stalls by Type 
Type of Parking 
Total 
Number of 
Stalls 
Total 
Occupied at 
Peak Hour 
Total Stalls 
Empty at Peak 
Hour 
Peak Hour 
Occupancy(%) 
15 Minutes 10 5 5 50.0 
1 Hour 5 5 0 100.0 
2 Hours 284 194 90 68.3 
4 Hours 38 29 9 76.3 
8 Hours 21 21 0 100.0 
Disabled Stalls 15 0 15 0 
City Permit Required 185 109 76 58.9 
City Employee Parking 42 18 24 42.9 
Private Lots 1029 436 593 42.4 
Public/Library 43 20 23 46.5 
Loading Zones 4 0 4 0 
Unmarked on-street 11 11 0 100.0 
Subtotal On-Street 366 267 108 70.3 
Subtotal Public Off-Street1 292 147 123 52.9 
Subtotal Private Off-Street 1029 436 593 42.4 
All Parking 1,687 850 824 50.4 
Source: City of Milwaukie. Occupancy data was collected for the peak hour (11 a.m.-noon) on October 19, 2006 
1 Public off-street parking count includes 8 ADA spaces and 14 two-hour parking spaces. 
Mi lwaukie Transportat ion Sys tem Plan 
Chapter 4: Future Forecasting Process 
Page 4-10 
December 4, 2007 
Parking Demand 
Parking ratios express the actual number of parking spaces available to serve demand for land 
uses (i.e., office, retail, residential, and/or mixed-use development). The number of stalls 
represented by a parking ratio may exceed actual demand for parking or fall short of that 
demand. Demand ratios, on the other hand, are generally expressed in the context of peak hour 
use of a specific built supply of parking. In other words, demand ratios represent an estimate of 
the actual number of stalls occupied at the peak hour relative to occupied land uses. Effectively 
managing the relationship between land uses and built and occupied parking supply is a 
fundamental challenge of parking management. 
An understanding of actual demand also allows a city to estimate the impact of new 
development on an existing supply of parking. For downtown Milwaukie two indicators help 
describe parking demand: 
• The actual current Built Ratio of publicly available parking stalls, in relation to total built 
land uses in downtown Milwaukie. 
• The actual current Demand Ratio for parking stalls per total built land use based on actual 
usage data from the most recent update of parking utilization. 
Parking demand ratio calculations revealed two different, but equally useful, correlations: 
• Built Stalls to Built Land Use: This represents the total number of existing parking stalls 
correlated to total existing land use square footage (occupied or vacant) within the study 
area. There are approximately 399,074 square feet of commercial uses in the Downtown 
Zones and a total of 1,687 parking stalls. Based on these numbers, there are approximately 
4.22 parking stalls per 1,000 square feet of built land. 
• Combined Demand to Built Land Use: This represents peak hour occupancy within the 
Downtown Zones, combining the on and off-street supply (actual parked vehicles correlated 
with actual occupied building area). Parking stalls in downtown are utilized at a rate of 
51.2% in the peak hour (863 vehicles parked). Building vacancy in downtown is 
approximately 11%, (355,176 of 399,074 gross square feet of building area occupied). 
Therefore, the actual current peak hour demand ratio is approximately 2.43 parking stalls 
per 1,000 square feet of built land use. 
Table 3-11 summarizes the analysis used to determine the built ratio of parking to built land use 
(i.e., 399,074 total square feet) and general demand for that parking based on the peak hour 
occupancy/demand for all parking inventoried in the study area. 
Table 3-11 Downtown Parking Demand - Mixed Land Use to Built Supply 
Sites in 
Downtown 
Gross Square 
Footage (built)/ 
Gross Square 
Footage 
(occupied)19 
Total Stalls 
Inventoried in 
Downtown20 
Built Ratio of 
Parking (SF) 
Total Stalls 
Parked in 
Peak Hour 
Actual Ratio 
of Parking 
Demand/ 
1,000 SF 
92 399,074/355,176 1,687 4.22/1,000 SF 863 2.43/1,000 SF 
19 Assumes downtown vacancy rate of 11%, per City of Milwaukie data base. 
20 This number represents all on-street spaces, public and private off-street lots in operation within the study zone 
and summarized in Table 3-11, above. 
Milwaukie Transportation System Plan 
Chapter 4: Future Forecasting Process 
Page 4-10 
December 4, 2007 
To date, parking in downtown Milwaukie has been built at an average rate of over 4.00 stalls per 
1,000 square feet of development. This rate appears to have been effective, though significant 
stall availability currently exists within the on and off-street parking system. 
Land uses in downtown Milwaukie are generating parking demand ratios of 2.43 stalls per 1,000 
GSF of commercial/retail development. It is important to recognize that the current parking 
demand number is also reflective of the current level of use by other modes (i.e., transit, bike, 
carpool and walking). If the City had higher expectations and success in increasing alternative 
mode uses in the future, the parking "demand" ratio would be influenced downward from its 
current level. 
Summary of Parking Findings 
The following summarizes key findings related to parking in Milwaukie. These findings will 
be utilized to help guide future improvements to address the deficiencies for this element 
related to the transportation environment. 
• On-street parking comprises approximately 22% of the total parking supply (private and 
public) in the downtown area, while off-street parking comprises the remaining 78%. 
• The total utilization of on-street parking in the downtown area is on average 70% 
throughout the day. While public off-street parking utilization is approximately 53% 
during the day. By comparison, the private off-street parking utilization is approximately 
43% over the day. 
• Parking stall types with the highest utilization throughout the day are 1-hour, 8-hour, 
and unmarked parking stalls. All three of these types of parking are generally 100% 
occupied during the day and represent approximately 10% of the total on-street parking 
supply. Two-hour and four-hour parking stalls are generally 65-75% occupied during the 
day. These usage statistics indicate a higher likely use of short term and long term 
parking than mid term (2-4 hours) parking. 
ENVIRONMENTAL JUSTICE 
As stated by the Environmental Protection Agency, "Environmental Justice is the fair treatment 
and meaningful involvement of all people regardless of race, color, national origin, or income 
with respect to the development, implementation, and enforcement of environmental laws, 
regulations, and policies."21 Within the context of the TSP, Environmental Justice is an effort to 
identify underserved and vulnerable populations so Milwaukie can improve transportation 
services while avoiding future impacts. 
Figure 3-17 identifies the location of low-income housing (indicating populations most likely to 
be dependant on public transportation), areas of Milwaukie that are outside of the public transit 
coverage area, as well as the location of features such as hospitals, schools, and libraries. 
Transit coverage is based on comparing land that has a high enough density to support transit 
service versus a 1/4 mile walking distance buffer around transit stops.22 One significant gap in 
transit coverage area can be seen in the residential area north of Railroad Ave, stretching 
east/west from Stanley Ave to 42nd Ave. Other smaller gaps in transit coverage can be seen to 
the northeast and along the perimeter of the city. 
21 U.S. EPA, Environmental Justice, Compliance and Enforcement, Website, 2007. 
22 Planning Commission TOD Committee, Walking Distance Research, 
http://www.fairfaxcounty.gov/planning/tod docs/walking distance abstracts.pdf, Fairfax County, Virginia. 
Milwaukie Transportation System Plan 
Chapter 4: Future Forecasting Process 
Page 4-10 
December 4, 2007 
Transportation 
System Plan 
TOVNSPORTATION 
DISADVANTAGED 
December 2007 
LEGEND 
Transit Disadvantaged 
(more than 1/4 mile walk from bus stop) 
Bus Stops 
Transit Center 
Existing Sidewalks 
Existing Bicycle Lanes 
Low-Income Housing 
Hospital 
Convalescent Care 
School 
Library 
Grocery 
City Hall 
> Features 
Major Roads 
Streets 
Railroad 
Springwater Trail 
Kellogg Creek Trail 
County Line 
Water 
City Limits 
DKS Associates 
T R A N S P O R T A T I O N S O L U T I O N S 
In addition to regular public transit services, programs run by TriMet and the Milwaukie Center 
provide transportation to senior citizens and disabled persons. The Milwaukie Center offers the 
Dial-a-Ride program that runs from Hillside Park (a Clackamas Housing Authority property 
shown in Figure 3-17) to the Milwaukie Center and the grocery store on a weekly basis. In 
addition, the Transportation Reaching People program allows the scheduling of rides from their 
homes to medical appointments for the disabled and citizens over the age of sixty. The Catch-a-
Ride program offers similar services to those living in Hillside Park. Fees for these services are 
a suggested donation of $1. 
Additionally, TriMet offers the LIFT Paratransit Program. This program targets those who are 
unable to use public transportation due to a disability or disabling health condition, and covers 
areas 3/4 of a mile past the outermost portions of TriMet's bus and MAX services. These 
services are available on appointment from 4:30 am to 2:30 am, seven days a week. Cost is 
$1.60 each way. 
Summary of Environmental Justice Findings 
The following summarizes key findings related to environmental justice in Milwaukie. These 
findings will be utilized to help guide future improvements to address the deficiencies for 
this element related to the transportation environment. 
• Almost all of the facilities and/or land uses that would typically be dependent or rely 
upon transit/transportation facilities have support of these types of transportation 
facilities. However, Campbell Elementary School located on 47th Ave just north of 
Railroad Ave is not adequately served by transit. 
• The lack of pedestrian and bicycle connectivity within the city also contributes to the 
lack of transportation options for the transit dependant population in the city. 
ENVIRONMENTAL RESOURCES 
As a Transportation Planning Rule (TPR) requirement, a city's transportation system shall 
minimize adverse economic, social, environmental, and energy consequences.23 An 
Environmental Resources Map is included here as Figures 3-18 through 3-20; Title 3 areas, the 
local Goal 5 inventory, National Wetland Inventory, identified historic properties, and known 
cultural resources. 
The goal of Title 3 of the Metro Functional Plan is to protect water quality and floodplain areas. 
Since floodplains reduce flood hazards, control soil erosion, and reduce pollution of the region's 
waterways, the region's health and public safety are protected. It can be seen in Figure 3-18 
that there are Title 3 areas dispersed throughout the city, including bands along Johnson Creek, 
the Willamette River, around Kellogg Lake, and along Kellogg Creek. Many of the Title 3 areas 
are also encompassed by floodplain, vegetation, and wetland zones. Endangered species 
habitat also correlates closely with the location of the Title 3 areas. 
Local jurisdictions are required by Statewide Planning Goal 5 to adopt plans to protect natural 
resources and conserve scenic and historic areas and open spaces. Fish and wildlife habitats 
are among the natural resources that are protected by Goal 5. Figure 3-19 identifies the Goal 5 
areas within Milwaukie. 
23 OAR 660-012-0035, Environmental Considerations for Transportation Planning. 
Milwaukie Transportation System Plan 
Chapter 4: Future Forecasting Process 
Page 4-10 
December 4, 2007 
Summary of Environmental Resources Findings 
The following summarizes key findings related to environmental resources in Milwaukie. 
These findings will be utilized to help guide future improvements to address the deficiencies 
for this element related to the transportation environment. 
• The 100 year flood plain affects lands to the west of McLoughlin from Waverly Dr to 
Washington St, then crosses to the east side of McLoughlin Blvd from Washington St to 
Oatfield Rd. This is of particular concern for any potential improvements associated 
within this area. 
• Two large wetland and wetland buffer areas have been identified. One is located on the 
southeast corner of 37th Ave/Railroad Ave, while the other is located on the south side 
of Railroad Ave near 47th Ave. When considering potential improvements in this area, 
the City should be cautious about impacts to these areas. 
Milwaukie Transportation System Plan 
Chapter 4: Future Forecasting Process 
Page 4-10 
December 4, 2007 
Transportation 
System Plan 
FIGURE 3-18 
WETLANDS, FLOOD 
& CULTURAL FEATURES 
December 2007 
LEGEND 
Willamette Greenway 
^ ^ Wetland 
Wetland Buffer 
Historic Resource 
^ ^ 100 Year Flood Plain* 
1996 Flood Extent 
Other Map Features 
Major Roads 
Streets 
Railroad 
•••••• Springwater Trail 
•••••• Kellogg Creek Trail 
County Line 
Water 
I City Limits 
: Source: Metro RLIS; FEMA with local input. 
N DKS Associates 
T R A N S P O R T A T I O N S O L U T I O N S 
Transportation 
System Plan 
FIGURE 3-19 
ENVIRONMENTAL 
RESOURCES -
GOAL 5 
December 2007 
LEGEND 
Goal 5 Development Value 
High 
Medium 
Low 
Not Ranked 
Goal 5 Conservation Value 
High 
Moderate 
Low 
Other Map Features 
Major Roads 
Streets 
Railroad 
Springwater Trail 
Kellogg Creek Trail 
County Line 
Water 
i City Limits 
DKS Associates 
T R A N S P O R T A T I O N S O L U T I O N S 
Transportation 
System Plan 
FIGURE 3-20 
ENVIRONMENTAL 
RESOURCES -
ZONING & 
VEGETATION 
December 2007 
LEGEND 
High 
Medium 
Low 
METRO Environmental Zone 
Conservation 
csss 
Protection 
^ ^ Title 3 
Other Map Features 
Major Roads 
Streets 
Railroad 
Springwater Trail 
Kellogg Creek Trail 
County Line 
Water 
City Limits 
DKS Associates 
T R A N S P O R T A T I O N S O L U T I O N S 
4 Future Forecasting Process 
TRAVEL DEMAND AND LAND USE 
Metro's urban area transportation forecast model is used to determine future traffic volumes in 
Milwaukie. This forecast model translates assumed land uses into person trips, selects travel 
modes and assigns motor vehicles to the roadway network. These traffic volume projections 
form the basis for identifying potential roadway deficiencies, and for evaluating alternative 
circulation improvements. This chapter will describe the forecasting process including key 
assumptions and the land use scenario developed from the existing Comprehensive Plan 
designations and allowed densities. 
PROJECTED LAND USE GROWTH 
Land use is a key factor in developing a functional transportation system. Considerations must 
include the amount of land to be developed, the type of land uses that will be developed, and 
the relationship between mixed land uses and associated demands on the transportation 
system. 
Projected land uses developed for the study area reflect Milwaukie's Comprehensive Plan and 
Metro's land use assumptions for the year 2030.1 Complete land use data sets have been 
developed for the following conditions. 
• Existing 2005 (base travel forecast for the region) 
• Future 2030 Conditions 
The following sections summarize the forecasted growth in land uses that influence travel within 
the City of Milwaukie. 
GROWTH WITHIN MILWAUKIE 
The base year travel model is updated periodically to reflect the most current and up to date 
inputs related to land use for the region. For this study, the available base model provided by 
Metro represents land uses for 2005. This land use database includes the number of dwelling 
1 Metro works cooperatively with local agencies to determine local existing and future land uses that incorporate 
existing land uses and reflects input from local agencies. These land uses are then regionally adopted and updated 
when new travel demand models are developed. 
Milwaukie Transportation System Plan Page 4-1 
Chapter 4: Future Forecasting Process December 4, 2007 
units (housing), retail employees, service employees, and other employees. Table 4-1 
summarizes the aggregated land use data for the 2005 base and future 2030 scenarios within 
the study area. This land use data is divided into smaller areas called Transportation Analysis 
Zones (TAZs), which contain a portion of the households, retail, service and other employees. 
This land use creates varying trip modes such as motor vehicle, pedestrian, bicycle and transit 
trips. A detailed summary of the uses for each Transportation Analysis Zone (TAZ) within the 
Milwaukie study area is provided in the Technical Appendix. 
Table 4-1 Milwaukie TSP Study Area Land Use Summary 
Land Use 2005 2030 Increase Percent Increase 
Households (HH) 9,209 10,791 1,582 17% 
Retail Employees (RET) 1,697 2,313 616 36% 
Service Employees (SER) 2,769 4,627 1,858 67% 
Other Employees (OTH) 7,643 8,531 888 12% 
Source: Metro 
The overall operation of the transportation system is affected as land uses change in proportion 
to each other (i.e. a significant increase in employment relative to household growth). Retail 
land use generates a higher number of trips per acre of land than households and other land 
uses during the PM peak period. The location and design of retail land use in a community can 
greatly affect future transportation system operation. Additionally, if an area within the city is 
homogeneous in land use character (i.e. all employment or residential), the transportation 
system typically supports significant trips coming to or from the area rather than within the area. 
Integration of residential, commercial, and employment land uses within a small geographic 
area promotes sustainable livability, where residents can work, shop and play locally. Among 
other significant benefits, this reduces long-distance traveling by residents who would otherwise 
be seeking services outside their locality. 
Table 4-1 displays the projected employment growth (approximately 3,400 jobs) in Milwaukie in 
the next 20 years. The transportation system should be monitored to make sure that land uses 
in the plan are balanced with transportation system needs. A primary purpose of a TSP is to 
determine those needs and help identify transportation projects for all modes that help balance 
future needs with the forecasted 2030 land uses. 
Within the study area there are approximately thirty-one (31) original TAZs. These 31 TAZs 
were disaggregated into 90 TAZs as part of this plan to better locate land uses (and the 
potential for motor vehicle trips) at a more refined level. The original and disaggregated TAZ 
boundaries are shown in Figure 4-1. 
METRO AREA TRANSPORTATION MODEL 
Accurately forecasting travel demand of estimated future population and employment is 
important for determining future traffic system needs. The objective of the transportation 
planning process is to provide necessary information to aid decision-making of where and when 
transportation system improvements should be made to meet future travel demand. Metro uses 
VISUM, a computer-based transportation modeling program to process large amounts of data 
related to land use and person trips for all modes of travel for the Portland Metropolitan area. 
The modeling process for the Milwaukie TSP uses the 2005 and 2030 travel demand models 
Milwaukie Transportation System Plan 
Chapter 4: Future Forecasting Process 
Page 4-10 
December 4, 2007 
during the PM peak period to develop future forecasts within Milwaukie. These models were 
also used for Metro's 2004 Regional Transportation Plan (RTP). 
Future travel demand forecasting can be divided into several distinct, yet integrated components 
that represent the logical sequence of travel behavior (see Figure 4-2). These components and 
their general order in the traffic forecasting process are as follows: 
1. Trip Generation: Converts land use type into total person trips. 
2. Trip Distribution: Determines the origins and destinations within the region. 
3. Mode Choice: Determines which mode of travel (i.e. motor vehicle, bicycle, pedestrian, 
transit, carpool, etc.) each trip will use. 
4. Traffic Assignment: Assigns the trips by mode to specific routes in the transportation 
network that match the trip distribution locations. 
Milwaukie Transportation System Plan 
Chapter 4: Future Forecasting Process 
Page 4-10 
December 4, 2007 
Transportation 
System Plan 
FIGURE 4 - 1 
TRANSPORTATION 
ANALYSIS ZONES 
December 2007 
Original Metro Transportation 
Analysis Zones 
INPUTS PROCESS OUTPUTS 
Road Network 
Data y 
Land Uses 
Trip Generation 
Rates 
DISAGGREGATE 
TAZs 
TRIP 
DISTRIBUTION 
\f 
TRAFFIC 
ASSIGNMENT 
Loaded 
Road Network 
Traffic Volume 
Projections 
Levels of 
V Service 
Transportation, 
System 
Measures 
Graphic 
Outputs 
Transportation 
System Plan 
FIGURE 4-2 
MODEL 
PROCESS 
May 2007 
N 
DKS Associates 
T R A N S P O R T A T I O N S O L U T I O N S 
The base roadway network in the existing 2005 traffic model reflects the current street and 
roadway system. The future 2030 roadway system in the Metro model consists of the RTP 
financially constrained system. It includes both projects for which funding has been identified 
and the funded projects listed in the 1997 Milwaukie TSP. Projects in both the RTP and the TSP 
were then validated in the study process. Forecasts of PM peak period traffic flows were 
produced for every major roadway segment within Milwaukie. Traffic volumes were projected on 
all arterials and most collector streets. Some local streets were included in the model, but many 
are represented by TAZ connectors in the model process. 
TRIP GENERATION 
The trip generation process translates land use quantities (number of dwelling units, retail 
employees, service employees and other employees) into vehicle trip ends (number of vehicles 
entering or leaving a TAZ or sub-TAZ) using trip generation rates established during the model 
verification process. The Metro trip generation process is elaborate, entailing detailed trip 
characteristics for various types of housing, retail, service, other employment, and special 
activities. Typically, most traffic impact studies rely on the Institute of Transportation Engineers 
(ITE) research for analysis.2 The model process is tailored to variations in travel characteristics 
and activities in the region. For reference, Table 4-2 provides a summary of the approximate 
average evening peak hour trip rates used in the Metro model. These are averaged over a 
broad area and, thus, are different than driveway counts represented by ITE for similar land 
uses. This data provides a reference for the trip generation process used in the model. 
Table 4-2 Approximate Average PM Peak Period Trip Rates Used in Metro Model 
Unit In 
Average Trip Rate/Unit 
Out Total 
Household (HH) 0.57 0.27 0.85 
Retail Employee (RET) 0.75 1.15 1.90 
Service Employee (SER) 0.33 0.51 0.84 
Other Employee (OTH) 0.09 0.35 0.44 
Source: DKS Associates/Metro Regional Travel Demand Model 
Table 4-3 summarizes the total estimated 2005 and 2030 motor vehicle trips for Milwaukie as 
well as the estimated growth in vehicle trips during the two-hour PM peak period. Using the 
forecasted land use and calculated trip rate values, the total number of in- and out-trips can be 
produced for each TAZ in the region. Vehicle trips in Milwaukie are expected to grow by 
approximately nine percent between 2005 and 2030 if the land develops according to the 2030 
land use assumptions. Assuming a 25-year horizon to the 2030 scenario, this represents 
annualized growth rate of approximately 0.36 percent per year. 
Table 4-3 Milwaukie Vehicle Trip Generation (2-Hour PM Period) 
2005 Trips 2030 Trips Percent Increase 
Milwaukie TSP update Study Area 26,166 28,530 9% 
Source: Metro Regional Travel Demand Model 
2 Trip Generation Manual, 7th Edition, Institute of Transportation Engineers, 2003. 
Milwaukie Transportation System Plan 
Chapter 4: Future Forecasting Process 
Page 4-10 
December 4, 2007 
TRIP DISTRIBUTION 
This step estimates how many trips travel from one area in the model to any other area. 
Distribution is based on the number of trip ends generated in each TAZ zone pair, and on 
factors that relate the likelihood of travel between any two TAZs to the travel time between the 
zones. 
In projecting long-range future traffic volumes, it is important to consider potential changes in 
regional travel patterns. Although the location and amount of traffic generation in Milwaukie are 
essentially a function of future land use in the city, the distribution of trips is influenced by 
expected congestion on roadways and regional growth, particularly in neighboring areas such 
as Portland, Oregon City, and the unincorporated Clackamas County areas. The model and trip 
distribution can also be used to help define the number of internal, external, and through trips 
for Milwaukie. These types of trips are as follows: 
• Internal trips are trips that start and end within the city limits of Milwaukie; 
• External trips are trips that either start in Milwaukie and end outside the city, or start 
outside the city and end within the city; and 
• Through trips are trips that pass through Milwaukie and have neither an origin nor a 
destination in Milwaukie. 
Table 4-4 quantifies the internal, external, and through trips for all roadways within Milwaukie, 
as forecasted by the Metro regional travel demand model for 2005 and 2030. The number of 
internal versus external or through trips reveals that few people actually both live and work in 
Milwaukie. The much larger number of external than internal trips represents the people who 
live outside of Milwaukie and work in the city, or live in Milwaukie but work outside of the city. 
The high number of through trips through the city indicates that Milwaukie functions as a conduit 
for a significant number of people between their jobs and homes, both of which are outside the 
city limits of Milwaukie. Comparing the percentage of trips for the model year 2030 versus 2005 
shows there is a slight decrease in the percentage of internal and external trips during the PM 
peak period. It also shows that the percentage of through trips increases over the 25 year time 
span. It is important to note that the percentage of through trips is projected to increase much 
faster than the external trips types and become the dominant trip form within the city during the 
PM peak period. 
Table 4-4 Milwaukie Vehicle Trip Distribution (2-Hour PM Period) 
Trip Type 2005 2030 Delta 
Internal (I - I) 9% 7% - 2% 
External (X- I or I - X) 46% 43% - 3% 
Through (X - X) 45% 50% + 5% 
Source: DKS Associates/Metro Regional Travel Demand Model 
MODE CHOICE 
This step in the modeling process determines how many trips will be made by various modes 
(single-occupant vehicle, transit, carpool, pedestrian, bicycle, etc.). The 2005 mode splits are 
incorporated into the base model and adjustments to that mode split may be made for a future 
scenario dependant upon any anticipated changes in transit or carpool use. These 
considerations are built into the forecasts used for 2030. Based upon analysis of the forecasted 
Milwaukie Transportation System Plan 
Chapter 4: Future Forecasting Process 
Page 4-10 
December 4, 2007 
mode choice in 2030, a study was performed to determine the level of non-single occupant 
vehicle (SOV) mode share. The travel model provides estimates of the various modes of travel 
that can be generally assessed at the transportation analysis zone level. Figure 4-3 summarizes 
the level of non-SOV mode share estimated for 2030 using the regional travel demand forecast 
model in comparison to the modal targets established in the RTP through Table 1-3 of the 2004 
RTP. Generally, the areas served by transit service have the highest levels of non-SOV mode 
choice. 
TRAFFIC ASSIGNMENT 
In this process, trips from one zone to another are assigned to specific travel routes in the 
network, and resulting trip volumes are accumulated on links of the network until all trips are 
assigned. 
Network travel times are updated to reflect the congestion effects of the traffic assigned through 
an equilibrium process. Congested travel times are estimated using what are called "volume-
delay functions" in VISUM. There are different forms of volume-delay functions, all of which 
attempt to simulate the impact of congestion on travel times (greater delay) as traffic volume 
increases. The volume-delay functions take into account the specific characteristics of each 
roadway link, such as capacity, speed and facility type. This allows the model to reflect 
conditions somewhat similar to driver behavior. 
Milwaukie Transportation System Plan 
Chapter 4: Future Forecasting Process 
Page 4-10 
December 4, 2007 
Transportation 
System Plan 
MODEL VERIFICATION 
The base 2005 traffic volumes from the regional model were compared against actual traffic 
volume counts at specific locations on key arterials and at key intersections. These key 
intersections and corridors created "screenlines" (imaginary lines drawn across the 
transportation system that intersect many roadways). The screenlines are used to back-check 
the actual volume against the model volume to make sure that the model is predicting traffic 
volumes and travel patterns that reflect actual existing conditions. Most arterial traffic volumes 
meet screenline tolerances for forecast adequacy.3 If roadways and/or intersection volumes are 
not within this tolerance, modifications to the roadway network in the base model are made to 
help adjust and calibrate the model to bring those volumes to within acceptable tolerance levels. 
These same changes in the base model are made to the future model if those changes do not 
conflict with a planned project in the future model (i.e. a roadway being widened or improved). 
Based on this performance, the existing and future models are used for future forecasting and 
assessment of circulation change. 
MODEL APPLICATION TO MILWAUKIE 
Intersection turn movements were extracted from the model at study area intersections for both 
the base year 2005 and forecast year 2030 scenarios. A "post processing" technique is utilized 
to refine model travel forecasts to the volume forecasts utilized for 2030 intersection analysis. 
"Post processing" is a technique that uses existing traffic count data, base year model data, and 
future year model data to estimate future volumes by adding the increment of future traffic 
volume growth to the existing count data. This approach minimizes the effects of any model 
error by adding the increment of growth projected based on changes in land use to the base 
year counts. 
3 Typically within a 10% variance. 
Milwaukie Transportation System Plan 
Chapter 4: Future Forecasting Process 
Page 4-10 
December 4, 2007 
5 Pedestrian Element 
Walking is the most affordable and accessible of all transportation modes. It is also clean, low-
impact, and healthy for the individual. A safe and comfortable pedestrian environment allows 
people of all ages and abilities to travel independently. This chapter summarizes strategies used 
in evaluating the future needs of the city of Milwaukie's pedestrian network, recommends 
improvements for the network, outlines pedestrian needs for the next 20 years, and identifies 
projects that address the city's needs. 
GOALS AND POLICIES 
Milwaukie has developed a set of goals to guide the development of its transportation system 
(see Chapter 2). Listed below are the specific TSP Goals that guide the City's policies on 
pedestrian access and connectivity: 
• Goal 1 Livability guides the City to provide convenient, accessible and coordinated 
pedestrian facilities and to minimize barriers to pedestrian travel. 
• Goal 2 Safety calls for the design and maintenance of safe and accessible walkways. 
• Goal 3 Provide Travel Choices directs the City to provide an integrated network of 
walkways that connect people with transit. 
• Goal 4 Quality Design calls for pedestrian facilities to be integrated with street and 
development planning in a context-sensitive manner. 
• Goal 5 Reliability and Mobility calls for enhanced connectivity, which particularly benefits 
pedestrians. 
• Goal 6 Sustainability guides the City to increase the use of walking as a low-impact form of 
travel. 
NEEDS 
There are generally three different types of pedestrian trips - residential, service, and 
recreational trips. The deficiencies in Milwaukie's pedestrian system affect each group 
differently, but common to all three are the needs for connectivity, access and safety. The most 
common overall need is to provide a safe and interconnected system that makes pedestrian 
travel a viable option, especially for residential trips less than one-half mile in length and 
recreational trips less than one mile in length. 
Milwaukie Transportation System Plan 
Chapter 4: Future Forecasting Process 
Page 4-10 
December 4, 2007 
Connectivity 
Milwaukie's pedestrian network is disconnected, largely due to the lack of convenient crossings 
of large regional facilities - Highways 99E, 224, and the Union Pacific Railroad. Without direct 
connections across these barriers, pedestrians are forced to travel out of direction and 
sometimes use busy arterial and collector streets to meet their destinations. Even where 
pedestrian crossings do exist, many are deficient. Improvements are needed in two key areas -
crossing improvements at most highways, railroads and arterials,1 and connections to schools, 
parks and transit routes. 
Facilities 
Throughout Milwaukie, pedestrian facilities are disconnected and deficient. Although some 
arterial and collector streets in the city provide limited sidewalks as shown in Figure 3-2, the 
north and east areas have many collectors and arterials lacking sidewalks. Many of the 
neighborhood and local streets throughout the city do not have pedestrian facilities. The 
perimeter of the city is well-served by two off-street multiuse paths, the Springwater Trail and 
the Milwaukie Riverfront trail, though gaps in the trail network exist to the east and south. 
Improvements are needed throughout the city, but especially on key connecting corridors that 
link neighborhoods to schools, parks, and commercial centers. 
Policy 
City policy directs most development to fill in sidewalk gaps directly adjacent to new 
development. There is currently no policy to allow development to fill gaps in the pedestrian 
network if the gap is not adjacent to the developing site. The City should explore a different 
policy to collect fees from new development to help improve connections and crossings that 
may not be adjacent to the developing parcel. 
FACILITIES 
The most common type of pedestrian facility is a concrete sidewalk that is separated from the 
roadway by an extruded curb. Sidewalks must be built to current City of Milwaukie design 
standards and comply with the Americans with Disabilities Act, which requires at least four feet 
of unobstructed sidewalk.2 Wider sidewalks are desirable to promote pedestrian travel on all 
roadways. 
Some of Milwaukie's streets are not only important local connections, but are also designated 
as regionally important pedestrian streets. Streets identified in the Metro 2004 RTP as 
transit/mixed use corridors (streets in downtown Milwaukie, 17th Ave, Harrison St, King Rd, and 
32nd Ave) are areas that are served by quality transit service and will generate substantial 
pedestrian traffic near neighborhood-oriented retail development, schools, parks, and bus stops. 
These corridors should include such pedestrian design features as wide sidewalks with 
buffering from traffic, pedestrian-scale lighting, benches, bus shelters, and street trees. 
Milwaukie has three identified off-street multiuse paths in the Metro 2004 RTP regional trails 
and greenways system: the Springwater Trail, the Trolley Trail, and the Kellogg Creek 
greenway. The majority of the Springwater Trail within the city has been constructed. However, 
there is a gap between the Milwaukie section of the Springwater Trail and the section along the 
east bank of the Willamette River. The Trolley Trail, a project led by the North Clackamas Parks 
1 Any potential new crossing location would need to meet Oregon Department of Transportation (ODOT) crossing 
guidelines and criteria to make sure the crossing is warranted and safe. 
Americans with Disabilities Act, Uniform Building Code. 
Milwaukie Transportation System Plan 
Chapter 4: Future Forecasting Process 
Page 4-10 
December 4, 2007 
District, is currently under construction. These facilities will be designed and built according to 
regional standards, as well as local jurisdictional standards. 
RECOMMENDATIONS 
Strategies 
Milwaukie's pedestrian system is challenged by an incomplete arterial/collector sidewalk 
system, a lack of local street connectivity, arterial crossings with potential safety and 
connectivity issues, and a lack of complete multiuse trails (see Chapter 3). 
The City has several strategies for addressing pedestrian system needs and guiding project 
prioritization. The prioritization process helps to focus community investment on those projects 
that are most effective at addressing critical needs, while deferring other projects of lesser 
importance. The strategies for pedestrian facilities include: 
• Key pedestrian corridors to connect neighborhoods with schools, parks, activity centers, and 
major transit stops; 
• Arterial crossing and safety enhancements; 
• Fill gaps in the network where some sidewalks exist; 
• Pedestrian corridors that connect to major recreational uses; 
• Enforcement of laws that protect pedestrians; 
• Education about pedestrian safety and available walking routes. 
These strategies would be implemented by projects that address needs and deficiencies. The 
projects fall into three categories: 
• Capital: projects that require construction of some sort of physical infrastructure. Capital 
projects typically require on-going maintenance that must be programmed into the 
maintenance schedule. 
• Operational: projects which involve actions that make the existing transportation 
infrastructure more useable. They can include upkeep of existing facilities, educational 
campaigns, or distributing information about the use of the transportation network. They are 
typically smaller in scale and dollars than capital projects, and are implemented more 
broadly than in one specific location. 
• Policy: Projects that improve the pedestrian environment that typically do not result in a 
physical improvement, but rather in a fundamental change in the way pedestrian travel is 
perceived or treated within Milwaukie. Proposed policy projects are listed below. 
• Ensure overhanging vegetation and other sidewalk obstructions are removed; ensure 
sidewalk safety hazards are repaired. 
• Enforce speeding laws, utilizing tools such as photo radar, to make the streets generally 
safer; enforce laws related to pedestrian crossings and crosswalks. 
• Utilize safe routes to schools programs and resources to increase pedestrian safety 
around schools. 
• Support mixed-use development and services near residential areas to encourage 
walking; reexamine vehicle-centered policies, such as high amounts of required parking. 
Milwaukie Transportation System Plan 
Chapter 4: Future Forecasting Process 
Page 4-10 
December 4, 2007 
• Construct sidewalks or appropriate walkways everywhere; i.e., complete streets as 
development occurs or capital funds become available. 
• Educate the general public about pedestrian safety; inform the general public about 
traffic laws related to pedestrians. 
Master Plan 
The Pedestrian Master Plan includes a list of projects that could address system needs and 
achieve the strategies for improving the pedestrian system. Some projects from the Master Plan 
were selected for inclusion in a Pedestrian Action Plan, which consists of projects that the 
community has identified for the City to give priority in allocating funding and/or pursuing 
additional funding. As development occurs, streets are rebuilt, and as other opportunities (grant 
programs) arise, projects on the Master Plan should be pursued as well. 
The planning-level cost estimates provided for each project in Table 5-1 are based on general 
unit costs for transportation improvements but do not reflect the unique project elements that 
can significantly add to project costs. For each of these projects, the City will refine the cost 
estimate to include right-of-way requirements and costs associated with special design details. 
Milwaukie Transportation System Plan 
Chapter 4: Future Forecasting Process 
Page 4-10 
December 4, 2007 
Transportation 
System Plan 
FIGURE 5-1 
PEDESTRIAN 
MASTER PLAN 
December 2007 
LEGEND 
Existing Sidewalks 
< 5 ft. Width 
5 ft. - 10 ft. Width 
Springwater Trail 
Kellogg Creek Trail 
Proposed Improvement 
Pedestrian Facilities 
/^N Pedestrian Intersection 
Safety Improvement 
^ Schools County Line 
Major Roads Parks 
Streets 
Railroad 
Water 
10' Contours 
i 1 
|_ J City Limits 
PROPOSED PROJECTS 
Improve Intersection to Increase Pedestrian Safety 
A Freeman Way/HWY 224 
B 37th Ave/HWY 224 
© Oak St /HWY 224 
D Monroe St/HWY 224 
E Harrison St/HWY 224 
F King Rd crossing improvements 
G Olsen St/42nd Ave 
H Railroad Ave/37th Ave 
I Harmony Rd/Lake Rd 
J Oak St/railroad tracks 
K Stanley Ave/Logus Rd 
Provide Pedestrian Facilities Where Not Currently Present 
See Table 5-1 for L - AQ project descr ipt ions 
Enhance Existing Pedestrian Connection 
A R Construct pedestrian underpass under HWY 99E 
A R at Kellogg Creek 
AS Improve ramp at Spr ingwater Trai l/HWY 99E 
AT Complete Springwater Trail along Ochoco St 
Table 5-1 Pedestrian Master Plan Projects 
Map 
ID3 Priority Type Project Name Project Description
4 From To Cost(s) $1,000s5 
A Low C Hwy 224 Intersection 
Improvements at 
Freeman Way 
Improve pedestrian crossing. Location specific Location specific $20 
B Low C Hwy 224 Intersection 
Improvements at 37th 
Improve pedestrian crossing. Location specific Location specific $20 
C Low C Hwy 224 Intersection 
Improvements at Oak 
Improve pedestrian crossing. Location specific Location specific $20 
D Low C Hwy 224 Intersection 
Improvements at Monroe 
Improve pedestrian crossing. Location specific Location specific $15 
E Low C Hwy 224 Intersection 
Improvements at 
Harrison 
Improve pedestrian crossing. Location specific Location specific $20 
F High C King Road Boulevard 
Treatments 
Install street boulevard treatments: widen sidewalks 
and improve multiple crossings. 
42nd Ave Linwood Ave $500 
G Low C Intersection 
Improvements at Olsen 
and 42nd 
Improve pedestrian crossing. Location specific Location specific $20 
H Low C Intersection 
Improvements at 
Railroad and 37th 
Improve pedestrian crossing. Location specific Location specific $10 
I Low C Intersection 
Improvements at 
Harmony and Lake 
Improve pedestrian crossing. Location specific Location specific $15 
J Med C Railroad Crossing 
Pedestrian 
Improvements at Oak 
Improve intersection for pedestrians. Location specific Location specific $15 
3 See Figure 5-1. 
4 The projects in this table assume traditional sidewalks on both sides of the street. In some cases it may be appropriate to construct a nontraditional pedestrian 
facility on one side of the street. See Chapter 10 Street Design for more information on the City's approach to designing pedestrian facilities. 
5 Project costs are in 2007 dollars. Future costs may be more due to inflation. Costing details can be found in the Technical Appendix. In the case of operational 
projects, estimated costs are for the entire 22-year planning period. 
Milwaukie Transportation System Plan 
Chapter 5: Pedestrian Element 
Page 5-6 
December 4, 2007 
Map 
ID3 Priority Type Project Name Project Description
4 From To Cost(s) $1,000s5 
K Low C Intersection 
Improvements at Stanley 
and Logus 
Improve pedestrian crossing. Location specific Location specific $15 
L High C 17th Avenue Sidewalks Fill in sidewalk gaps on both sides of street and 
improve intersections. 
Ochoco St McLoughlin Blvd $920 
M Med C McLoughlin Boulevard 
Sidewalks 
Fill in sidewalk gaps on both sides of street. Washington St Southern city limits $596 
N Med C Lake Road Sidewalks Fill in sidewalk gaps on both sides of street. Kuehn Rd Hwy 224 $2,049 
O High C Railroad Avenue 
Sidewalks 
Fill in sidewalk gaps on both sides of street (part of 
Railroad Avenue road widening project). 
37th Ave Harmony Rd $1,625 
P High C Monroe Street Sidewalks Fill in sidewalk gaps on both sides of street. 42nd Ave City limit $1,631 
Q High C Logus Road Sidewalks Fill in sidewalk gaps on both sides of street. 43rd Ave 49th Ave $771 
R Low C Olsen Street Sidewalks Fill in sidewalk gaps on north side of street. 32nd Ave 42nd Ave $432 
S Low C Johnson Creek Blvd 
Sidewalks 
Fill in sidewalk gaps on both sides of street. Harney Dr City limits $378 
T Med C 37th Avenue Sidewalks Fill in sidewalk gaps on both sides of street. Lake Rd Harrison St $794 
U Low C 43rd Avenue Sidewalks Fill in sidewalk gaps on both sides of street. Howe St/42nd Ave King Rd/43rd Ave $550 
V High C Stanley Avenue 
Sidewalks 
Fill in sidewalk gaps on both sides of street. Johnson Creek Blvd Railroad Ave $4,304 
W Low C Linwood Avenue 
Sidewalks 
Fill in sidewalk gaps on both sides of street (part of 
Linwood Avenue road widening project). 
Johnson Creek Blvd Railroad Ave $2,960 
X Low C Hwy 224 Sidewalks Fill in sidewalk gaps on both sides of street. Oak St 37th Ave $420 
Y Low C International Way 
Sidewalks 
Fill in sidewalk gaps on both sides of street. Criterion Ct Lake Rd $767 
Z Low C Harmony Road 
Sidewalks 
Fill in sidewalk gaps on both sides of street. Linwood Ave City limits $38 
AA Low C Home Avenue Sidewalks Fill in sidewalk gaps on both sides of street. Railroad Ave King Rd $756 
AB Low C Harvey Street Sidewalks Fill in sidewalk gaps on both sides of street. 32nd Ave 42nd Ave $534 
AC Low C Roswell Street Sidewalks Fill in sidewalk gaps on both sides of street. 32nd Ave 36th Ave $192 
AD Low C Mason Lane Sidewalks Fill in sidewalk gaps on both sides of street. 42nd Ave Regents Dr $671 
Milwaukie Transportation System Plan 
Chapter 5: Pedestrian Element 
Page 5-7 
December 4, 2007 
Map 
ID3 Priority Type Project Name Project Description
4 From To Cost(s) $1,000s5 
AE Med C Brookside Drive 
Sidewalks 
Fill in sidewalk gaps on both sides of street. Johnson Creek Blvd Regents Dr $15 
AF Low C Regents Drive Sidewalks Fill in sidewalk gaps on both sides of street. Brookside Dr Winsor Dr $494 
AG Low C Rusk Road Sidewalks Fill in sidewalk gaps on both sides of street. Lake Rd North Clackamas Park $662 
AH Low C Pedestrian Connection to 
North Clackamas Park 
Create pedestrian connection between the school 
and the park. 
North Clackamas Park Rowe Middle School $1,284 
AI Low C Washington Street 
Sidewalks 
Fill in sidewalk gaps on both sides of street. 35th Ave 37th Ave $115 
AJ Low C 22nd Avenue Sidewalks Fill in sidewalk gaps on both sides of street. McLoughlin Blvd Sparrow St $325 
AK Low C 19th Avenue Sidewalks Fill in sidewalk gaps on both sides of street. Kellogg Creek Trail Sparrow St $305 
AL Low C River Road Sidewalks Fill in sidewalk gaps on both sides of street. McLoughlin Blvd City limits $626 
AM Low C Oatfield Road Sidewalks Fill in sidewalk gaps on both sides of street. Guilford Ct City limits $132 
AN Low C 49th Ave Sidewalks Fill in sidewalk gaps on both sides of street. Logus Rd King Rd $250 
AO Med C Franklin Street Sidewalks Install sidewalks on both sides of street to connect to 
Hector Campbell Elementary School. 
42nd Ave 45th Ave $200 
AP Low C Ochoco Street Sidewalks Construct sidewalks on Ochoco Street to connect bus 
stops to Goodwill. 
19th Ave McLoughlin Blvd $$$ 
AQ Low C Edison Street Sidewalks Fill in sidewalk gaps on both sides of street. 35th Ave 37th Ave $116 
AR High C Kellogg Creek Dam 
Removal and Hwy 99E 
Underpass 
Replace 99E bridge over Kellogg Creek, remove 
dam, restore habitat; construct pedestrian 
undercrossing between downtown Milwaukie and 
Riverfront Park. 
Site specific Site specific $9,000 
AS Low C Springwater Trail Ramp 
Improvement at 
McLoughlin 
Improve ramp at Springwater Trail and McLoughlin 
Blvd. 
Location specific Location specific $15 
AT High C Springwater Trail 
Completion 
Contribute to regional project to complete 
Springwater Trail ("Sellwood Gap") along Ochoco 
Street. 
17th Ave 19th Ave $80 
Milwaukie Transportation System Plan 
Chapter 5: Pedestrian Element 
Page 5-8 
December 4, 2007 
Map 
ID3 Priority Type Project Name Project Description
4 From To Cost(s) $1,000s5 
NA Med O Pedestrian Walkway 
Signage 
Provide maps and wayfinding signage on streets that 
identify ways to get around the city. 
Citywide Citywide $10 
NA High C Downtown Streetscape 
Improvements 
Install sidewalk bulbouts, lighting, and pedestrian 
amenities. 
Downtown Downtown $6,7006 
NA Med O Pedestrian Walkway 
Amenities 
Install amenities, such as benches, along key walking 
routes. 
Citywide Citywide $50 
NA Low C Intersection Curb Ramp 
Improvements 
Install curb ramps at all intersections with sidewalks. Citywide Citywide $5 
Notes: 
C = Capital Project 
O = Operational Project 
P = Policy Project 
High = High priority 
Med = Medium priority 
Low = Low priority 
6 Estimated $500,000 per block face. 
Milwaukie Transportation System Plan 
Chapter 5: Pedestrian Element 
Page 5-9 
December 4, 2007 
The Pedestrian Master Plan project list includes several enhanced pedestrian crossing projects. 
These crossings are located on major roadways with volumes and speeds that would require 
significant crossing enhancements based on published guidelines in the Traffic Control Devices 
Handbook1 Table 5-2 provides a description of possible crossing enhancements. 
Table 5-2 Potential Measures for Enhancing Pedestrian Crossings 
Improvement Description Illustration Cost Range 
Marked Crosswalk White thermoplastic markings at 
street corner. Alternative material 
could include non-white color or 
textured surfaces. 
$1,000 to $1,500 per crossing. 
Textured crossing materials 
beyond thermoplastic 
markings could be more 
expensive depending on 
materials used. 
New Corner Sidewalk 
Ramp 
Construct ADA compliant 
wheelchair ramps consistent with 
City standards. 
$3,000 to $5,000 per corner. 
Median Refuge Construct new raised median 
refuge area. Minimum width 6 
feet, and minimum length of 30 
feet. Curb can be mountable to 
allow emergency vehicles to 
cross, if required. 
$5,000 to $15,000 depending 
on overall length and 
amenities. 
Pedestrian Countdown 
Timer Signal 
Install supplemental pedestrian 
signal controls to indicate the time 
remaining before crossing 
vehicles get 'green' signal 
indication. 
$1,000 per signal head 
Curb Extensions Construct curb extension on road 
segments with on-street parking. 
Reduces pedestrian crossing 
area, and exposure to vehicle 
conflicts. 
$5,000 to $8,000, depending 
on design amenities and 
aesthetic treatments. 
Source: DKS Associates 
1 Traffic Control Devices Handbook, Institute of Transportation Engineers, 2001; Chapter 13, Table 13-2. 
Milwaukie Transportation System Plan 
Chapter 4: Future Forecasting Process 
Page 4-10 
December 4, 2007 
ACTION PLAN 
The Pedestrian Action Plan identifies projects that are reasonably expected to be funded with 
local funds by 2030, which meets the requirements of the Transportation Planning Rule.8 The 
Action Plan project list is the result of a citywide project ranking process. All of the modal master 
plan projects were ranked by the TSP Advisory Committee after consideration of the Working 
Groups' priorities, other public support for the project, and how well each project implements the 
TSP goals and policies. The highest-ranking pedestrian projects that are reasonably expected 
to be funded (see Chapter 13) with local funds are shown in Table 5-3. 
Table 5-3 Pedestrian Action Plan 
Project Name Project Description From To 
Direct 
Funding 
or Grant 
Match 
17th Avenue Sidewalks Fill in sidewalk gaps on both 
sides of street and improve 
intersections. 
Ochoco St McLoughlin Blvd Direct 
Springwater Trail 
Completion 
Contribute to regional project 
to complete Springwater Trail 
("Sellwood Gap") along 
Ochoco Street. 
17th Ave 19th Ave Direct 
Logus Road Sidewalks Fill in sidewalk gaps on both 
sides of street. 
43rd Ave 49th Ave Match 
Kellogg Creek Dam 
Removal and Hwy 99E 
Underpass 
Replace 99E bridge over 
Kellogg Creek, remove dam, 
restore habitat; construct 
pedestrian undercrossing 
between downtown Milwaukie 
and Riverfront Park. 
Site specific Site specific Match 
Monroe Street 
Sidewalks 
Fill in sidewalk gaps on both 
sides of street. 
42nd Ave City limits Match 
Railroad Avenue 
Sidewalks 
Fill in sidewalk gaps on both 
sides of street. 
37th Ave Harmony Rd Match 
Downtown Streetscape 
Improvements 
Install sidewalk bulbouts, 
lighting, and pedestrian 
amenities. 
Downtown Downtown Match 
King Road Boulevard 
Treatments 
Install street boulevard 
treatments: widen sidewalks 
and improve crossings. 
43rd Ave Linwood Ave Match 
8 OAR Chapter 660, Department of Land Conservation and Development, Division 012, Transportation Planning, 
adopted on March 15, 2005, effective April 2005. 
Milwaukie Transportation System Plan 
Chapter 4: Future Forecasting Process 
Page 4-10 
December 4, 2007 
REGIONAL TRANSPORTATION PLAN (RTP) COMPLIANCE 
The projects identified in the Master Plan list and further refined in the Action Plan list are 
compatible with the 2004 Metro RTP. Specifically, the projects identified comply with Metro's 
goal for regional mobility and non-SOV modal targets. 
Milwaukie Transportation System Plan 
Chapter 4: Future Forecasting Process 
Page 4-10 
December 4, 2007 
6 Bicycle Element 
The bicycle is a human-powered vehicle that allows people of all ages to move independently, 
at relatively low cost and with little impact to the environment. Bicycling promotes the well-being 
of people who live and work in Milwaukie, with the added benefit of reducing auto traffic on city 
streets. This chapter outlines bicycle needs in Milwaukie over the next 20 years and 
recommends policy, operational and facility improvements to the city's bicycle system. 
TSP GOAL AND POLICY FRAMEWORK 
Milwaukie has developed a set of goals to guide the development of its transportation system 
(see Chapter 2). Several of these TSP Goals guide the City's policies on bicycle access and 
connectivity, specifically the following: 
• Goal 1 Livability calls for convenient bicycling facilities, and removal of barriers that impede 
capacity. 
• Goal 2 Safety directs the City to design safe bicycle connections between parks, schools, 
and other activity centers in Milwaukie. 
• Goal 3 Travel Choices calls for an integrated citywide network of bikeways. 
• Goal 4 Quality Design directs the City to integrate bicycle facilities into both public and 
private street and development projects. 
• Goal 6 Sustainability calls for the City to increase bicycling as a means of transportation. 
NEEDS 
Milwaukie needs a safe and interconnected bicycle system that provides options for all types of 
cyclists. The deficiencies in Milwaukie's existing bicycle system can be categorized into three 
areas: Connectivity, Crossings, and Street Designations. Each of these categories is described 
in this section. 
Connectivity 
The lack of east/west and north/south on-street bicycle facilities creates significant gaps in the 
bicycle system for travel both in and around the city. There are two east/west roadways that 
include bike lanes in the city: King Rd and Lake Rd. However, neither of these facilities reach 
the downtown area and/or connect with other facilities that could allow for travel to other 
Milwaukie Transportation System Plan 
Chapter 4: Future Forecasting Process 
Page 4-10 
December 4, 2007 
destinations. There are also two north/south roadways that have bike lanes: Linwood Ave and 
17th Ave. Similar to the east/west roadways, these corridors are not continuous. 
Two off-street facilities serve Milwaukie (the Springwater Corridor and the Kellogg Creek Trail) 
but they also are not continuous. For example, while the connectivity of the Springwater 
Corridor was recently upgraded with completion of the "Three Bridges" project (three bridges 
constructed to cross over the Union Pacific Railroad, McLoughlin Blvd, and Johnson Creek), the 
trail ends just east of 17th Ave. Additionally, there are a limited number of connections through 
the city to the Springwater Corridor. The Kellogg Creek Trail connects the Milwaukie Riverfront 
area to the Island Station neighborhood, but doesn't easily connect to points south. 
Major facilities such as McLoughlin Blvd, Highway 224, and the railroads create barriers to 
cycling through the city. This lack of connectivity (both on-street and off-street) causes 
significant problems for bicyclists and limits this mode of travel. 
Crossings 
Throughout the city, there is a need for convenient and safe crossings at arterials and 
collectors. There are many locations where bicycle routes cross arterials, highways or railroad 
tracks, and few of these crossings were designed to accommodate cyclists. Typically, such 
intersections have limited sight-distance, inadequate pavement space for bicycles, no means for 
tripping a signal, or no direct, safe connection. The following locations were identified as 
particular problem crossings: 
• 17th Ave/Hwy 224 
• 17th Ave/Harrison St/Hwy 99E 
• Railroad crossing of 21st Ave at Adams 
• Johnson Creek Blvd/Springwater Corridor 
• King Rd/Stanley Ave 
• Linwood Ave/Springwater Corridor 
• King Rd/Linwood Ave 
• Monroe St/Linwood Ave 
• Linwood Ave/Harmony Rd 
Street Designations 
The designation of certain roadways for bicycle travel does not serve all of the needs for bicycle 
travel in and around the city. Many trips that connect to parks, schools, retail activity centers, 
etc., occur off of arterial and collector streets. These trips should generally be accommodated 
on lower volume streets, preferably on designated routes. Such facilities could be considered 
"shared" facilities or could have a specific designation such as a "bike boulevard," where actual 
treatments to the roadway are made that enhance the bicycle environment and make additional 
connections to bicycle destinations. 
BICYCLE FACILITY IMPROVEMENT TOOLBOX 
Types of Cyclists 
Bicyclists are a varied group of people with different skill levels, abilities, bicycling experience, 
and trip types. For example, there are everyday commuters, avid recreational riders, children 
going to school, and families riding around in their neighborhoods. Their needs and comfort 
Milwaukie Transportation System Plan 
Chapter 4: Future Forecasting Process 
Page 4-10 
December 4, 2007 
level with the bicycle infrastructure in Milwaukie will vary as a result of these differences. The 
City needs to accommodate these different types of cyclists by providing adequate facilities for 
all different types of riders. 
Bicycle trips are typically longer than walking trips and shorter than motor vehicle trips, and are 
attractive at distances up to three miles. Bicycle facilities can generally be categorized as 
multiuse paths, bike lanes, shared roadways, and bike boulevards. Each of these facilities 
serves a particular purpose for bicycle travel. Bike lanes and multiuse paths both accommodate 
this length of trip. However, if the trip is shorter or if the destination or origin of the trip is not next 
to a roadway with a bike lane, many bicycle trips can also be made on local streets. Table 6-1 
summarizes each of these facilities with a general description of the elements inherent to each 
facility. 
Table 6-1 Bikeway Types 
Bikeway Description 
Multiuse path Off-street route, typically recreational-focused, which can be used by several 
transportation modes, including bicycles, pedestrians and other nonmotorized modes 
(i.e. skateboards, roller blades, etc.). 
Bike lane Area within street right-of-way specifically designated for bicycle use. 
Shared roadway Roadways where bicyclists and autos share the same travel lane. May include a wider 
outside lane and/or bike boulevard treatment (priority given to through bikes on local 
streets). 
Bike Boulevard Lower-order, lower-volume streets with various treatments to promote safe and 
convenient bicycle travel. Usually accommodate bicyclists and motorists in the same 
travel lanes, often with no specific vehicle or bicycle lane delineation. Assign higher 
priority to through bicyclists, with secondary priority assigned to motorists. Also 
include treatments to slow vehicle traffic to enhance the bicycling environment. 
Bicycle Facility Design Considerations 
Multiuse Paths 
As their name implies, multiuse paths are designed accommodate many types of users, and are 
typically constructed along an independent path such as a stream or greenway. Paths can also 
be built parallel to a roadway, but are most effective when built independent of a road, 
separating cyclists from auto traffic. The American Association of State Highway Transportation 
Officials (AASHTO)1 and the Oregon Department of Transportation (ODOT),2 state that mixed-
use paths can be designed along roadways, provided several design considerations are met: 
• A minimum 5-foot buffer should be provided between the path and roadway to protect path 
users from conflicts with motorists. 
• Relatively few vehicle/path user conflict points (e.g., cross-streets or driveways). 
• The path can be terminated at each end onto streets with good bicycle/pedestrian facilities 
or onto another safe, well-designed path. 
• The path should not take the place of bicycle/pedestrian facilities (e.g., sidewalks and 
bicycle lanes) on the parallel street. 
1 A Guide for the Development of Bicycle Facilities, American Association of State Highway and Transportation 
Officials, 1999. 
2 Oregon Bicycle and Pedestrian Plan, An Element of the Oregon Transportation Plan, Oregon Department of 
Transportation, Adopted June 14, 1995. 
Milwaukie Transportation System Plan 
Chapter 4: Future Forecasting Process 
Page 4-10 
December 4, 2007 
Bike Lanes 
When possible, bike lanes should be directly adjacent to the curb, rather than adjacent to 
parked cars or combined with sidewalks. The recommended width of six feet provides sufficient 
travel space and additional room for bicyclists to steer clear of the curb or parked cars while 
maintaining a comfortable distance from adjacent moving traffic. Wide bike lanes also enable 
bicyclists to maneuver around drainage grates, manhole covers, glass and debris. Provision of 
bike lanes also benefits motor vehicles, which gain greater shy distance/emergency shoulder 
area, and pedestrians, who gain a buffer between walking areas and moving vehicles. Where 
right-of-way is limited, the bike lane can be reduced to five feet. Alternatively, widening the curb 
travel lane (for example, from 12 feet to 14 or 15 feet) can provide better bicycle 
accommodations and a greater measure of safety as well. However, with higher-volume 
roadways (e.g., streets with more than 3,000 Average Daily Trips), dedicated bike lanes are 
much more desirable than wide outside lanes. 
The signing and marking of bike lanes should follow the Manual on Uniform Traffic Control 
Devices (MUTCD). Design features in the roadway can improve bicycle safety as well. For 
example, using curb storm drain inlets rather than catch basins significantly improves bicycle 
facilities. 
Shared Roadways 
Shared roadways can be designed to safely accommodate both bicycle and auto traffic. Figure 
6-1 illustrates an example of an appropriate warning sign with a supplemental "Share the Road" 
plaque that may be used to draw more attention to the fact that slow-moving forms of 
transportation may be using the roadway. When used, the supplemental plaque must be 
installed below the warning sign on the same signpost. Directional pavement markings may also 
be considered on shared roadways to supplement the bicycle warning signs when desired. The 
pavement markings illustrated in Figure 6-1 below are typically called "Sharrows" or "Shared 
Lane Markings" and are utilized on bicycle travel routes that have on-street parking but no 
designated bike lanes. Sharrows are commonly used on streets where dedicated bike lanes are 
desirable but are not possible for any number of reasons. The marking helps to align bicyclists, 
to shift their travel pattern out of the direction of a parked car door opening into their travel path. 
Figure 6-1 Bicycle Signs and Markings 
SHARE 
THE 
ROAD 
i! 
Bicycle Warning Signs "Share the Road" 
Plaque 
Bike Route Signs Bicycle Pavement 
Markings 
It should be noted, however, that while posting "Bike Route" signage for bicyclists is an 
acceptable way for the City to demarcate bike routes, such signs should be coupled with 
pavement markings and/or way finding signage for bicyclists to get the most value out of the 
City's investment. Although this is an adopted MUTCD sign, it does not provide much 
information. Adding way-finding information such as distances to various destinations, 
directional arrows, and estimated travel times makes the sign much more useful. These signs 
are most effective when placed in useful locations, such as where a bike route makes a turn that 
is not intuitive to riders. 
Milwaukie Transportation System Plan 
Chapter 4: Future Forecasting Process 
Page 4-10 
December 4, 2007 
Bike Boulevards 
Bike boulevards generally utilize streets with lower traffic volumes and vehicle speeds, such as 
minor collectors or local streets that pass through residential neighborhoods. Traffic controls 
along a bike boulevard assign priority to bicyclists while encouraging through vehicle traffic to 
use alternate parallel routes. Traffic calming and other treatments along the corridor reduce 
motor vehicle speeds so that motorists and bicyclists generally travel at the same speed, 
creating a safer and more comfortable environment for all users. Bike boulevards also 
incorporate treatments to facilitate safe and convenient crossings of major streets. Bike 
boulevards work best in well-connected street grids, where riders can follow reasonably direct 
and logical routes. Bike boulevards also work best when higher-order, parallel streets exist to 
serve through vehicle traffic. 
Milwaukie's bike boulevard network could be developed through a variety of improvements 
ranging from minor street enhancements (e.g., directional pavement markings) to larger-scale 
projects (e.g., intersection signalization). The various treatments fall into five major application 
levels based on their degree of physical intensity, with Level 1 representing the least physically 
intensive treatments that can be implemented at relatively low cost: 
• Level 1: Signage (e.g., way-finding and warning signs along and approaching the bike 
boulevard) 
• Level 2: Pavement markings (e.g., directional pavement markings, shared lane markings) 
• Level 3: Intersection treatments (e.g., signalization, curb extensions, refuge islands) 
• Level 4: Traffic calming (e.g., speed humps, mini traffic circles) 
• Level 5: Traffic diversion (e.g., choker entrances, traffic diverters) 
Corridors targeted for higher-level applications would also receive relevant lower-level 
treatments. For instance, a street targeted for Level 3 applications should also include Level 1 
and 2 applications as necessary. It should be noted that some applications might not be 
appropriate on all streets. In other words, it may not be necessary to implement all Level 2 
applications on a particular street designated for Level 2 treatment in order to create a functional 
bike boulevard. 
Designating a street as a "bike boulevard" does not suggest that only bicyclists should use it. In 
fact, the treatments applied to bike boulevards make these routes safer for pedestrians and 
motorists as well, and the general traffic calming adds to neighborhood livability. With that in 
mind, using alternative labels for "bike boulevards" might be appropriate to stress the 
multimodal benefit. Suggestions include "community corridors" and "neighborhood parkways." 
Bicycle Parking 
Bicycle parking and storage facilities are an important component of an effective bicycle system. 
Lack of proper storage facilities discourages potential riders from traveling by bicycle. Bike racks 
should be located at significant activity generators including schools, parks, and commercial 
areas. Racks should be placed in highly visible locations and within convenient proximity to 
main building entrances. Bike racks should be designed to provide two points of contact to the 
bicycle so the user can lock both the wheel and the frame to the rack. Bike lockers, showers, 
and caches of repair equipment (patch kits, tire tubes, etc.) would be helpful at locations where 
long-term parking is expected, such as future MAX stations, downtown bus stops, or major 
employment centers. The attractiveness of bicycle parking is also improved by providing 
covered parking and/or secured facilities where bicycles may be locked away. 
Milwaukie Transportation System Plan 
Chapter 4: Future Forecasting Process 
Page 4-10 
December 4, 2007 
RECOMMENDATIONS 
Strategies 
Bikeway improvements are aimed at closing the gaps in the bicycle network along arterial and 
collector roadways, establishing low-traffic routes that parallel arterials and collectors, and 
providing multimodal links to improve livability. To meet the TSP goals and policies outlined in 
Chapter 2, and address the needs outlined in this chapter, the City should take the following 
steps for improving the bicycle system: 
• Fill in gaps in the existing bike corridor network (on arterials and collectors). 
• Construct new bike lanes on strategic arterials and collectors. 
• Connect key bicycle corridors to schools, parks, and activity centers. 
• Improve crossing safety and connectivity. 
• Designate bike boulevards on lower-volume streets that connect major bicycle facilities 
and/or bicycle destinations. 
• Maintain bike lanes, off-street paths, signage, and other facility improvements. 
• Construct and improve multiuse paths for recreational and commuter use. 
• Involve cyclists in the design and planning of bicycle and road facilities. 
• Educate cyclists and motorists about bicycle routes, laws, and opportunities. 
These strategies will be used to guide and develop projects that address the needs of the 
bicycling community in Milwaukie as well as those of bicyclists throughout the region. The 
projects resulting from these strategies fall into three categories: capital, operational, and 
maintenance. Key projects in each of these categories are described below. 
Capital 
These projects are typically large-scale infrastructure projects or projects that require some sort 
of physical infrastructure to be built. Capital projects also typically require ongoing maintenance 
that must be programmed into the existing maintenance schedule. 
Key projects 
Several potential bike boulevard corridors have been identified to enhance Milwaukie's bicycle 
network. The corridors were identified with respect to major bicycling destinations as well as 
their proximity to desired bicycle travel routes. The recommended corridors are shown in Figure 
6.2 and described below: 
• Monroe St between downtown Milwaukie and Linwood Ave 
• Stanley Ave between Railroad Ave and Johnson Creek Blvd 
• A corridor roughly following 40th Ave north from Monroe St and then splitting into two 
separate corridors at Harvey St. One bike boulevard would continue north on 40th Ave and 
follow Olsen St and 42nd Ave to connect with Johnson Creek Blvd. The second bike 
boulevard would follow Harvey St west from 40th Ave and follow Balfour St, 29th Ave, and 
Van Water St to connect with the Springwater Corridor. If 29th Ave is extended to the south, 
the bike boulevard should connect to the south as well (see Figure 8-3a, which shows the 
future extension of 29th Ave). 
Milwaukie Transportation System Plan 
Chapter 4: Future Forecasting Process 
Page 4-10 
December 4, 2007 
• 17th Ave between Waverly Dr and Harrison St, a key bicycle connection between downtown 
Milwaukie and the Sellwood neighborhood in Portland. The connection should be improved 
by constructing bike lanes or a multiuse path. 
These bike boulevards should be targeted for Level 4 applications, including signage, pavement 
markings, intersection treatments, and traffic calming. Each corridor currently includes some 
boulevard components (e.g., speed humps). Due to limited street connectivity, Level 5 bike 
boulevard applications (traffic diversion) are not recommended for these corridors. To identify 
and develop additional site-specific treatments, the City should involve the bicycling community, 
neighborhood groups, and the Public Works Department. Further analysis and engineering work 
may also be necessary to determine the feasibility of some applications. 
Operational 
These projects involve actions that make existing infrastructure more useable. 
upkeep of existing facilities, educational campaigns, or distributing information 
the transportation network. They are typically smaller in scale and dollars than 
and are implemented more broadly than in one specific location. 
Key projects 
• Driver and cyclist education, including driver and biker awareness classes, "Share the Road" 
safety class, bike safety education for kids and adults. 
• Encouraging cycling through community events to get new cyclists involved and interested 
in how to commute by bike. 
• Consider applying rumble strips or other treatments to safely define bike lanes in places, 
such as Johnson Creek Blvd, where vehicles commonly cross into the bike lane. 
Policy 
These projects do not typically improve the bicycle environment in a physical manner, but rather 
result in a fundamental change to the way bicycle travel is thought of and treated within the city 
of Milwaukie. 
Key projects 
• Enforce traffic laws that protect cyclists. 
• Collect and maintain cycling traffic counts to measure the effect of improvements. 
• Work with the City of Portland and Clackamas County when implementing bike boulevards, 
bike lanes, and multiuse paths to ensure good connectivity beyond Milwaukie. 
• Consider establishing a committee to advise and advocate for implementation of the 
projects in this plan. 
Master Plan 
The Bicycle Master Plan is composed of a list of projects that address the identified needs (see 
Figure 6-2). Summarized in Table 6-2, the Master Plan represents the "wish list" of bicycle-
related projects in Milwaukie. The planning-level cost estimates provided in Tables 6-2 and 6-3 
are based on general unit costs for transportation improvements but do not reflect the unique 
elements that can significantly add to project costs. As projects are pursued, each of these 
project costs will need further refinement in order to detail right-of-way requirements and costs 
associated with special design details. 
They include 
about the use of 
capital projects 
Milwaukie Transportation System Plan 
Chapter 8: Auto Street Network Element 
Page 8-7 
December 4, 2007 
Transportation 
System Plan 
FIGURE 6-2 
BICYCLE 
MASTER PLAN 
December 2007 
LEGEND 
Existing Bicycle Facilities 
Shared Facility 
Bicycle Lane 
• • • • Springwater Trail 
• • • • Kellogg Creek Trail 
Proposed Improvements 
©Bicycle Intersection Safety Improvement 
Bicycle Corridor 
Enhancement 
| • Bike Boulevard 
| | Bicycle Lanes 
• • • • Trolley Trail 
£ Schools 
— Major Roads 
Streets 
Railroad 
10' Contours 
County Line 
Parks 
Water 
|_ J City Limits 
PROPOSED PROJECTS 
Improve Intersection to Increase Bicycle Safety 
A Adams St/21st Ave/Railroad Crossing 
B Johnson Creek Blvd/Springwater Trail 
C Johnson Creek Blvd/Linwood Ave 
D Linwood Ave/King Rd 
E Linwood Ave/Monroe St 
Li nwood Ave/Harmony Rd 
G Washington St/Oak St/HWY 224 
H International Way/Lake Rd 
Provide Bicycle Lanes Where not Currently Present 
[ l ] Harrison St from HWY 99E to 21st Ave 
J Lake Rd from Main St to Guilford Dr 
K Oatfield Rd from Guilford Ct to Lake Rd 
L Harrison St from HWY 224 to 42nd Ave 
M 37th Ave from Harrison St to HWY 224 
N Railroad Ave from 37th Ave to Linwood Ave 
O 43rd Ave from King Rd to Filbert St 
P Linwood Ave from Queen Rd to Johnson Creek Blvd 
Q Linwood Ave from approximately Juniper St to Harmony Rd 
R Rusk Rd from Lake Rd to North Clackamas Park 
S Main St from Harrison St to Moores St 
T 21st Ave from Harrison St to Lake Rd 
Enhance Existing Bicycle Connection 
U Install Bike Boulevard treatments at various locations 
<V 
<X 
^Y 
Z 
Construct bicycle overpass from Railroad Ave to International Way 
Improve Springwater Trail paving 
Improve Kellogg Creek Trail 
Install Trolley Trail signage 
Fill in gaps in exisiting bike network with bike lanes or multiuse path. 
Improve intersection safety on 17th Ave at HWY 224 and at 99E. 
Improve ramp at Springwater Trail/HWY 99E 
> Complete Springwater Trail along Ochoco St 
Table 6-2 Bicycle Master Plan Projects 
Map 
ID3 Priority Type Project Name Project Description From To 
Cost(s) 
$1,000s4 
A Low C Intersection 
Improvements at Adams 
and 21st 
Improve safety of crossing at intersection. Location specific Location specific $10 
B Low C Springwater Corridor 
Intersection 
Improvements at 45th 
Improve safety of crossing at intersection. Location specific Location specific $10 
C Low C Intersection 
Improvements at 
Johnson Creek Blvd and 
Linwood 
Improve safety of crossing at intersection. Location specific Location specific $10 
D Low C Intersection 
Improvements at 
Linwood and King 
Improve safety of crossing at intersection. Location specific Location specific $10 
E Low C Intersection 
Improvements at 
Linwood and Monroe 
Improve safety of crossing at intersection. Location specific Location specific $10 
F Low C Intersection 
Improvements at 
Linwood and Harmony 
Improve safety of crossing at intersection. Location specific Location specific $10 
G High C Hwy 224 Crossing 
Improvements at Oak 
and Washington 
Improve intersection crossing safety for cyclists at 
Washington Street and Oak Street. 
Location specific Location specific $10 
H Low C Intersection Improve-
ments at International 
Way and Lake Road 
Improve safety of crossing at intersection. Location specific Location specific $10 
I Med C Harrison Street Bike 
Lanes 
Fill in gaps in existing bicycle network with bike lanes 
(cost included with Harrison Street road widening 
project). 
Hwy 99E 21st Ave NA 
J Low C Lake Road Bike Lanes Fill in gaps in existing bicycle network with bike lanes 
(cost included with Lake Road road widening project). 
Main St Guilford Dr NA 
K Low C Oatfield Road Bike 
Lanes 
Fill in gaps in existing bicycle network with bike lanes. Guilford Ct Lake Rd $348 
3 See Figure 6-2 
4 Project costs are in 2007 dollars. Future costs may be more due to inflation. Costing details can be found in the Technical Appendix. In the case of operational 
projects, estimated costs are for the entire 22-year planning period. 
Milwaukie Transportation System Plan 
Chapter 8: Auto Street Network Element 
Page 8-9 
December 4, 2007 
Map 
ID3 Priority Type Project Name Project Description From To 
Cost(s) 
$1,000s4 
L Low C Harrison Street Bike 
Lanes 
Fill in gaps in existing bicycle network with bike lanes. Hwy 224 42nd Ave $13 
M Low C 37th Avenue Bike Lanes Fill in gaps in existing bicycle network with bike lanes. Harrison St Hwy 224 $2,900 
N High C Railroad Avenue Bike 
Lanes 
Fill in gaps in existing bicycle network with bike lanes 
(cost included with Railroad Avenue road widening 
project). 
37th Ave Linwood Ave NA 
O Low C 43rd Avenue Bike Lanes Fill in gaps in existing bicycle network with bike lanes. King Rd Filbert St $1,014 
P Low C Linwood Avenue Bike 
Lanes (north) 
Fill in gaps in existing bicycle network with bike lanes. Queen Rd Johnson Creek Blvd $1,692 
Q Low C Linwood Avenue Bike 
Lanes (south) 
Fill in gaps in existing bicycle network with bike lanes. Juniper St Harmony Rd $296 
R Low C Rusk Road Bike Lanes F ll in gaps in existing bicycle network with bike lanes. Lake Rd North Clackamas Park $936 
S Med C Main Street Bike Lanes F ll in gaps in existing bicycle network with bike lanes. Harrison St Moores St $2,131 
T Low C 21st Avenue Bike Lanes F ll in gaps in existing bicycle network with bike lanes. Harrison St Lake Rd $50 
U High C 29th/Harvey/40th Bicycle 
Boulevard 
Designate as a Bicycle Boulevard and install bicycle 
boulevard improvements. 
Springwater Trail Monroe St $200 
U High C Monroe Bicycle 
Boulevard 
Designate as a Bicycle Boulevard and install bicycle 
boulevard improvements. 
21st Ave Linwood Ave $300 
U Med C Stanley Avenue Bicycle 
Boulevard 
Designate as a Bicycle Boulevard and install bicycle 
boulevard improvements. 
Springwater Trail Railroad Ave $300 
U Med C 19th and Sparrow Bicycle 
Boulevard 
Designate as a Bicycle Boulevard and install bicycle 
boulevard improvements. This would connect the 
south end of Kellogg Creek Trail to River Rd. 
Eagle St River Rd $737 
V Low C Bicycle and Pedestrian 
Overpass 
Establish a dedicated bicycle and pedestrian connec-
tion across Railroad Avenue and the railroad tracks. 
Railroad Ave International Way $2,025 
W Med C Springwater Trail Paving 
Project 
Improve corridor through repaving existing trail. 29th Ave Linwood Ave $500 
X Low C Kellogg Creek Trail 
Improvements 
Resurface trail and provide wayfinding signage 
to/from trail. 
Milwaukie Riverfront Treatment Plant $623 
Y Low C Trolley Trail Signage Design and install Trolley Trail signage. Milwaukie Riverfront Southern city limits $ cn
 
Z High C 17th Avenue Bikeway and 
Intersection Safety 
Improvements 
Fill in gaps in existing bicycle network with bike lanes 
or multiuse path. Improve intersection safety and 
eastbound connection at 17th Ave/Hwy 99E. Improve 
intersection safety at 17th Ave/Hwy 224. 
Waverly Dr Harrison St $135 
Milwaukie Transportation System Plan 
Chapter 8: Auto Street Network Element 
Page 8-10 
December 4, 2007 
Map 
ID3 Priority Type Project Name Project Description From To 
Cost(s) 
$1,000s4 
AA Low C Springwater Trail Ramp 
Improvement at 
McLoughlin 
Improve ramp at Springwater Trail and McLoughlin 
Blvd. 
Location specific Location specific $15 
AB High C Springwater Trail 
Completion 
Contribute to regional project to complete Spring-
water Trail ("Sellwood Gap") along Ochoco Street. 
17th Ave 19th Ave $80 
NA Low C Kronberg Park Trail Construct multimodal trail along Kellogg Creek 
connecting Kronberg Park to downtown Milwaukie. 
McLoughlin Blvd Downtown $1,200 
NA High C Bike Route Signage Install neighborhood bike route signage. Citywide Citywide $150 
NA High O Bike Lane Maintenance Sweep bike lanes to remove debris. Citywide Citywide $1100 
NA Low O Bicycle-friendly Street 
Grates 
Install bicycle-friendly street grates. Citywide Citywide $50 
NA Low O Milwaukie Bike Map Produce a Milwaukie Bike Map. Citywide Citywide $50 
NA Low O Police Enforcement on 
Drivers 
Enforce laws related to bike lanes and bicycle safety. Citywide Citywide $10 
NA Low O Bike Lane Striping Re-stripe existing bike lanes and stripe bike lanes on 
streets where buses and bicyclists share the road. 
Citywide Citywide $20 
NA Low C Springwater Trail 
Signage 
Install wayfinding signage for Springwater Trail. Citywide Citywide $15 
NA Low O North Clackamas 
Greenway Corridor Study 
Study feasibility of corridor for multiuse path 
construction (possibly along Kellogg Creek). 
Downtown Clackamas Regional 
Center 
$50 
NA Med O Cyclist Education Promote cycling through bike use and route selection 
education. 
Citywide Citywide $10 
NA Med O Community Bicycle 
Rides 
Coordinate community bike rides to encourage bike 
use. 
Citywide Citywide $5 
Notes: 
C = Capital Project 
O = Operational Project 
P = Policy Project 
High = High priority 
Med = Medium priority 
Low = Low priority 
Milwaukie Transportation System Plan 
Chapter 8: Auto Street Network Element 
Page 8-11 
December 4, 2007 
Action Plan 
The Bicycle Action Plan identifies projects that are reasonably expected to be funded with City 
funds by 2030, which meets the requirements of the updated Transportation Planning Rule.5 
The Action Plan project list is the result of a citywide project ranking process. All of the modal 
master plan projects were ranked by the TSP Advisory Committee after consideration of the 
Working Groups' priorities, other public support for the project, and how well each project 
implements the TSP goals and policies. The highest-ranking bicycle projects that are 
reasonably expected to be funded (see Chapter 13) are shown in Table 6-3. 
Table 6-3 Bicycle Action Plan 
Project Name Project Description From To 
Direct 
Funding 
or Grant 
Match 
29th/Harvey/40th 
Bicycle Boulevard 
Designate as a Bicycle 
Boulevard and install bicycle 
boulevard improvements. 
Springwater Trail Monroe St Direct 
Bike Route Signage Install neighborhood bike route 
signage. 
Citywide Citywide Direct 
Bike Lane 
Maintenance 
Sweep bike lanes to remove 
debris. 
Citywide Citywide Direct 
Monroe Bicycle 
Boulevard 
Designate as a Bicycle 
Boulevard and install bicycle 
boulevard improvements. 
21st Ave Linwood Ave Match 
17th Avenue Bikeway 
and Intersection Safety 
Improvements 
Fill in gaps in existing bicycle 
network with bike lanes or 
multiuse path. Improve 
intersection safety and 
eastbound connection at 17th 
Ave/Hwy 99E. Improve 
intersection safety at 17th 
Ave/Hwy 224. 
Waverly Dr Harrison St Match 
REGIONAL TRANSPORTATION PLAN (RTP) COMPLIANCE 
The projects identified in the Master Plan list and further refined in the Action Plan list are inline 
with the Metro Regional Transportation Plan. Specifically, the projects identified are in line with 
Metro's goal for regional mobility and non-single occupant vehicle modal targets. 
5 OAR Chapter 660, Department of Land Conservation and Development, Division 012, Transportation Planning, 
adopted on March 15, 2005, effective April 2005. 
Milwaukie Transportation System Plan 
Chapter 8: Auto Street Network Element 
Page 8-12 
December 4, 2007 
7 Public Transit Element 
This chapter summarizes the public transit needs within the city of Milwaukie and recommends 
improvements for addressing those needs over the next 20 years. 
INTRODUCTION 
Milwaukie's public transit policies support transportation, land use, economic development, and 
environmental goals. The availability, convenience and desirability of public transit are key 
aspects of a system that must support the movement of people to, from, and through Milwaukie. 
Transit trips reduce single-occupant vehicle trips (which reduces traffic and energy 
consumption), serve community members who cannot drive (including the elderly, disabled and 
youth), and minimize transportation system impacts to the environment, such as vehicle 
emissions and soil and water pollution from impervious surface runoff. 
Job creation and retention in the city are also influenced by Milwaukie's transit service. So too 
are the City's revitalization goals for the downtown, which rest on a moderately dense, mixed 
use land use pattern. The availability of high quality and dependable transit enables the 
development of more downtown land for new housing and commercial space with relatively less 
land being consumed for parking. 
TSP GOALS AND POLICY FRAMEWORK 
The overall transportation system and the city itself are enhanced as the public transit system 
improves. Several of the goals of this TSP (see Chapter 2) establish refined policies that assert 
the importance of transit to the success of the whole transportation system: 
• Goal 1 Livability calls for a transportation system that is accessible to all members of the 
community 
• Goal 3 Provide Travel Choices directs the City to collaborate with transit providers to 
improve transit service and to generally support projects that reduce dependence on single 
occupant vehicles. 
• Goal 4 Quality Design requires developers to build appropriate transit-supportive 
improvements 
• Goal 6 Sustainability guides the City to develop an energy efficient transportation system 
that minimizes environmental impacts. 
• Goal 7 Efficient and Innovative Funding calls for a cost-effective transportation system. 
Milwaukie Transportation System Plan 
Chapter 8: Auto Street Network Element 
Page 8-1 
December 4, 2007 
• Goal 8 Compatibility directs the City to coordinate with TriMet and other transit providers to 
plan for improvements to transit service. 
• Goal 9 Economic Vitality insists that transportation facilities be built to support the land 
uses outlined in the Comprehensive Plan, such as the Town Center concept for downtown. 
The City's Comprehensive Plan establishes the policy framework for providing transit and 
integrating it with other transportation modes and adjacent land uses. These policies can be 
found in the Air, Water and Land Resources Quality Element, Economic Base and 
Industrial/Commercial Land Use Element, Neighborhood Element and the Transportation, 
Public Facilities and Energy Conservation Element. The Comprehensive Plan includes several 
specific directions for guiding the City to a complete transit system, as well as general goal 
statements and policies toward the same end. In sum, the policies are: 
• Travel Related: Reduction of congestion, improved connectivity between Milwaukie and 
Portland. 
• Access Related: Accommodation of elderly and disabled citizens, service to all 
neighborhoods, pedestrian and bicycle connections to transit stops and routes. 
• Land Use Related: Increased density of housing and jobs near transit facilities. 
• Transit Experience Related: Ensure transit facilities are safe, well-maintained, and 
convenient. 
• Environment Related: Reduction of regional air pollution and development of a compact, 
walkable downtown. 
• Planning Related: Require new development to provide transit amenities as appropriate, 
prioritize street improvements on transit streets, coordinate on regional transit initiatives 
including high-capacity transit planning and coordinate with TriMet on service delivery and 
facility improvements. 
The TSP affirms these goals, and supports them by identifying system deficiencies and needs, 
new service enhancements, capital improvements and policy improvements. 
NEEDS 
The transit system in Milwaukie must achieve five goals for it to be a complete system. A 
complete transit system in Milwaukie would provide or allow for: 
1. Service for the greatest number of potential users 
2. Service for the neediest citizens 
3. A safe experience for all users 
4. Convenient service 
Transit Coverage and Service 
TriMet is the regional transit provider for the Portland metro area and provides transit service to 
and from Milwaukie, with eleven bus routes: 28, 29, 31, 32, 33, 34, 41, 70, 75, 99, and 152. 
These routes, their approximate headways (time between arrivals), and the locations of stops, 
shelters, and the transit center and park-and-rides are shown in Figure 7-1. 
The preponderance of transit needs in Milwaukie can be divided into two categories: new 
service (where there isn't any today) and enhanced services (where more service is desired). As 
described in Figure 7-1, most of Milwaukie currently enjoys nearby bus service. Eleven bus 
routes currently run through the city, with buses making frequent stops and providing most of 
the city's neighborhoods with weekday service. The exceptions are in portions of the Hector 
Milwaukie Transportation System Plan 
Chapter 8: Auto Street Network Element 
Page 8-2 
December 4, 2007 
Campbell, Linwood, and Lewelling neighborhoods (shown in red on Figure 7-1) which have 
pockets that are outside a 1/4 mile walk distance to the nearest bus stop. These portions of 
Milwaukie, approximately 13 percent its land area, will only be served with the establishment of 
new, proximate bus routes and stops. 
Figure 7-2 illustrates the second category of need, showing how service levels drop on existing 
routes during the weekend when the same criteria are applied (1/4 mile walk distance to nearest 
bus stop). Because five of the eleven bus lines do not run on the weekend, nearly the entire 
southern half of the city is left without convenient bus service. Even during periods of maximum 
service (called peak times), several lines do not run frequently enough to meet the needs of the 
Milwaukie transit users.1 During peak hours, only six of the eleven bus routes operate with 
headways of 30 minutes or less, while the remaining five lines operate with headways greater 
than 30 minutes. 
1 Headways have been criticized, for example, as too great (i.e. too much waiting) for the routes serving Lake, 
Oatfield, and Harvey. 
Milwaukie Transportation System Plan 
Chapter 8: Auto Street Network Element 
Page 8-3 
December 4, 2007 
HARNEY 
ROSWELL 
BROOK 
ALBERTA AVE 
FILBERT ST 
OLSEN S" 
ARDEN ST 
WAVERLYJDR. 
DRAKE ST 
PRISON ST 
MONROE 
MONROE ST 
V ^ / S P A R R O W 
MADRONH 
HARMONN 
COURTNEY AVE 
Transportation 
System Plan 
FIGURE 7-1 
TMVNSIT COVERAGE 
December 2007 
LEGEND 
Transit Facilities 
## Bus Routes 
< 30 Min. Frequency 
## Bus Routes 
> 30 Min. Frequency 
> 1/4 Mile Walk to Bus Stop 
during Peak Operating Hours 
^ ^ Transit Center 
• Stop 
• Shelter 
[P] Park and Ride 
Other Map Elements 
Major Roads 
Streets 
Railroad 
• • • • Springwater Corridor 
• • • • Kellogg Creek Trail 
County Line 
Water 
L_ 1 City Limits 
X DKS Associates 
T R A N S P O R T A T I O N S O L U T I O N S 
HARNEY 
ROSWELL 
BROOK 
ALBERTA AVE 
FILBERT ST 
OLSEN S" 
WER^DR. 
DRAKE ST 
PRISON ST 
MONROE 
MONROE ST 
HARMONN 
COURTNEY AVE 
Transportation 
System Plan 
FIGURE 7-2 
OFF-PEAK TMVNSIT 
COVERAGE 
December 2007 
LEGEND 
Transit Facilities 
# # Bus Routes, Off-Peak Hours 
< 60 Min. Frequency 
Bus Routes, Off-Peak Hours 
> 60 Min. Frequency 
> 1/4 Walk to Bus Stop 
during Off-Peak Hours 
Transit Center 
• Stop 
• Shelter 
[P] Park and Ride 
Other Map Elements 
Major Roads 
Streets 
Railroad 
• • • • Springwater Corridor 
• • • • Kellogg Creek Trail 
County Line 
Water 
L_ 1 City Limits 
Note: Bus routes that do not run during 
off-peak hours are not shown. 
DKS Associates 
T R A N S P O R T A T I O N S O L U T I O N S 
Transit Supportive Facilities 
Many TriMet facilities in Milwaukie are in need of improvement. Certain bus stops are perceived 
as unsafe, either because of their proximity to unpleasant site or traffic conditions, isolated 
location, low ridership, lack of supporting nearby land uses, or neglected physical condition. 
This situation is most intensely observed at the downtown transit center, where bus riders report 
feeling unsafe because the physical layout of the facility is perceived as uncomfortable and 
conducive to loitering and other non-transit-related activities. The laying over of buses on 
downtown streets is viewed as part of the problem, unnecessarily expanding the presence of 
buses while reducing the possibility for on street parking or downtown redevelopment and 
related pedestrian activity. 
Park-and-ride facilities in the city are insufficient for Milwaukie commuters, causing these 
commuters to seek parking downtown, on neighborhood and collector streets, or to dispense 
with transit options entirely. Bike parking facilities are also reported as inadequate at existing 
park-and-rides. 
Gaps in city facilities, especially sidewalks, contribute to underutilization of the transit system. 
Every transit user is a pedestrian, since many people arrive at bus stops on foot, and all wait for 
buses in the pedestrian realm. While the transit system does not require sidewalks on every 
street in the city, it is vastly improved when sidewalks are provided on both sides of streets with 
bus stops, and at least one sidewalk on local streets that connect to transit stops. Good lighting 
is essential for safety and visibility.2 Finally, the City should maintain clear striping of bike lanes 
where bus routes and bike routes are co-located on a street (although this situation should be 
avoided where possible). 
System Deficiencies 
Though transit service in Milwaukie needs to be improved in many ways, its greatest 
deficiencies are in the areas of Service Levels, Safety, and Convenience of Service. Several 
factors contribute to this perception, and point to the community's desired areas of 
improvement: 
• New routes are needed to serve the Hector Campbell, Linwood and Lewelling 
neighborhoods where the nearest bus stops are more than a 1/4 mile walk away. This is an 
environmental justice issue as well as a livability issue for people living in these transit-
deficient pockets. 
• Additional runs (i.e. increased frequencies or shorter headways) are needed for many 
routes, especially on evenings and weekends. 
• Bus shelters or improved shelters and related features are needed for certain locations, 
notably where daily boardings exceed TriMet's standards for shelter upgrades. 
• The downtown Transit Center needs to be "dissolved," by establishing a bus layover facility 
somewhere outside of the downtown and improving the bus stop facilities (shelters, 
benches, etc.) that will remain downtown. 
• More park-and-ride parking lots are needed in certain locations. 
2 Bus stop lighting is typically provided by nearby streetlights, if the street is well lit. However, nighttime illumination 
can still be poor or nonexistent, and the cost of hard-wiring bus stops with lights is significant and impractical in many 
locations. TriMet has recently started to install solar lighting systems primarily along frequent bus corridors, using 
environmentally friendly LED (light emitting diodes) inside select shelters. The city should work with TriMet to have 
these systems installed where needed in Milwaukie. 
Milwaukie Transportation System Plan 
Chapter 8: Auto Street Network Element 
Page 8-6 
December 4, 2007 
• High capacity transit (light rail) is needed for the McLoughlin corridor, extending south of 
downtown Milwaukie with a large park-and-ride that can intercept northbound park-and-
riders before reaching the city. 
• Bus rapid transit is needed for routes to connect with Oregon City and Clackamas Town 
Center. 
• Coordination between bicycle facilities and transit services is needed. 
• The expansion of Milwaukie's sidewalk system needs to consider the importance of 
sidewalks on transit streets and local streets adjacent to transit streets. 
• Convenient service needs to serve Milwaukie's significant elderly population. 
RECOMMENDATIONS 
The City's policies on public transit, compared to the current state of the system, reveal a 
disparity between the City's goals for transit service and use, and the system's ability to meet 
those goals today. To close this gap, the City and TriMet should simultaneously pursue three 
types of improvements that will increase transit service and benefit Milwaukie residents, 
employees, and the greater population: 
• Service Enhancements: Make transit more convenient for users through new routes and 
stops, and enhanced service on established routes. 
• Capital Improvements: Enhance the transit experience for users. These improvements 
take the form of capital projects that upgrade transit facilities in the city (e.g. shelters, bus 
stops, park-and-rides). 
• Policy Improvements: Establish new policies or policy direction that clarifies and expands 
how the City can help facilitate transit use and a transit experience that better meets the 
needs of local system users. 
The City and TriMet are collaborators in making these improvements, although their relative 
interests and authorities are shared in differing proportions for each. Service Enhancements are 
largely in TriMet's control, with the City providing direction and little else. Policy Improvements 
have the opposite character, as these are within the City's realm of authority, with the transit 
agency providing input. Implementation of Capital Improvements is more equally shared, with 
the two entities working closely together to select and construct the improvements with funds 
from either government or a third party grantor to which either or both governments may apply. 
A complete list of all three improvement types is included as Table 7-1, Master Plan Projects. 
The high priority Service Enhancement and Capital Improvement projects are illustrated in 
Figure 7-3. The high priority recommendations are also summarized below. 
Service Enhancements 
TriMet's service enhancements are determined through its five-year Transit Investment Plan 
(TIP), which lays out the agency's strategies and programs to meet regional transportation and 
livability goals. The Regional Transportation Plan and local Transportation System Plans guide 
the TIP, which is updated annually and seeks to meet current and future demands for service. 
Through its TIP updates, TriMet partners with jurisdictions like Milwaukie to develop criteria for 
expanding transit service. The City should coordinate with TriMet on the annual TIP update 
process on the programming of Milwaukie's desired service enhancements. 
Milwaukie Transportation System Plan 
Chapter 8: Auto Street Network Element 
Page 8-7 
December 4, 2007 
Two new east-west bus routes are envisioned for Milwaukie, one utilizing Johnson Creek Blvd 
east of 42nd Ave, and one utilizing Railroad Ave. The Johnson Creek line would extend to 82nd 
Ave to serve the numerous jobs between 42nd and 82nd Aves and connect with the I-205 MAX 
line. 
The Railroad Ave route would require a complete upgrade of the street itself, with sidewalks, 
stormwater drainage, and bus shelters. The route is envisioned to connect to the east with 
Harmony Rd, to serve Clackamas Community College, Clackamas Town Center and the 
eastern suburbs. downtown Milwaukie is envisioned as the western terminus for the new line 
(see Figure 7-3). 
A third east-west service enhancement—bus rapid transit—is requested for the Line 31 rush 
hour route, which utilizes Highway 224. TriMet anticipates that this part time route will convert to 
high frequency service with the opening of I-205 light rail in 2009, subject to available funding 
for operations and bus fleet expansion. 
Service enhancements for north-south routes include conversion of Lines 33 and 99 in the 
McLoughlin Blvd corridor to high frequency service (i.e. light rail)3 (with continued high 
frequency transit to Oregon City), and extending service on Linwood Ave north of King Rd, 
continuing on Flavel Dr into Portland. 
In general, more service is desired on existing routes. Reduced headways (more frequent bus 
runs) are desired for the routes serving Lake Rd, Oatfield Rd, Linwood Ave, International Way, 
and Logus Rd. Additionally, weekend service is desired for more routes, including those serving 
King Rd, Oatfield Rd, McLoughlin Blvd, 17th Ave, and 32nd Ave. 
Other service enhancements would improve the reliability and/or ridership on Milwaukie transit 
routes. These include extending the hours of service for certain routes (e.g. between 6 p.m. and 
10 p.m.), adding Transit Tracker technology at more stops, and establishing transit priority 
intersections along transit corridors.4 Where TriMet can improve its system efficiencies and 
operations, for instance through signal prioritization, interlining routes, curb extensions and 
other similar devices, the City will provide willing consultation and collaboration. The City 
acknowledges that the transit system is a regional entity and that service enhancements that 
benefit the overall system are generally a benefit to the City's small piece of the system. 
Capital Improvements 
Capital improvements within Milwaukie can be thought of as user amenities that improve the 
convenience and attractiveness of the transit system, which in turn bolsters ridership. Typical 
examples of capital improvements include Park-and-rides, bus shelters, attractive signage with 
timetable information, benches, bike racks, trash receptacles, and public art. 
The selection of capital improvements depends on needs and availability of funds. TriMet 
prioritizes bus stop upgrades, for example, based on the number of boardings at the location, 
3 "High Capacity Transit" generally refers to Light Rail Transit and/or Bus Rapid Transit and typically carries more 
passengers with larger vehicles and/or more frequent service than a standard fixed route bus system. HCT can 
operate along exclusive rights-of-way such as a rail track or dedicated busway, or on existing streets with mixed 
traffic. The main goal of HCT is to provide faster, more convenient, and more reliable service for a larger number of 
passengers. 
4 "Transit Tracker" is the name of TriMet's Global Positioning System technology for tracking how far a bus or MAX 
train is from a stop. This real-time information is then made available to riders on the street via electronic displays 
installed in bus shelters and MAX stations, online, or over the phone. "Transit Priority Intersections" enable 
preferential treatment of buses at intersections by extending the green time along the bus route, or actuating the 
green light at intersections upon detection of an approaching bus. 
Milwaukie Transportation System Plan 
Chapter 8: Auto Street Network Element 
Page 8-8 
December 4, 2007 
the type of service provided at the location (e.g. local bus, express bus, frequent bus, MAX, etc.) 
and special circumstances such as the presence of a nearby senior center. 
Most of the bus stops in Milwaukie are considered "basic stops," and currently have minimal 
amenities (poles with signs only and a schedule display). TriMet typically provides a shelter at a 
bus stop that sees an average of 35 daily boardings.5 Based on 2006 boarding data, there is 
one stop in Milwaukie that should have a shelter but does not: Harrison St/24th Ave.6 This stop 
should be upgraded to a shelter. 
The user amenities at the transit center in downtown Milwaukie are substandard according to 
TriMet's Bus Stop Amenities Development Criteria and Bus Stop Classification Guidelines. 
Because the existing transit center sees over 4,800 weekly boardings and is a major transfer 
hub, the existing transit center should have a full range of both bus stop features and externally 
managed features (those not provided by TriMet). Bus stop features in a high use location like 
downtown Milwaukie would include customized shelters, trash cans, real time (Transit Tracker) 
displays, freestanding benches, bike racks and lockers, public phones, art work elements and 
ticket vending machines. Externally managed features should include crosswalks, curb 
extensions, low maintenance landscaping, and public restrooms. 
The City and TriMet should work together to construct the complete set of bus stop features and 
externally managed features in downtown Milwaukie. The existing transit center would be 
effectively "dissolved" by adding these features, moving the downtown bus layover function out 
of the downtown core, and potentially disaggregating the location of the bus stops. In its place, 
downtown Milwaukie would see continued bus transfer activity, but at high quality stops with 
new, state of the art facilities. These capital improvements (a new bus layover facility and 
improved downtown user amenities) are Milwaukie's highest priority capital improvements for 
the transit system. 
Park-and-ride lots are very valuable for commuters. There is currently one small shared-use 
park-and-ride in Milwaukie, located south of downtown on Lake Rd. This type of small, shared 
use park-and-ride is useful for residents making short car trips to connect with local bus service. 
A second park-and-ride, the 300-plus space "Milwaukie" (Southgate) park-and-ride is scheduled 
to be constructed in 2008 and is located north of Highway 224 and east of McLoughlin Blvd. 
This type of park-and-ride is designed for regional use, attracting users from farther distances 
who are often seeking to connect with higher capacity transit service like frequent service bus, 
or light rail. 
Additional park-and-ride lots of both types should be considered for better serving Milwaukie 
commuters and Clackamas County commuters bound for Portland. Suggested locations for 
large regional park-and-ride lots included McLoughlin Blvd/Park Ave and the K-Mart site at 
Highway 224/Johnson Rd. Potential sites for smaller park-and-ride lots, intended for Milwaukie 
residents, are at the southeast corner of Linwood Ave/King Rd, and on 37th Ave behind the 
Milwaukie Marketplace. 
A downtown park-and-ride on Washington St between Main St and McLoughlin Blvd (on the 
former "Cash Spot" site) is a special case. A park-and-ride structure in this location could serve 
both local and regional transit users, as well as downtown employees and visitors. A structure of 
5 Although ridership is the primary criterion for determining shelter placement warrants, TriMet also considers other 
factors like LIFT service usage, funding and maintenance by others, development of adjacent property and 
opportunities for consolidating bus stops. 
6 The Linwood/King stop currently has 29 daily boardings, according to TriMet. The City and TriMet should track the 
data for this stop on an annual or semi-annual basis given the intensification of land use at the Wichita Shopping 
Center in 2007. 
Milwaukie Transportation System Plan 
Chapter 8: Auto Street Network Element 
Page 8-9 
December 4, 2007 
this type is envisioned to support the McLoughlin Blvd high frequency transit project (i.e. 
Portland-Milwaukie light rail), but under a special set of circumstances that would allow the City 
to share the facility for public parking, eventually phasing out the commuter parking as 
downtown Milwaukie develops (see Chapter 12, Downtown Parking). 
Policy Improvements 
By adopting policies that reinforce its transit goals and the improvements described in this TSP 
update, the City reaffirms its commitment to a complete transit system and takes new steps 
toward realizing that vision.7 Key policy recommendations are described below. Other policy 
suggestions, each contributing toward establishing the complete system, are summarized in 
"Other Transit Policies." 
"Dissolve" the Downtown Transit Center 
Two transit policy recommendations received widespread support in the TSP update process. 
The first was discussed in the Capital Improvements section—elimination of the downtown 
transit center with the associated construction of a bus layover facility in a non-downtown 
location that creates minimal disturbance to nearby uses, and downtown bus facility 
improvements. 
Serve the "Transit Disadvantaged" Portions of Milwaukie 
The second high priority policy is the elimination of "transit disadvantaged" portions of the city, 
based on weekday peak hour service, by providing new transit service for these areas. The 
City's Comprehensive Plan currently establishes that transit service be convenient and 
accessible.8 This policy improvement strengthens the City's position that underserved areas be 
the focus of new transit investments. 
Provide Park-and-Rides Downtown and on Milwaukie's Fringe 
Park-and-ride policies are suggested that would facilitate structured parking in downtown (see 
Downtown Parking chapter), and guide the size of new park-and-rides in other locations— 
smaller within the city to serve Milwaukie residents, and larger on the city's fringe to serve North 
Clackamas County commuters. These "fringe" park-and-rides, if associated with light rail, (such 
as that under study for Park Ave and McLoughlin Blvd) should be annexed to the City of 
Milwaukie to ensure effective and efficient policing. 
Improve Transit Safety 
The Milwaukie Police Department should be consulted and enlisted in the effort to ensure 
passengers' sense of safety at and on all TriMet facilities in the city. A policy should be adopted 
that specifically discourages loitering at transit facilities. 
7 The term "reaffirm" is emphasized here. The City of Milwaukie currently enacts several important transit-supportive 
policies and provisions located elsewhere in this TSP, in the Milwaukie Municipal Code (Section 19.1412.1) and the 
Comprehensive Plan. These include goals such as street connectivity (which enables bus routes and pedestrian 
access from neighborhood to transit streets), safe pedestrian crossings at regular intervals along principal roadways, 
development standards that implement state Transportation Planning Rule requirements for building entrances that 
face transit streets (not parking lots), and appropriate levels of density along transit streets to support transit use. 
8 This policy is included in the 2006 version of the Comprehensive Plan, as Transportation Element, Goal Statement 
1. Proposed 2007 amendments to the Comprehensive Plan would list this as policy b under Goal 3, Travel Choices 
(see TSP Chapter 2). 
Milwaukie Transportation System Plan 
Chapter 8: Auto Street Network Element 
Page 8-10 
December 4, 2007 
Maintain Transit Facilities 
The maintenance of transit facilities can be improved through the enlistment of city 
neighborhoods, through a policy that would enable Neighborhood District Associations to initiate 
improvements by contacting TriMet directly. The transit agency would, in turn, commit to make 
best efforts to complete the needed maintenance or repair. 
Request Dedication for Bus Stop Improvements 
The City already requires easements or dedications for new or upgraded bus stops when an 
adjacent site applies for land use or development permits. Where desired bus stop 
improvements are adjacent to sites being developed or redeveloped for which an easement or 
dedication is not required, City policy should be updated to ensure that easements or 
dedications are requested of project developers and property owners.9 The NDAs can be 
effective advocates for the transit system in this process. 
Reinvest Transit "Savings" Within Milwaukie 
The city's level of transit service, while high, falls well short of achieving the goals of the 
community and the Comprehensive Plan. Consequently, the City takes the position that any 
savings derived from new capacity, (either through light rail, bus rapid transit, or other new 
enhancement) be contained and reinvested within the Milwaukie service area. The City would 
prefer that investments in service upgrades not all come in the form of route conversions to high 
frequency transit. Although these conversions are supported, the City's preference would be 
that savings associated with these conversions (from eliminated bus operations, for example), 
be retained and reinvested in needed bus system enhancements elsewhere in town. The 
ultimate goal of this policy would be to achieve a net gain of distributed service throughout the 
city—both through new projects like light rail, and increased bus service as a result of the new 
projects. 
Other Transit Policies 
• Shared Use Park-and-Ride Facilities: Explore the use of local church parking lots as park-
and-ride facilities, in conjunction with a policy to suitably size these facilities based on their 
location. 
• Frequency of Service: Add a policy to increase headways on all transit routes in the city so 
that buses run at least every 30 minutes. 
• Bike/Bus Connection: Identify priority intersections for making connections between bike 
and bus transportation modes. Ensure that bike parking is installed at all park-and-ride 
facilities. 
• East-West Travel: Add a policy that recognizes the need for east-west transit travel south 
of downtown Portland. Center-to-center commuting is an example of east-west travel. 
• Equitable Ticket Pricing: Add a policy to ensure that ticket prices from park-and-rides 
south of downtown are the same as those north of downtown. 
• Interagency Coordination: Continue to support the Milwaukie Center Bus Service and 
TriMet's LIFT service through interagency referrals, coordination, and signage as necessary. 
9 Frequently TriMet is unable to improve bus stops because the property required to make the improvement is 
privately owned. 
Milwaukie Transportation System Plan 
Chapter 8: Auto Street Network Element 
Page 8-11 
December 4, 2007 
Master Plan 
TriMet's TIP includes many new services expansions in Milwaukie and the surrounding area 
over the next 20 years. The Transit Master Plan includes potential improvements identified by 
the transit working group, which included participation from TriMet. Table 7-1 summarizes the 
transit master plan for both capital projects and service enhancements. 
Milwaukie Transportation System Plan 
Chapter 8: Auto Street Network Element 
Page 8-12 
December 4, 2007 

Table 7-1 Public Transit Master Plan Projects 
Priority Type Project Name Project Description From To Cost(s) $1,000s10 
High C Downtown Transit Center 
Improvements 
Construct new bus layover facility outside of the downtown 
core. Improve downtown bus stops and shelters consistent 
with level 3 features and including ample bike parking. 
Location specific Location specific $1,250 
High C Railroad Avenue Transit 
Improvements 
Improve Railroad Ave for bus service to extend to Clackamas 
Town Center and points east. Part of Railroad Ave widening 
project identified in Table 8-8. 
42nd Ave Eastern city limits TBD 
High SE Railroad Avenue Bus 
Service 
Identified bus route need. Harrison St Eastern city limits TBD 
High SE Johnson Creek Blvd Bus 
Service 
Identified bus route need. 45th Ave Eastern city limits TBD 
High SE Park-and-Ride Bus 
Service 
Reroute bus line #70 to serve the Milwaukie Park-and-Ride on 
Main Street. 
Location specific Location specific TBD 
Med C Park-and-Ride Facilities Add new park-and-ride capacity at former Southgate theater 
site. Other potential new park-and-ride locations are: Kmart 
parking lot, SE corner of Linwood Ave and King Rd, SW 
corner of Park Ave and Hwy 99E, and 37th Ave behind 
Milwaukie Marketplace. 
Location specific Location specific TBD 
Med C Harrison Street Transit 
Shelter at 24th 
Install transit shelter at Harrison and 24th, as this stop currently 
meets minimum boarding requirements. 
Location specific Location specific TBD 
Med C Bike Lane Striping Stripe bike lanes on bus routes where bikes and buses share 
the road. 
Citywide Citywide TBD 
Med SE Weekend Service 
Improvements 
Increase weekend bus service on bus lines #31, #32, #33, 
#70, and #75. 
Citywide Citywide TBD 
Low C Bus Shelter Safety 
Improvements 
Add transit tracker and LED lighting units at main stops along 
bus routes. 
Citywide Citywide TBD 
Low C Hwy 224 Rapid Bus 
Improvements 
Construct improvements that enhance rapid bus service east 
to Clackamas Town Center. 
Milwaukie Town 
Center 
Clackamas Town 
Center 
TBD 
10 Project costs are in 2007 dollars. Future costs may be more due to inflation. Costing details can be found in the Technical Appendix. In the case of operational 
projects, estimated costs are for the entire 22-year planning period. 
Milwaukie Transportation System Plan 
Chapter 8: Auto Street Network Element 
Page 8-14 
December 4, 2007 
Priority Type Project Name Project Description From To Cost(s) $1,000s10 
Low O Milwaukie Transportation 
Management Association 
Program 
Implement a transportation management association for 
employers. 
Milwaukie Town 
Center 
Milwaukie Town 
Center 
$200 
Low O Tualatin-Portland 
Commuter Rail 
Extension Study 
Study feasibility of adding peak-hour only service on existing 
tracks. 
Tualatin Union Station via Lake 
Oswego and 
Milwaukie 
TBD 
Low SE Linwood/Flavel Bus 
Service 
Identified bus route need. Northern city limits King Rd TBD 
Low SE Bus Line Service 
Improvements 
Add frequent service to bus line #31. Add more runs to bus 
lines #152, #32, and #33 between 6pm and 10pm. 
Location specific Location specific TBD 
Low SE Transit Priority 
Signalization 
Implement transit priority signalization along key transit 
corridors. 
Citywide Citywide TBD 
NA C Milwaukie Light Rail 
Extension or High 
Capacity Transit 
Improvements 
Construct light rail or high capacity transit improvements 
between Portland and Milwaukie. 
Rose Quarter MAX 
Station 
Milwaukie Town 
Center 
$880,000" 
NA C McLoughlin Blvd Rapid 
Bus Improvements 
Construct improvements that enhance rapid bus service south 
to Oregon City. 
Milwaukie Town 
Center 
Oregon City Town 
Center 
TBD 
Notes: 
C = Capital Project 
SE = Service Enhancements 
P = Policy Project 
TBD = Costs to be determined 
High = High priority 
Med = Medium priority 
Low = Low Priority 
. These projects are under the jurisdiction of and/or will be funded by TriMet. 
11 The 2004 Regional Transportation Plan (RTP) lists the cost of this project as $515,000,000. 
Milwaukie Transportation System Plan 
Chapter 8: Auto Street Network Element 
Page 8-15 
December 4, 2007 
Action Plan 
The Transit Action Plan identifies projects that are reasonably expected to be funded with City 
funds by 2030, which meets the requirements of the updated Transportation Planning Rule.12 
The Action Plan project list is the result of a citywide project ranking process. All of the modal 
master plan projects were ranked by the TSP Advisory Committee after consideration of the 
Working Groups' priorities, other public support for the project, and how well each project 
implements the TSP goals and policies. The highest-ranking public transit projects that are 
reasonably expected to be funded with City funds (see Chapter 13) are shown in Table 7-2. 
Table 7-2 Public Transit Action Plan 
Project Name Project Description From To 
Direct 
Funding 
or Grant 
Match 
Downtown Transit 
Center Improvements 
Construct new bus layover 
facility outside of the 
downtown core. Improve 
downtown bus stops and 
shelters consistent with level 3 
features and including ample 
bike parking. 
Location specific Location specific Match 
Railroad Avenue 
Transit Improvements 
Improve Railroad Ave for bus 
service to extend to 
Clackamas Town Center and 
points east. Part of Railroad 
Ave widening project identified 
in Table 8-8. 
42nd Ave Eastern city limits Match 
REGIONAL TRANSPORTATION PLAN (RTP) COMPLIANCE 
The projects identified in the Master Plan list and further refined in the Action Plan list are in line 
with the Metro RTP. Specifically, the projects identified are in line with Metro's goal for regional 
mobility and non-SOV modal targets. 
12 OAR Chapter 660, Department of Land Conservation and Development, Division 012, Transportation Planning, 
adopted on March 15, 2005, effective April 2005. 
Milwaukie Transportation System Plan 
Chapter 8: Auto Street Network Element 
Page 8-16 
December 4, 2007 
8 Auto Street Network Element 
The Auto Street Network element of the TSP focuses on maintaining traffic flow and mobility on 
arterial and collector roadways, protecting residential neighborhoods from excessive through 
traffic and travel speeds, providing reasonable access to and from residential areas, improving 
safety, and promoting efficient through-street movement. This chapter summarizes strategies 
used to evaluate the future needs of Milwaukie's street network, and recommends projects to 
improve the operations of the motor vehicle system (automobiles, trucks, buses and other 
vehicles). 
TSP GOAL AND POLICY FRAMEWORK 
Milwaukie has developed a set of goals to guide the development of its transportation system 
(see Chapter 2). Several of these TSP Goals guide the City's policies on auto mobility and 
access, and street connectivity, specifically the following: 
• Goal 1 Livability directs the City to protect residential areas from excessive speed, and 
minimize the "barrier" effect transportation facilities have on the community. 
• Goal 2 Safety calls for the use of coordinated street design standards and access control 
measures. 
• Goal 3 Travel Choices directs the City to integrate pedestrian and bicycle facilities into 
existing and new roadways. 
• Goal 4 Quality Design addresses the need to relate the design of a street to its intended 
users. 
• Goal 5 Reliability and Mobility directs the City to enhance street connectivity and maintain 
traffic flow, especially on arterials and collectors. 
• Goal 7 Efficient and Innovative Funding calls for an emphasis on maintaining existing 
facilities. 
Milwaukie Transportation System Plan 
Chapter 8: Auto Street Network Element 
Page 8-1 
December 4, 2007 
FUNCTIONAL CLASSIFICATION 
Any discussion of the City's street network should begin with the definition of the different types, 
or functional classifications. Functional street classifications encompass both the design 
characteristics of streets and the character of service the streets are intended to provide. The 
City's functional classifications form a hierarchy of streets ranging from those that are primarily 
for travel mobility (arterials) to those that are primarily for access to property (local streets). The 
functional classification system is developed with the recognition that individual streets do not 
act independently of each other but form a network of streets that work together to serve travel 
needs on a local, citywide and regional level. 
These classifications guide design standards, levels of access, traffic control, law enforcement, 
and the provision for federal, state, and regional transportation funding. The City's functional 
classification system includes regional routes, arterials, collectors, neighborhood routes, and 
local streets. Figure 8-3a shows current functional classifications with proposed changes. Figure 
8-3b shows updated functional classifications of all streets in Milwaukie with proposed changes. 
Table 8-1 described the general characteristics and functions of each of these classifications. 
Table 8-1 City of Milwaukie Functional Classifications 
Classification Description 
Typical 
Total 
Vehicles 
per Day 
Typical 
Number 
of Lanes 
Other 
Street 
Elements 
Regional 
Routes 
• High volume, generally high-speed facilities. 
• May be used for travel within the city, but typically 
they are used for trips between cities, especially 
those that are separated by a significant distance. 
• Rank high on the mobility scale because they 
have multiple travel lanes in both directions and 
limited access points. 
• Rank low on the access scale because access to 
private property is generally prohibited. 
• The City's regional route designation matches the 
regional definition of these roads by Metro and 
ODOT. 
20,000 4 or more 
Arterials 
• High volume, moderate speed streets that carry 
vehicles within the city and between adjacent 
cities in the surrounding metropolitan area. 
• Some are under the jurisdiction of and/or 
maintained by other agencies, such as ODOT, 
Clackamas County, and the City of Portland. 
• Rank high on the mobility scale but also provide 
limited access to a wide range of land uses. 
• Link major commercial, residential, industrial, and 
institutional areas. 
• Typically spaced about one mile apart to assure 
mobility and reduce the incidence of cut-through 
traffic on neighborhood routes and local streets. 
• Management objective is to provide for safe and 
efficient traffic flow along with pedestrian and 
bicycle movements. Within downtown, local 
access is a priority. 
10,000 3 or more Bicycle 
lanes and 
sidewalks 
Milwaukie Transportation System Plan 
Chapter 8: Auto Street Network Element 
Page 8-2 
December 4, 2007 
Classification Description 
Typical 
Total 
Vehicles 
per Day 
Typical 
Number 
of Lanes 
Other 
Street 
Elements 
Collectors 
• Moderate volume, moderate speed streets that 
provide access and circulation within and between 
residential neighborhoods, commercial areas, and 
industrial areas. 
• Serve a citywide function of connectivity and are 
typically spaced about one-half mile apart. 
• Distribute trips between the neighborhood street 
system and the arterial street system, linking a 
wide range of land uses. 
• Access control for collectors is not as high a 
priority as for arterials, but is especially needed 
near street intersections. 
• Since collectors often traverse residential 
neighborhoods, neighborhood traffic management 
measures are often needed to manage traffic 
impacts through these areas. 
5,000-
10,000 
2-31 Bike lanes 
or shared 
roadway; 
sidewalks 
Neighborhood 
Routes 
• Moderate volume, low speed streets. 
• Do not provide citywide circulation, as they mainly 
serve the immediate neighborhood in which they 
are located. Typically have residential frontage. 
• Connect neighborhoods to collectors and arterials. 
• Neighborhood routes are similar to local streets in 
design, but they are generally longer in length and 
have higher traffic volumes. In order to retain the 
neighborhood character and livability of these 
streets, additional design treatments in the form of 
traffic management devices are often needed to 
manage traffic volume impacts. 
1,500 to 
5,000 
2 Shared 
roadway, 
sidewalks, 
on-street 
parking 
Local Streets 
• Low volume, low speed streets that emphasize 
access to adjacent land uses over mobility. 
• All streets that are not regional routes, arterials, 
collectors or neighborhood routes are classified as 
local streets. 
• Connect neighborhoods to collectors and arterials 
• Most local streets are adjacent to residential uses 
and serve residential transportation needs; 
however, there are a number of local streets that 
exclusively serve the city's two industrial areas. 
• Local streets rank high on the access scale, so 
driveways and intersections are more closely 
spaced than on other types of streets. 
Less than 
1,500 
2 Shared 
roadway, 
pedestrian 
facilities, 
on-street 
parking. 
The design of a roadway can vary from segment to segment due to adjacent land uses and 
demands, the objective is to have a standard that defines key characteristics provides 
consistency, and also defines application criteria to provide the flexibility needed to suit 
conditions. Street design standards and options are discussed in further detail in Chapter 10 -
Street Design. 
1 As a result, these streets are likely to need turn lanes at some intersections or center left turn lanes as volumes 
approach 10,000 vehicles per day. 
Milwaukie Transportation System Plan 
Chapter 8: Auto Street Network Element 
Page 8-3 
December 4, 2007 
NEEDS 
This section identifies the increase in vehicle volume as forecasted by the 2030 financially 
constrained Metro RTP model. It also identifies the study area intersection deficiencies for the 
2030 base case scenario, and identifies Milwaukie's connectivity challenges. The 2030 base 
case scenario only includes transportation system improvements that are expected to be 
constructed and implemented with the current funding levels. Both regional and local traffic 
volumes are projected to increase on many of Milwaukie's streets. Figure 8-1 shows the percent 
increase in PM peak hour volume between 2006 and 2030. 
As can be seen in Figure 8-1, traffic volumes at the study locations are projected to increase by 
9 to 42 percent during the peak hour. This corresponds to increases of 100 vehicles on King Rd 
and 350 vehicles on Linwood Ave. The traffic volumes on McLoughlin Blvd will increase by over 
1,000 vehicles north of Highway 224, and by 500 vehicles south of River Rd. On Highway 224, 
about 740 more vehicles are expected in the PM peak hour east of McLoughlin Blvd, and 670 
vehicles are expected west of the interchange with Lake Rd. The increase in volume means that 
many of the study intersections will fail to meet the performance standards of the City of 
Milwaukie or the Oregon Department of Transportation (ODOT). 
Figure 8-2 depicts the study area intersections with good, adequate, or poor operational 
performance during the PM peak hour in the year 2030. As can be seen in this figure, many of 
the study intersections will operate under poor conditions in 2030. The high growth in volumes 
along regional facilities such as McLoughlin Blvd (Highway 99E) and Highway 224 not only 
bring those facilities close to capacity but will also create significant delay on side streets. The 
future operational analysis for each intersection is outlined in the following sections. 
Milwaukie Transportation System Plan 
Chapter 8: Auto Street Network Element 
Page 8-4 
December 4, 2007 
City Limit L ine 
nCUpCDlST 
FILBERT ST 
HARVEY ST' 
LQQU$_RD_ 
MONROE ST 
WASHINn> 
l^ SHiNQTO 
£ 3/SON 
LEGEND 
« - E j E l ' P e r c e n t a 9 e Increase 2006 - 2030 
Q Q | - Vo lume Di f ference 2006 - 2030 
DKS Associates 
T R A N S P O R T A T I O N S O L U T I O N S 
NO SCALE 
PERCENT INCREASE IN 
P.M. PEAK HOUR VOLUMES 
nCHOCOJST 
HARVEY ST 
'HARRISOI 
MONROF SL 
WASHINi 
•WASHINGTO 
MILWAUKIE 
Transportation 
System Plan 
LOGUS RD 
LEGEND 
• O - Good Operations (LOS A, B, or C,& V/C <0.84) 
Q Q - Acceptable Operations (LOS D & 0.84 < V/C < 0.95) 
| # - Poor to Failed Operations (LOS E or F & V/C > 0.95) 
I I - Unsignalized Intersection 
Q - Signalized Intersection 
"Note: Table 8-2 contains the LOS and V / C for each intersection 
DKS Associates 
T R A N S P O R T A T I O N S O L U T I O N S 
F i g u r e 8-2 
2030 FUTURE NO-BUILD OPERATIONS 
STUDY AREA INTERSECTIONS 
NO SCALE 
The local street network in Milwaukie is nearly built out and is not well connected in many 
neighborhoods. Access opportunities for entering or exiting neighborhoods are limited. There 
are many long blocks or cul-de-sacs outside of the downtown area that force out-of-direction 
travel when traveling between and within neighborhoods. Additionally, Milwaukie has many 
barriers that limit connectivity such as McLoughlin Blvd, Highway 224, and the UPRR tracks. 
The combination of these barriers and the lack of connectivity cause many intracity trips to 
travel along the few through streets that do connect across these barriers. 
FUTURE INTERSECTION CAPACITY ANALYSIS 
This section presents the results of the capacity analysis conducted by the City to determine the 
potential intersection improvements that would be necessary as part of a long-range master 
plan. The improvements outlined in the following section are a guide to be used in defining the 
specific types of rights-of-way and street improvements that will be needed as traffic growth and 
infill development occurs. 
2030 Base Case 
The 2030 base case scenario includes transportation improvements that are reasonably 
expected to be funded and constructed by the year 2030. This scenario includes both the 
Transportation Demand Management (TDM) improvements identified later in this chapter and 
capacity projects identified in the Regional Transportation Plan (RTP) financially constrained 
system, shown below in Table 8-2. 
Table 8-2 RTP Financially Constrained Motor Vehicle Capacity Improvements 
RTP 
Project # 
Location Improvement Jurisdiction Timeline Cost 
($1,000s) 
5045 Linwood Ave/ 
Harmony Rd/ 
Lake Rd Intersection 
Add NB right turn lane, add EB 
right turn lane, add WB left turn 
lane and grade separate UPRR 
Clackamas Co./ 
Milwaukie 
2010-15 $28,000 
5069 Harmony Rd 
(Sunnyside Rd to 
Highway 224) 
Widen to five lanes to improve 
safety and accessibility 
Clackamas Co. 2010-15 $7,392 
Clackamas County is studying both of the projects listed in Table 8-2 with the Harmony Rd Area 
Transportation Improvements project.2 The Environmental Impact Study for the project began in 
October 2006 and is scheduled for completion in fall 2008. 
Table 8-3 summarizes the results of the needs analysis to forecast how the TSP study 
intersections will perform, given the 2030 base case scenario. Based on the analysis, the 
majority of the study intersections would not meet acceptable jurisdictional operating standards 
in 2030. The Minimum Acceptable Measures of Effectiveness are as follows: 
• City of Milwaukie = Level of Service D 
• Metro = Level of Service F/E 
• ODOT = 0.99/0.99, (1.10/0.99 in designated Town Centers & Specific Corridors) 
2 The widening of Harmony Road is not included in this document as a City project because it is outside of the City's 
jurisdiction. As such, this document does not contain a specific recommendation about this project. The City and its 
citizens, however, are actively working with the County on many fronts to minimize this project's physical extent. As a 
result, alternatives to widening continue to be evaluated as part of the Environmental Impact Study underway for this 
project. 
Milwaukie Transportation System Plan 
Chapter 8: Auto Street Network Element 
Page 8-7 
December 4, 2007 
Table 8-3 2030 Base Case Intersection Level of Service (PM Peak Hour) 
Existing 2006 Future 2030 Base Case 
Intersection Level of 
Service 
(LOS) 
Average 
Delay 
(Seconds) 
Volume/ 
Capacity 
(V/C) 
Level of 
Service 
(LOS) 
Average 
Delay 
(Seconds) 
Volume/ 
Capacity 
(V/C) 
Two-Way Stop Controlled Intersections 
McLoughlin Blvd @ 22nd Ave A/D 26.4 0.01 A/E 45.0 0.10 
Harrison St @ 21st Ave A/C 18.0 0.10 A/D 27.9 0.21 
All-Way Stop Controlled Intersections 
Harrison St @ Main St B 13.2 0.39 E 35.7 0.65 
42nd Ave @ Harrison St B 12.8 0.22 E 47.0 0.39 
Johnson Creek Blvd @ 32nd Ave F >50.0 0.77 F >50.0 1.03 
Signalized Intersections 
McLoughlin Blvd @ Ochoco St B 10.1 0.85 D 39.8 1.02 
McLoughlin Blvd @ Milport Rd A 4.4 0.78 B 13.8 0.98 
McLoughlin Blvd@ Harrison St D 47.1 0.99 F >80.0 1.21 
McLoughlin Blvd @ Washington St C 20.0 0.88 D 50.9 1.10 
Highway 224 @ 17th Ave C 20.7 0.59 C 22.0 0.71 
Highway 224 @ Harrison St D 40.0 0.89 F >80.0 1.18 
Highway 224 @ Monroe St B 19.0 0.75 D 39.3 0.98 
Highway 224 @ Oak St D 44.1 0.88 E 74.6 1.12 
Harrison St @ 32nd Ave B 10.5 0.45 C 24.8 0.66 
McLoughlin Blvd @ River Rd D 35.5 0.99 E 75.5 1.13 
Lake Rd @ Oatfield Rd D 36.0 0.62 D 46.0 0.79 
Highway 224 @ 37th Ave C 25.5 0.82 E 61.1 1.05 
Highway 224 @ Freeman Way C 30.5 0.94 F >80.0 1.17 
Highway 224 @ Lake Rd B 16.1 0.68 C 30.5 0.87 
Johnson Creek Blvd @ Linwood Ave D 53.6 0.97 F >80.0 1.06 
Linwood Ave @ King Rd D 47.5 0.83 E 70.3 0.98 
Linwood Ave @ Harmony Rd E 64.5 0.94 C 27.3 0.73 
Notes: A/A=major street LOS/minor street LOS 
Signalized and all-way stop delay = average vehicle delay in seconds for entire intersection 
Unsignalized delay = highest minor street approach delay 
Intersections shown in bold type exceed jurisdictional standards or have V/C ratios >1.0 
Intersections and corresponding LOS or V/C are illustrated in Figure 8-2 
Milwaukie's needs, in terms of capacity-related improvements, are generally greater on along 
regionally significant routes such as McLoughlin Blvd and Highway 224 due to the role these 
routes play in carrying people to destinations throughout the region while passing through the 
city. 
Milwaukie Transportat ion Sys tem Plan 
Chapter 8: Auto Street Network Element 
Page 8-8 
December 4, 2007 
STRATEGIES 
The future street system needs in Milwaukie cannot be met through a single "fix-all" cure. 
Instead, a set of interrelated strategies need to be implemented to meet performance standards, 
serve future growth and conform to the city's future needs. Strategies for managing the 
forecasted future travel demand are multifaceted. 
The impact of future growth to Milwaukie would be severe without investment in both capital 
improvements and operating improvements. Strategies for meeting automobile facility needs 
include Transportation System Management (TSM), Transportation Demand Management 
(TDM), and adding capacity to roads and intersections. 
The following sections outline the types of improvements that could be used to manage the 
system given future growth. Phasing of implementation is necessary, since funding and staging 
constraints limit the City's ability to implement all improvements at once. This requires 
prioritization of projects and periodic updating to reflect current needs. Most importantly, it 
should be understood that as regional growth outpaces local growth, the improvements outlined 
in the following sections are a guide to managing the increased traffic volume in the city as it 
occurs over the next 20 years. 
Transportation System Management (TSM) 
Transportation System Management (TSM) focuses on low cost strategies within the existing 
transportation infrastructure to enhance operational performance. The strength of a TSM 
approach is it focuses on maximizing urban mobility while treating all modes of travel as a 
coordinated system. TSM strategies include signal improvements, traffic signal coordination, 
traffic calming, access management, local street connectivity, and intelligent transportation 
systems (ITS). Traffic signal coordination and ITS projects typically provide the most significant 
tangible benefits to the traveling public. The primary focus of TSM measures are improvements 
that result in regional-scale benefits. However, there are a number of TSM measures that could 
be used in a smaller scale environment such as Milwaukie. 
Intelligent Transportation Systems (ITS) 
ITS involves the application of advanced technologies and management techniques to relieve 
congestion, enhance safety, provide services to travelers, and assist transportation system 
operators in implementing suitable traffic management strategies. An ITS program focuses on 
increasing the efficiency of existing transportation infrastructure, enhancing the performance of 
the overall system and reducing the need to add capacity (e.g. travel lanes). Efficiency is 
achieved by providing services and information to travelers so they can make better travel 
decisions, and also to transportation system operators so they can better manage the system 
and improve system reliability. 
Clackamas County has prepared an ITS plan for the urbanized area of Clackamas county. The 
Clackamas County ITS Plan3 has identified arterial signal control ITS projects on major streets 
throughout the county. Within the TSP study area, McLoughlin Blvd, Highway 224, Johnson 
Creek Blvd, King Rd, and Harmony Rd have been identified for planned fiber optic cable, transit 
priority corridor status, and closed-circuit cameras at several major intersections. 
3 Clackamas County ITS Plan, DKS Associates, Inc. and Zenn Associates, February 2003. 
Milwaukie Transportation System Plan 
Chapter 8: Auto Street Network Element 
Page 8-9 
December 4, 2007 
Other ITS projects to consider within Milwaukie may include: 
• Transit signal priority 
• Signal coordination and optimization 
• Traffic monitoring and surveillance 
• Information availability 
• Incident management 
To support future ITS projects, including traffic signal operations, the City of Milwaukie and 
Clackamas County could require that roadway improvement projects include the installation of 
three-inch conduit along arterial and selected collector roadways to serve new ITS equipment in 
the corridor. A three-inch conduit would ensure adequate wiring capacity to accommodate future 
ITS projects. 
Neighborhood Traffic Management 
There are some Neighborhood Traffic Management elements, such as speed humps, in place in 
Milwaukie. The City should continue this effort with additional traffic calming measures (where 
applicable) and work with the community to find the traffic calming solution that best meets their 
needs and maintains roadway function. Neighborhood Traffic Management techniques are 
covered in more detail in Chapter 11. 
Access Management 
Access Management is a policy tool that seeks to balance mobility (efficient, safe, and timely 
travel) with property access. Proper implementation of access management techniques should 
result in reduced congestion, accident rates, roadway widening, air pollution, and energy 
consumption. 
The presence of numerous driveways can erode the capacity of arterial and collector roadways. 
Access management is the practice of limiting the number and spacing of driveways and 
intersections on arterial and collector facilities to maintain the capacity of the facilities and 
preserve their functional integrity. Preservation of capacity is particularly important for 
maintaining the traffic flow on higher volume roadways such as Linwood Ave and King Rd. The 
city needs a balance of streets that provide access with streets that serve mobility. 
Several access management strategies have been identified to improve local access and 
mobility in Milwaukie: 
• Develop specific access management plans for regional routes, arterial and collector streets 
in Milwaukie to maximize the capacity of the existing facilities and protect their functional 
integrity. 
• Work with land use development applications to consolidate driveways where feasible. 
• Provide left turn lanes where warranted for access onto cross streets. 
• Construct raised medians to limit driveway access to right-in/right-out turning movements, as 
appropriate. 
New development and roadway projects on city streets should meet the City's adopted access 
spacing standards, which are summarized in Table 8-4. 
Milwaukie Transportation System Plan 
Chapter 8: Auto Street Network Element 
Page 8-10 
December 4, 2007 
Table 8-4 Access Spacing Standards for City Street Facilities 
Access 
Treatment 
Functional 
Classification 
Intersection 
Desirable 
Signal 
Spacing4 
Median 
Control Public Road Private Drive 
Type Spacing Type Spacing 
Full control 
(freeway) 
Arterials Interchange 2-3 mi None NA None Full 
Partial 
control 
Arterials At grade 530-1000 ft Lt/Rt 
Turns 
300 ft 1000 ft Partial/None 
Partial 
control 
Collectors At grade 300-600 ft Lt/Rt 
Turns 
150 ft 1,000 ft None 
Many existing roadways and driveways do not meet these standards because they were 
installed when traffic volumes were substantially lower and before the City established access 
spacing criteria. As traffic volumes increase, controlling access on arterial and collector 
roadways will be important to maintaining a safe and functioning street network. 
Access Management for State Facilities 
The Oregon Highway Plan (OHP) defines access spacing standards on state facilities for 
roadways such as McLoughlin Blvd and Highway 224. These standards are shown in Table 8-5. 
Preserving capacity on state facilities is especially important, since substandard performance 
due to a lack of capacity could force drivers to look for alternative routes along city streets. 
Table 8-5 Access Spacing Standards for ODOT Facilities 
Facility Location Highway Classification 
National 
Highway 
System 
Truck 
Route 
Freight 
Route 
Access 
Spacing 
Standard (ft) 
McLoughlin 
Blvd 
North city limits to Hwy 
224 
Statewide Yes Yes Yes 990 
Hwy 224 to Scott St District No Yes No 500 
Scott St to River Rd District (Special 
Transportation Area)* 
No Yes No 175* 
River Rd to South city 
limits 
District No Yes No 500 
ORE 224 
17th Ave to Hwy 99E District No No Yes 500 
Hwy 99E to East city 
limits 
Statewide 
(Expressway) 
Yes Yes Yes 2640 
*Minimum access management spacing for public road approaches is the existing city block spacing or the city block 
spacing as identified in the local comprehensive plan. Public road connections are preferred over private driveways, 
and in Special Transportation Areas, driveways are discouraged. However, where driveways are allowed and where 
land use patterns permit, the minimum access management spacing for driveways is 175 feet (55 meters) or mid-
block if the current city block is less than 350 feet (110 meters).5 
4 Generally, signals should be spaced to minimize delay and disruptions to through traffic. Signals may be spaced at 
intervals closer than those shown to optimize capacity and safety. 
5 Oregon Department of Transportation (ODOT), 1999 Oregon Highway Plan (OHP). 
Milwaukie Transportation System Plan 
Chapter 8: Auto Street Network Element 
Page 8-11 
December 4, 2007 
Traffic Signal Spacing 
Traffic signals that are spaced too closely on a corridor can result in poor operating conditions 
and safety issues due to the lack of adequate storage for queuing vehicles. Milwaukie is built-
out, and as a result there will not likely be many new roads constructed within the city. However, 
as traffic volumes increase as a result of in-fill development and regional growth, new signals on 
the existing street system may be necessary to manage traffic flow. When this is the case, the 
City will evaluate traffic signal warrants to determine if a traffic signal is an appropriate solution. 
Traffic signals should only be implemented when deemed necessary by the City Engineering 
Director to enhance safety and promote mobility. PM peak hour signal warrants have already 
been met for the intersections at Johnson Creek Blvd/32nd Ave and Harrison St/42nd Ave. 
Local Street Connectivity 
Intracity connectivity is limited in Milwaukie because of its long blocks, cul-de-sacs, and major 
facilities, such as McLoughlin Blvd, Highway 224, and the UPRR tracks. Therefore many 
intracity trips are forced to travel the few through streets that do connect across these barriers. 
Increasing connectivity between neighborhoods has many benefits, including reducing out-of-
direction travel and vehicle miles traveled (VMT), enhancing accessibility between various travel 
modes, balancing traffic levels between streets, and reducing public safety response time. 
Topography and environmental conditions limit the potential for connectivity in several areas of 
Milwaukie. However, in several areas there is potential to connect streets over time. Figure 8-3a 
shows the proposed Local Connectivity Plan for Milwaukie. Some of the localized congestion on 
roads such as Linwood Ave, King Rd, 32nd Ave, or Monroe St could be improved through 
enhanced street connectivity. Several short roadway connections are needed to connect 
disjointed local streets and reduce out-of-direction travel for vehicles, pedestrians, and 
bicyclists. In limited cases, a short length of new road would be necessary for improved 
connectivity. The arrows on Figure 8-3a represent potential connections and the general 
direction for the placement of the connection. In each case, the specific alignments and design 
will be determined upon development review. If a connection is made that increases 
neighborhood connectivity, such a change could trigger reclassification of a street from a Local 
to a Neighborhood Collector. When the opportunity arises during land development, the City 
requires new local connections that will result in a grid of vehicle access every 530 feet and 
bicycle/pedestrian access every 300 feet.6 
The arrows shown on Figure 8-3a indicate priority local and neighborhood connections only. 
Local connections for existing stub end streets, cul-de-sacs, or extended cul-de-sacs in the road 
network are, for the most part, not identified on this figure. Pedestrian connections from any cul-
de-sac should be considered mandatory as future development and redevelopment occurs. The 
goal is improved connectivity for all modes of transportation. 
6 This standard meets the Metro RTP access spacing requirements for new residential or mixed-use developments. 
Milwaukie Transportation System Plan 
Chapter 8: Auto Street Network Element 
Page 8-12 
December 4, 2007 
HARNEY DR 
BROOKSIDE 
ALBERTA AVE 
FILBER ST 
ARDEN ST 
WAVERLY DR. 
HARVEY ST 
DRAKE ST 
HARRISON 
MONROE ST 
MONROE ST 
ADA LN 
W A S H I N G T Q , 
/SPARROW 
MADRONA 
HARMONY RD 
COURTNEY AVE 
lakerd 
Transportation 
System Plan 
FIGURE 8-3a 
PROPOSE STREET 
CONNECTIVITY AND 
FUNCTIONAL CLASS 
CHANGE 
December 2007 
LEGEND 
Functional Classification 
Regional Routes 
Arterials 
Collectors 
Neighborhood Routes 
Local 
• • • Change to Arterial 
• • • Change to Collector 
Change to Neighborhood 
• • B Route 
^ ^ Proposed Street 
' * Extension 
Other Map Features 
Railroad 
• • • • Springwater Corridor 
• • • • Kellogg Creek Trail 
County Line 
Water 
L_ 1 City Limits 
N DKS Associates 
T R A N S P O R T A T I O N S O L U T I O N S 
HARNEY DR 
ROSWELL 
BROOKSIDE 
ALBERTA AVE 
FILBERT ST 
OLSEN ST 
ARDEN ST 
WAVERLY DR. 
HARVEY ST 
DRAKE ST 
HARRISON 
MONROE ST 
MONROE ST 
ADA LN 
W A S H I N G T Q , 
/SPARROW 
MADRON ^ 
HARMONY RD 
COURTNEY AVE 
lakerd 
Transportation 
System Plan 
FIGURE 8-3b 
FUNCTIONAL 
CLASSIFICATION 
December 2007 
LEGEND 
Functional Classification 
Regional Routes 
Arterials 
Collectors 
Neighborhood Routes 
Local 
Other Map Features 
Railroad 
• • • • Springwater Corridor 
• • • • Kellogg Creek Trail 
County Line 
Water 
L 1 City Limits 
N DKS Associates 
T R A N S P O R T A T I O N S O L U T I O N S 
Transportation Demand Management 
Transportation Demand Management (TDM) is a general term used to describe any action that 
removes single occupant vehicle trips from the roadway network during peak travel demand 
periods. As growth occurs, the number of vehicle trips and travel demand in the area will also 
increase. The ability to change a user's travel behavior and provide alternative mode choices 
will help to minimize the potential growth in trips. 
Generally, TDM focuses on promoting alternative modes of travel for large employers as a way 
to reduce the vehicle miles traveled. This is due in part to the Employee Commute Options 
(ECO) rules that were passed by the Oregon Legislature in 1993 to help protect the health of 
Portland area residents from air pollution and to ensure that the area complied with the Federal 
Clean Air Act.7 
Research has shown that a comprehensive set of complementary policies implemented over a 
large geographic area can have a measured effect on the number of vehicle miles traveled 
to/from that area.8 However, the same research indicates that for TDM measures to be 
effective, they should go beyond the low-cost, noncontroversial measures commonly used such 
as carpooling, establishing transportation coordinators or associations, and designation of 
priority parking spaces. 
The more effective TDM measures include parking and congestion pricing, improved services 
for alternative modes of travel, and other market-based measures. However, TDM includes a 
wide variety of actions that are specifically tailored to the individual needs of an area. In general, 
TDM elements and programs have a potential trip reduction ranging between one and ten 
percent. To help implement TDM measures in the future, the City should consider setting TDM 
goals and policies for new development. 
With an increase in the number of projected regional trips through the city, regionwide TDM 
measures should help to reduce congestion and be a benefit to the City of Milwaukie and the 
region. The RTP includes TDM projects for the Milwaukie area in the 2030 financially 
constrained plan. These measures are identified in Table 8-6. 
7 Oregon Administrative Rules, Chapter 340, Division 30. 
8 The Potential for Land Use Demand Management Policies to Reduce Automobile Trips, ODOT, by ECO Northwest, 
June 1992. 
Milwaukie Transportation System Plan 
Chapter 8: Auto Street Network Element 
Page 8-15 
December 4, 2007 
Table 8-6 TDM Improvements included in the RTP Financially Constrained System 
RTP # Location Improvement Jurisdiction Timeline Cost ($1,000s) 
5103 Countywide Advanced transportation system management and ITS program 
Clackamas 
County 2004-2009 $6,514 
5035 Milwaukie TC McLoughlin Blvd Rapid Bus TriMet 2010-2015 * 
5062 Milwaukie TC Milwaukie TMA Startup TriMet/Milwaukie 2016-2025 $200 
1003 Regionwide Milwaukie Light Rail Extension TriMet 2010-2015 $515,000 
1009 Regionwide Springwater Trail Access Improvements Portland 2004-2009 $2,310 
5026 Regionwide Portland Traction Co. Shared-Use Trail Metro 2004-0009 $1,386 
8025 Regionwide Transit Center Upgrades TriMet/SMART 2004-2030 $20 
8035 Regionwide Frequent/Rapid Bus Improvements TriMet/SMART 2016-2030 $26,297 
8038 Regionwide TriMet Park-and-Ride Lots TriMet 2004-2030 $5,782 
8043 Regionwide Bus Stop Improvements TriMet/SMART 2004-2030 $7,939 
8046 Regionwide Bus Priority Treatments TriMet/SMART 2016-2030 $19,891 
8049 Regionwide Priority Pedestrian Access to Transit Improvements TriMet 2004-2030 $20,000 
8055 Regionwide Transportation Management Associations Innovative Programs Metro/TriMet 2004-2030 $3,000 
8056 Regionwide 
Future Transportation Management 
Associations Start-Up and 
Sustainability 
Metro/TriMet 2004-2030 $4,000 
*Included with RTP # 8035 
The Metro regional travel model includes assumptions about which modes of transportation 
people choose to use. Targets for trips using non Single Occupant Vehicle (SOV) modes have 
been set for some 2040 Plan areas. For Milwaukie, the model forecast, assumes completion of 
the projects included in the RTP financially constrained scenario, with a non SOV Modal Target 
of 45-55 percent in the designated Town Center area and 40-45 percent in 
Industrial/Employment areas. All other areas within Milwaukie do not have a non-SOV target.9 
Milwaukie will only be able to achieve these targets through a continued effort to implement 
TDM strategies and promote alternative modes of travel. 
Parking Requirements 
The City of Milwaukie currently has off-street parking ratios (minimum and maximum) and 
standards that are consistent with the Transportation Planning Rule (TPR) and RTP parking 
ratio requirements. Chapter 12 outlines the specific parking strategies for downtown Milwaukie. 
9 Information related to non-SOV target percentages and designated areas can be found in the Metro Regional 
Transportation Plan, Table 1.3 page 1-65, and on Figure 3.5 page 3-14. 
Milwaukie Transportation System Plan 
Chapter 8: Auto Street Network Element 
Page 8-16 
December 4, 2007 
Roadway and Intersection Capacity Improvements 
The TSP process identified a number of roadway and intersection capacity improvements. This 
section summarizes the evaluation of intersection of the three types of capacity and connectivity 
improvements: 
• City Street and Intersection Improvements 
• McLoughlin Blvd Alternatives 
• Highway 224 Alternatives 
• Highway 224/99E Refinement Plan 
Conceptual diagrams illustrating the recommended improvements can be found in Appendix C, 
Conceptual Intersection Diagrams. 
City Street and Intersection Improvements 
Most of the study intersections that are on city streets will require improvements to meet City 
standards under forecasted 2030 conditions. Table 8-7 summarizes the improvements needed 
for these study intersections to meet City standards; more detailed descriptions of the 
improvements follow. 
Table 8-7 Improvements Needed for City Intersections to Meet City Standards10 
Intersection Improvement Before After 
42nd Ave @ Harrison St • Signalization E B 
Johnson Creek Blvd @ 32nd Ave* • Signalization with bridge widening for turn lane 
or roundabout 
F C 
Johnson Creek Blvd @ Linwood Ave • Add Eastbound (EB) Right-Turn 
• Add Westbound (WB) Right-Turn 
F D 
Harrison St @ Main St • Add WB shared through/right-turn lane 
OR 
• Add EB Right-turn lane 
E D 
Linwood Ave @ King Rd • Protected/Permissive Left Turn Phasing 
Northbound (NB) and Southbound (SB) 
E E 
*This intersection is in the City of Portland. As such, improvements will be determined by the City of Portland. 
• 42nd Ave/Harrison St: Installing a traffic signal at this intersection would improve the LOS 
from E to B; no additional lanes or other improvements would be necessary. 
• Johnson Creek Blvd/32nd Ave: This intersection is in the city of Portland which has an 
operating standard of LOS D. PM peak signal warrants are currently met at this intersection. 
Installing a traffic signal and a southbound left-turn lane would improve the LOS at this 
intersection from F to C.11 Widening the existing bridge north of 32nd Ave would be 
necessary to provide a southbound left turn lane at this intersection and realign the 
intersection so that 32nd Ave would form a T-intersection with Johnson Creek Blvd. This 
realignment would be more conducive to serve traffic demands along Johnson Creek Blvd, 
the primary travel corridor. A roundabout may be an alternative for this location. 
10 The intersection of McLoughlin Blvd @ Washington St will have a v/c of 1.10 in year 2030 (see Table 8-2). 
Because this intersection is within the Town Center of Milwaukie, it meets ODOT's higher V/C standard for Town 
Centers (ODOT Oregon Highway Plan, Table 7) and no improvements are recommended. 
11 Signalization alone would improve the delay from 245 seconds to 120 seconds, and the intersection would still 
operate at LOS "F" in the TSP forecast year, 2030. Changes to the intersections in this corridor should be 
coordinated to ensure that they work together to improve safety and are designed for the posted speed (25 mph). 
Milwaukie Transportation System Plan 
Chapter 8: Auto Street Network Element 
Page 8-17 
December 4, 2007 
While not studied, the two all-way stop controlled intersections east of 32nd Ave (36th and 
42nd Aves) would likely require similar treatment (traffic signal with turn lanes) to meet 
operational standards. As with the 32nd Ave intersection, the scale of the improvements does 
not fit well in the residential neighborhood setting. Limiting the project to signals alone would 
not bring the intersection operations to the desired standard but would relieve traffic 
congestion. 
The City of Portland has jurisdiction of Johnson Creek Blvd from Tacoma St to just west of 
40th Ave, the section that includes the 32nd Ave intersection. Portland does not have plans to 
modify the bridge or the roadway. Clackamas County has jurisdiction north of Brookside Dr 
and continuing eastward. The County's TSP includes a project to widen the bridge over 
Johnson Creek. Milwaukie has jurisdiction over the intersection of Johnson Creek Blvd/42nd 
Ave, and will coordinate with Portland and Clackamas County if improvements are 
considered in this corridor. The project listed in the Master Plan is for signalization only at 
42nd Ave. 
• Johnson Creek Blvd/Linwood Ave: Adding eastbound and westbound right-turn lanes 
would improve the operations at this intersection from F to D. No additional improvement 
would be necessary for the operation of this intersection to meet City standards. Any 
intersection improvements should protect, if not improve, the Springwater Trail crossing 
through this intersection. 
• Linwood Ave/King Rd: Aside from modifying phasing at this intersection or increasing 
street connectivity throughout the city with parallel routes to Linwood Ave and King Rd, there 
are no simple solutions to improve operation of this intersection. 
McLoughlin Blvd Alternatives 
While most intersections along McLoughlin Blvd (Hwy 99E) do not meet future operating 
standards, the intersections of McLoughlin Blvd with Ochoco St and Milport St are near capacity 
but still operate within the ODOT operating standards. Because access is severely restricted 
from McLoughlin Blvd, the City and ODOT are investigating options for improving freight-related 
access and circulation for the North Industrial Area. Since both of these intersections are 
forecasted to meet standards in 2030, improvements will focus on access and circulation, not 
capacity improvements. These potential improvements are outlined in more detail in Chapter 9, 
Freight Element and Appendix C. 
The intersection of McLoughlin Blvd and 17th Ave is primary portal to downtown Milwaukie from 
McLoughlin Blvd, especially for vehicles traveling to Milwaukie from the north. Improvements to 
this intersection would be difficult because of the intersection's geometry12 and phasing, and the 
proximity of Johnson Creek Blvd. 
The phasing for eastbound and westbound traffic is currently split phase (one side operates 
independent of the other side). This phasing arrangement increases the amount of time required 
for vehicles traveling on Harrison St/17th Ave and also decreases the potential time for 
northbound and southbound vehicle movements. 
Shifting traffic away from this intersection and can improve how it functions (its V/C ratio). One 
way to do this would be to restrict eastbound left turns from 17th Ave onto McLoughlin Blvd 
Travelers needing to make this turn could instead be directed through the intersection, to turn 
left at the next intersection (Harrison St/Main St) and left on Scott St, and right onto northbound 
12 17th Ave is perpendicular to McLoughlin Blvd for only a short distance of less than 100 feet. After this distance, the 
road makes a 90-degree bend to the north and runs parallel to McLoughlin Blvd. This geometry is a result of the close 
proximity of Johnson Creek and the Willamette River. 
Milwaukie Transportation System Plan 
Chapter 8: Auto Street Network Element 
Page 8-18 
December 4, 2007 
McLoughlin Blvd. Forcing this movement would allow for the split phasing at the intersection of 
Harrison St and McLoughlin Blvd to be removed and improve intersection operations. This 
option could redirect up to 20 drivers, who normally access McLoughlin Blvd via this 
intersection, into downtown Milwaukie during the p.m. peak hour. 
The interchange of McLoughlin Blvd and Highway 224 currently connects southbound traffic on 
McLoughlin Blvd to eastbound on Highway 224 and westbound traffic on Highway 224 to 
northbound on McLoughlin Blvd. It does not provide for a direct connection of the northbound 
McLoughlin Blvd or eastbound Highway 224 to southbound McLoughlin Blvd traffic. The 
construction of a full interchange between McLoughlin Blvd and Hwy 224 would shift vehicles to 
the interchange and improve operations at the intersection of McLoughlin Blvd and 17th Ave. 
This interchange, along with the rest of the McLoughlin Blvd/Highway 224 corridor between 
Tacoma St and 17th Ave should be studied as part of a 99E/224 Refinement Plan to determine 
the most cost effective set of improvement options for the corridor and the City of Milwaukie. 
Improvement of the intersection of 17th Ave and Harrison St could involve any number of 
options, including an increase in the intersection's capacity, improved local connectivity, and 
parallel routes to decrease demand at the intersection. The City should work with ODOT and 
Metro to create a solution to maintain operational levels at this intersection while minimizing 
possible negative impact of any improvements to the intersection. Any improvement 
recommended by the Highway 224/99E Refinement Plan should also include improvements to 
this intersection. 
McLoughlin Blvd and River Rd 
Without improvements, the intersections of McLoughlin Blvd with 22nd Ave and River Rd would 
both operate at unacceptable levels during the PM peak hour in 2030. A sketch-level 
operational analysis conducted for two potential improvement alternatives found that either 
would improve the intersection to the point of meeting operational mobility standards. The two 
alternatives are described below. 
• Alternative 1: One possible improvement would leave the intersection of McLoughlin Blvd 
and 22nd Ave open in its current configuration. The intersection of McLoughlin Blvd and 
River Rd would require a second northbound left-turn lane and additional right-of-way to 
operate within ODOT standards (a V/C ratio of 0.99). This option would not improve the 
operations of the intersection (the V/C ratio) as much as with the first option, because the 
current geometry requires an exclusive pedestrian phase that limits the intersection 
operations for motor vehicles.13 However, this alternative would be less disruptive and is 
preferred by the Island Station Neighborhood District Association. 
• Alternative 2: The second alternative would involve consolidating the three intersections 
into one. Currently, vehicles turning from 22nd Ave onto McLoughlin Blvd are limited to right-
in and right-out turns. River Rd has one shared lane to access McLoughlin Blvd, and 
vehicles access River Rd from McLoughlin Blvd via Bluebird St. The consolidation of the 
three intersections would greatly decrease the number of access points (and conflict points) 
to McLoughlin Blvd, and therefore result in safer, more efficient operations. To improve 
operations to acceptable standards, a second northbound left-turn to access McLoughlin 
Blvd would be necessary at this new intersection. 
13 It should be noted that ODOT STIP project titled "OR99E: Kellogg Creek - MP 9.19" (key# 12855) will eliminate the 
exclusive pedestrian phase and provide signal interconnection between the River Rd intersection and the intersection 
of McLoughlin Blvd at Washington St. This project is scheduled for construction in 2007. 
Milwaukie Transportation System Plan 
Chapter 8: Auto Street Network Element 
Page 8-19 
December 4, 2007 
Highway 224 
All but two of the study intersections along Highway 224 are projected to exceed ODOT's V/C 
ratio requirements during 2030 peak hour operations. Both short-term and long-term solutions 
are necessary to achieve an acceptable level of mobility on Highway 224, while allowing for 
cross-city connectivity. 
Short-Term Solutions 
Short-term solutions are designed to relieve congestion at multiple intersections. They may not 
completely alleviate congestion, but can be implemented with relatively low cost at specific 
locations (versus the generally high cost, large-scale long-term solution). The intersections of 
Harrison St at Highway 224 and Oak St at Highway 224 are the two locations for short-term 
solutions. The short-term solution is to provide signal-protected left turns. This would require 
three types of changes: signal phasing, optimizing the signal timing to balance mobility and 
cross-street connectivity, and some physical modifications at the Harrison St intersection. The 
physical changes would convert the existing shared through/left turn lanes at Harrison St into 
left turn lanes and restripe the intersection as necessary to align the left turn lanes. The 
intersection of Highway 224/Oak St already has left-turn lanes on Oak St and would not require 
restriping. ODOT approval would be required for modifications to both intersections. A detailed 
traffic study would be required to ensure that the new phasing does not detrimentally affect the 
intersection operations and a signal progression study would be required. 
Modifying the intersection of Highway 224 and 37th Ave may be an additional short-term 
improvement. The northern leg of the intersection of Highway 224 and 37th Ave is difficult 
because 37th Ave currently splits just north of the highway into 37th Ave and International Way. 
This geometric layout is confusing and increases the potential for possible conflicts. The 
consolidation of these two approaches into one would improve safety and traffic operations by 
creating a simpler intersection with one northern approach. 
Long-Term Solutions 
Long-term solutions for Highway 224 need to address mobility along the corridor and cross 
street connectivity within the city. A number of alternatives have been developed as a starting 
point for long-term solutions for Highway 224. These alternatives are not all-inclusive and are 
meant to serve as an example of possible improvement options. 
• Alternative 1—Seven-Lane: The Highway 224 seven-lane cross section alternative would 
involve increasing the number of through lanes for each direction from two to three, 
beginning north of Harrison St to south of Lake Rd. This option would require the acquisition 
of right-of-way, and increase the crossing distance at the intersections. It would solve the 
future operational deficiencies at the study intersections out to 2030. 
While widening Highway 224 does allow for adequate intersection operations at study area 
intersections, it would create an even greater barrier to local connectivity. For this reason, 
some additional alternatives were evaluated to help reduce the potential side street delay 
and improve the potential east/west connectivity across Highway 224. 
• Alternative 2—Modified Split Diamond Interchange: Construction of a modified split 
diamond interchange between Harrison St and 37th Ave would involve elevating Highway 
224 from Harrison St to 37th Ave and constructing two tight urban interchanges (which 
require less right-of-way space than standard freeway interchanges), Monroe St and Oak St 
would pass under Highway 224 with a frontage road under Highway 224 to connect between 
Harrison St and 37th Ave. To improve connectivity within the city, this option includes the 
construction of an at-grade rail crossing along Monroe St and the extension of Monroe St to 
Milwaukie Transportation System Plan 
Chapter 8: Auto Street Network Element 
Page 8-20 
December 4, 2007 
32nd Ave. This configuration allows for much better intersection operations due to the 
removal of the Highway 224 traffic through the intersections. A planning-level operational 
analysis revealed that the intersections would operate within the state's mobility standards. 
• Alternative 3—Highway 224 Overpass/Underpass: Grade separation of the highway 
would improve the localized intersection operations, but would divert traffic bound for or 
leaving Highway 224 to other streets. An overpass over Highway 224 could be placed at 
several locations, including Harrison St, Freeman Way and International Way/37th Ave. An 
option to the overpasses would be to construct Highway 224 below grade with City streets 
passing over the highway. This alternative improves intracity connectivity by removing the 
barrier effect caused by Highway 224. 
Highway 224/99E Refinement Plan 
The City and ODOT should complete a Refinement Plan to evaluate the problems in the 
Highway 224 and 99E corridor, and identify specific projects to solve them. This plan should 
focus on an influence area that includes McLoughlin Blvd from Tacoma St to 17th Ave, and 
Highway 224 from McLoughlin Blvd to Lake Rd. The Refinement Plan needs to address the 
projected intersection deficiencies and meet the goals of both ODOT and the City of Milwaukie. 
The goals of this TSP direct the City to reduce the highway's barrier effect for all modes through 
an increased level of connectivity across the facility. 
The 2004 Regional Transportation Plan presents the regional perspective on a future Hwy 
224/99E corridor Refinement Plan, which should serve as the starting point for the Refinement 
Plan. According to the RTP, this corridor plan should address the following design 
considerations:14 
• Institute aggressive access management throughout corridor, including intersection grade 
separation along Highway 224 between Harrison St and I-205. 
• Design access points to McLoughlin Blvd and Highway 224 to discourage traffic spillover 
onto Lake Rd, 34th Ave, Johnson Creek Blvd, 17th Ave and Tacoma St. 
• Monitor other local collector routes and mitigate spillover effect from congestion on 
McLoughlin Blvd and Highway 224. 
• Expand highway capacity to a total of three general purpose lanes in each direction from 
Harold St to I-205, with consideration of express, HOV lanes or peak period pricing for new 
capacity. 
• Provide a more direct transition from McLoughlin Blvd to Highway 224 at Milwaukie to orient 
long trips and through traffic onto Highway 224 and northbound McLoughlin. 
• Provide improved transit access to Milwaukie and Clackamas regional centers, including 
rapid bus in the short term, and light rail service from Clackamas regional center to Central 
City in the long term. 
The goal of the Refinement Plan would be to achieve these regional goals while simultaneously 
meeting Milwaukie's transportation goals, as described in this TSP. 
14 See RTP; Ch. 6, p.6-36. 
Milwaukie Transportation System Plan 
Chapter 8: Auto Street Network Element 
Page 8-21 
December 4, 2007 
RECOMMENDATIONS 
To meet the TSP goals and policies outlined in Chapter 2, the City should take the following 
steps for improving the auto street network: 
• Manage and improve the entire roadway system consistent with the City's transportation 
policies and street classifications. 
• Work with ODOT and Clackamas County to implement their access control standards on 
their facilities to reduce conflicts among vehicles and trucks, as well as conflicts between 
vehicles and pedestrians. 
• Identify local street system improvements that are cost-effective in improving state facility 
conditions. These projects could be candidates for State financial assistance. 
• Work with Metro to develop travel forecasts for the City that are used to assess future 
regional travel needs. The City will participate in verifying housing and employment 
forecasts to be used when Metro updates the Regional Transportation Plan. 
• Coordinate with ODOT regarding implementation of the Oregon Highway Plan for 
expressways and Special Transportation Areas. 
Changes to Functional Classification 
Three streets are recommended to be reclassified with the adoption of this TSP. For each, the 
updated classification would better correspond with the existing and planned land uses 
surrounding each street. International Way, the primary access street in the Business Industrial 
zone north of Highway 224, should be upgraded from Local to Collector. Johnson Creek Blvd 
from 40th Ave to Brookside (the section within Milwaukie city limits) should be downgraded from 
Arterial to Collector to better coordinate with the street's Neighborhood Collector designation in 
the City of Portland and reflect the low density residential land surrounding the corridor. 
McLoughlin Blvd (Hwy 99E) between Hwy 224 and the southern city limits should be classified 
as an Arterial, instead of a Regional Route. This change complies with regional designations 
and has ODOT concurrence. The updated classification of each road is reflected in Figure 8-3b. 
Master Plan 
The Motor Vehicle Master Plan is the list of projects needed to mitigate Motor Vehicle street 
network deficiencies. Figure 8-4 depicts the approximate locations of the Motor Vehicle Master 
Plan projects, which are also summarized in Table 8-8. This list is a "wish list" of motor vehicle 
related projects in Milwaukie. Some projects from the Master Plan were selected for inclusion in 
the Motor Vehicle Action Plan, which consists of projects that the community has identified as its 
top priorities for allocating and/or pursuing funding. As development occurs, streets are rebuilt, 
or other opportunities arise, projects on the Master Plan should be addressed. 
The planning-level cost estimates in Table 8-8 are based on general unit costs for transportation 
improvements, but do not reflect the unique project elements that can significantly add to project 
costs. For each of these projects, the City will refine the cost estimate to include right-of-way 
requirements and costs associated with special design details at the time of development. 
Milwaukie Transportation System Plan 
Chapter 8: Auto Street Network Element 
Page 8-22 
December 4, 2007 
Transportation 
System Plan 
FIGURE 8-4 
AUTO STREET NETWORK 
MASTER PLAN 
December 2007 
LEGEND 
Proposed Street Network Improvements 
Roadway Widening Project ( • ) 
Travel Route Improvement ( • ) 
Intersection 
Improvement 
Rail Crossing 
Improvement 
Corridor Refinement Plan 
ajor Roads 
Streets 
Railroad 
• • • • Springwater Trail 
• • • • Kellogg Creek Trail 
County Line 
Parks 
Water 
I City Limits 
PROPOSED PROJECTS 
A Prohibit left turn movement at 17th Ave/McLoughlin Blvd and 
include in Refinement Plan 
B Signalize Harrison St/42nd Ave 
C Conduct Refinement Plan for HWY 99E/HWY 224 focused on motor 
vehicle and freight mobility. 
- HWY 99E Project Limits: Tacoma St to 17th Ave 
- HWY 224 Project Limits: HWY 99E to Lake Rd Interchange 
D Reconfigure intersection to consolidate 37th Ave/ 
Industrial Way 
E Add eastbound/westbound right turn lanes and integrate the 
trail crossing 
F Create westbound shared through/right lane; or 
Add eastbound right turn pocket 
G Implement protected/permitted phasing for northbound and 
southbound left turns 
H Widen Linwood Ave to standard three lane cross section 
Q Widen Railroad Ave to standard three lane cross section 
Redesign intersections of River Rd and 22nd Ave to 
consolidate intersections; or 
Add northbound left turn pocket on River Rd 
K Widen Harrison St to standard three-lane cross section 
L Add left turn-lanes and protected signal phasing on Harrison 
St approaches 
M Widen Lake Rd to standard three-lane cross section 
N Replace 3-way stop with signal when warranted and appropriate. 
(Coordinate with the City of Portland) 
o Enhance connection between King Rd and Harrison St 
P Add protected signal phasing on Oak St approaches 
Q Improve intersection/modify access at HWY 224 and Freeman Way 
R Enhance connection along Stanley Ave at King Rd 
S Enhance connection along Stanley Ave at Monroe St 
Implement railroad crossing safety and quiet zone project 
U Upgrade crossing to grade separated facility 
(dependant upon Harmony Rd Project findings) 
Table 8-8 Auto Street Network Master Plan Projects 
Map 
ID15 Priority Type Project Name Project Description From To 
Cost(s) 
$1,000s16 
A Med C McLoughlin Blvd 
Intersection 
Improvements at 17th 
Prohibit left turn movement from 17th Ave to 
northbound McLoughlin Blvd and include in Hwy 224 
& Hwy 99E Refinement Plan. 
Location specific Location specific $15 
B Med C Intersection 
Improvements at 42nd 
and Harrison 
Signalize intersection to facilitate dominant traffic 
flow. 
Location specific Location specific $252 
C High C Hwy 224 & Hwy 99E 
Refinement Plan 
Conduct refinement study that focuses on minimizing 
barrier effect and improving auto and freight mobility. 
Hwy 99E Project 
Limits: Tacoma St to 
17th Ave 
Hwy 224 Project 
Limits: Hwy 99E to 
Lake Rd Interchange 
$250 
D High C Hwy 224 Intersection 
Improvements at 37th 
Consolidate the two northern legs of 37th Ave and 
International Way into one leg at Hwy 224. 
Location specific Location specific $1,946 
E Med C Johnson Creek Blvd 
Intersection Improve-
ments at Linwood 
Add eastbound right turn lane and westbound right 
turn lane. 
Location specific Location specific $803 
F Med C Harrison Street 
Intersection 
Improvements at Main 
Add westbound shared through/right turn lane or 
eastbound right turn lane. 
Location specific Location specific $34 
G Med C Intersection 
Improvements at 
Linwood and King 
Implement protected/permissive left turn phasing for 
northbound and southbound approaches. 
Location specific Location specific $16 
H High C Linwood Avenue 
Capacity Improvements 
(north) 
Widen to standard three lane cross section. Widen 
bridge over Johnson Creek. 
Johnson Creek Blvd King Rd $8,500 
H High C Linwood Avenue 
Capacity Improvements 
(south) 
Widen to standard three lane cross section. King Rd Harmony Rd $11,400 
I High C Railroad Avenue 
Capacity Improvements 
Widen to standard three lane cross section. 37th Ave Linwood Ave $12,990 
15 See Figure 8-4. 
16 Project costs are in 2007 dollars. Future costs may be more due to inflation. Costing details can be found in the Technical Appendix. In the case of operational 
projects, estimated costs are for the entire 22-year planning period. 
Milwaukie Transportation System Plan 
Chapter 8: Auto Street Network Element 
Page 8-24 
December 4, 2007 
Map 
ID15 Priority Type Project Name Project Description From To 
Cost(s) 
$1,000s16 
J Med C McLoughlin Blvd 
Intersection 
Improvements at River 
Road 
Consolidate a single access point for the area at 
Bluebird St with full intersection treatment and 
signalization or add second northbound left-turn lane 
at River Rd. 
Location specific Location specific $898 
K Med C Harrison Street Capacity 
Improvements 
Widen to standard three lane cross section. 32nd S t 42nd S t $2,565 
L Med C Intersection 
Improvements at 
Harrison and Hwy 224 
Add left turn-lanes and protected signal phasing on 
Harrison St approaches. 
Location specific Location specific $20 
M Low C Lake Road Capacity 
Improvements 
Widen to standard three lane cross section. 21st Ave Oatfield Rd $7392 
N Low C Johnson Creek Blvd and 
42nd Avenue 
Signalization 
Replace 3-way stop with signal when warranted. Location specific Location specific $250 
O Med C Harrison Street and King 
Road Connection 
Enhance connection between King Rd and Harrison 
St 
King Rd Harrison St $53 
P High C Hwy 224 Intersection 
Improvements at Oak 
Add left turn-lanes and protected signal phasing on 
Oak St approaches. 
Location specific Location specific $20 
Q Low C Hwy 224 Access 
Modifications at Freeman 
Modify access at Freeman Way to improve 
intersection functioning. 
Location specific Location specific $1313 
R Low C Stanley Ave Connectivity 
at King 
Enhance connection along Stanley Ave at King Rd. Location specific Location specific $53 
S Low C Stanley Ave Connectivity 
at Monroe 
Enhance connection along Stanley Ave at Monroe St. Location specific Location specific $53 
T High C Railroad Crossing Safety 
and Quiet Zone Project 
Construct railroad crossing safety improvements at 
Oak St, Harrison St, and 37th Ave. 
Location specific Location specific $285 
U Low C Harmony Road Grade 
Separation and 
Realignment at Linwood 
Grade separate Harmony Road from Union Pacific 
Railroad and align as a through east-west movement. 
Outcome of alignment and geometry is dependant 
upon the Harmony Road Environmental Assessment 
project (scheduled for completion Fall 2008). 
Location specific Location specific $28,000 
Notes: 
C = Capital Project High = High priority 
O = Operational Project Med = Medium priority 
P = Policy Project Low = Low priority 
Milwaukie Transportation System Plan 
Chapter 8: Auto Street Network Element 
Page 8-25 
December 4, 2007 
Action Plan 
The Auto Street Network Action Plan identifies projects that can reasonably be expected to be 
funded with City funds by 2030, a requirement of the updated Transportation Planning Rule.17 
The Action Plan project list in Table 8-9 is the result of a multimodal project ranking process. All 
the modal master plan projects were ranked by the TSP Advisory Committee with consideration 
of the Working Groups' priorities, other public support for the project, and the project's 
implementation of the TSP goals and policies. 
Table 8-9 Auto Street Network Action Plan 
Project Name Project Description From To 
Direct 
Funding 
or Grant 
Match 
Hwy 224 & Hwy 99E 
Refinement Plan 
Conduct refinement study that 
focuses on minimizing barrier 
effect and improving auto and 
freight mobility. 
Hwy 99E Project 
Limits: Tacoma St to 
17th Ave 
Hwy 224 Project 
Limits: Hwy 99E to 
Lake Rd Interchange 
Match 
Railroad Avenue 
Capacity 
Improvements 
Widen to standard three lane 
cross section. 
37th Ave Linwood Ave Match 
Hwy 224 Intersection 
Improvements at Oak 
Add left turn-lanes and 
protected signal phasing on 
Oak St approaches. 
Location specific Location specific Direct 
Railroad Crossing 
Safety and Quiet Zone 
Project 
Construct railroad crossing 
safety improvements at Oak 
St, Harrison St, and 37th Ave. 
Location specific Location specific Direct 
REGIONAL TRANSPORTATION PLAN (RTP) COMPLIANCE 
The projects identified in the Master Plan list and further refined in the Action Plan list are in 
coordination with the Metro RTP goals for regional mobility and non-SOV modal targets. It is 
expected that the City would continue coordination with Metro and Clackamas County as other 
plans are updated to maintain consistency and coordination on projects that are regionally 
implemented. 
17 OAR Chapter 660, Department of Land Conservation and Development, Division 012, Transportation Planning, 
adopted on March 15, 2005, effective April 2005. 
Milwaukie Transportation System Plan 
Chapter 8: Auto Street Network Element 
Page 8-26 
December 4, 2007 
VL. _ * » 
91 Fr 
This chapter summarizes strategies to address the future needs of Milwaukie's freight system. 
The Freight Plan is intended to outline all freight needs over the next 20 years, develop projects 
to address those needs and identify costs for those projects. 
The quality of the local freight network, i.e., those transportation facilities necessary for the 
movement of bulk goods and materials, is essential to the economic health of the city. While all 
cities have some need for local delivery of goods, a majority of Milwaukie's employment is in the 
heavy manufacturing, warehousing, and distribution sectors. These employment sectors are 
dependent on the efficient movement of large quantities of both raw materials and products. A 
well-functioning and reliable system for the movement of freight into and out of Milwaukie 
contributes significantly to the City's ability to attract and retain industrial investment—and the 
jobs and tax proceeds that come with that investment. 
TSP GOAL AND POLICY FRAMEWORK 
Milwaukie has developed a set of goals to guide the development of its transportation system 
(see Chapter 2). Several of these TSP Goals guide Milwaukie's policies on freight access and 
connectivity, specifically the following: 
• Goal 1 Livability guides the City to protect residential neighborhoods from excessive noise 
and pollutants associated with freight transportation. 
• Goal 4 Quality Design calls for street designs that to support the streets' intended uses, 
including truck turning movements, as applicable. 
• Goal 5 Reliability and Mobility calls for maintaining traffic flow and mobility on arterial and 
collector roadways. 
• Goal 6 Compatibility directs the City to coordinate with ODOT to address improvements to 
the commercial railroad system and the State highway system within Milwaukie. 
• Goal 9 Economic Vitality calls for a safe and efficient freight system that facilitates the 
movement of goods. 
Milwaukie Transportation System Plan 
Chapter 8: Auto S t r e e t Network Element 
Page 8-1 
December 4, 2007 
NEEDS 
This section outlines the basic needs for freight in Milwaukie, based on existing deficiencies and 
future forecasting. 
Accessibility 
In Milwaukie the land uses that are most associated with freight movement are located north of 
downtown along Hwy 99E and in southeast Milwaukie along Hwy 224. The function of these 
highways in these areas is critical to serving the movement of freight and goods. Both of these 
industrial areas are accessible by truck and rail. While rail access tends to function well (despite 
limitations due to Union Pacific's scheduling priorities), truck access is constrained and is 
projected to become more problematic as traffic volumes increase in the future (see Chapter 8). 
A third industrial area in the city along Johnson Creek Blvd, though smaller than the others, is 
also highly constrained by the transportation system. 
The north Milwaukie industrial area (defined as the area south of city limits, west of the Union 
Pacific Railroad, east of 17th Ave and north of Highway 224) has limited access to and from Hwy 
99E. The eastern half of the area is particularly difficult to access: automobiles can only enter 
via the signalized intersections of Ochoco Street/ Highway 99E and Milport Rd/ Highway 99E. 
Left turns from Highway 99E at both of these locations are prohibited and right turns are allowed 
only at Ochoco Street. Together these restrictions force trucks to use the frontage roads of Main 
Street (on the east side of Highway 99E) and Frontage Rd (to the west of Highway 99E). 
Although restricted turn movements from Highway 99E in this area improve through-vehicle 
performance and reduces delay on Highway 99E, it forces freight vehicles to attempt difficult 
turning maneuvers and to travel out of their intended direction. 
The intersection configurations at and near the Hwy 99E/Milport Rd intersection limit the utility of 
the intersection. The two frontage roads are very close to Hwy 99E. The stacking distance on 
Milport Rd between Highway 99E and Frontage Rd is approximately 70 feet; the distance 
between Main Street and Highway 99E is just fifty feet, barely enough room to store one large 
trailer semi-truck. In addition, the alignment of the all-way stop control intersection of Main 
Street/Milport Rd makes it particularly difficult for trucks to turn from Main Street onto Highway 
99E. 
The International Way industrial area is north of Highway 224, between 37th Ave to the west, 
Lake Rd to the east, and Railroad Ave to the north. Access to and from the area is via three 
intersections: the signalized intersection of International Way, 37th Ave and Highway 224; a 
signalized intersection at Freeman Way and Highway 224; and a signalized intersection of 
International Way and Lake Rd, which is approximately 300 feet from the interchange of Lake 
Rd with Highway 224. As discussed in Chapter 8, the intersection at 37th Ave and Highway 224 
is not well configured. The two intersections on 37th Ave are approximately 70 feet apart, 
making it difficult for trucks to access Highway 224 because there is only space for one truck to 
wait for the signal to turn green and allow access to Highway 224. A second concern is the 
curvature of the approach to Harmony Rd and Lake Rd at the eastern end of International Way, 
which is difficult for trucks to maneuver. 
Ingress and egress to the third industrial area in Milwaukie, in the northeast corner of the city, is 
provided via Johnson Creek Blvd. Johnson Creek Blvd however, is limited to two axle-vehicles 
to the west of 45th Ave, effectively prohibiting heavy truck access to the west. The result is that 
trucks traveling to and from this area with origins or destinations in that direction must travel 
south via Linwood Ave, adding several miles of out-of-direction travel. 
Milwaukie Transportation System Plan 
Chapter 8: Auto S t r e e t Network Element 
Page 8-2 
December 4, 2007 
Connectivity 
Several significant regional facilities that provide for regional movement of freight are located, in 
part, within Milwaukie. These are most notably the Union Pacific Railroad's (UPRR) Brooklyn 
Sub mainline and the Highway 99E, and Highway 224 mobility corridor. Access to these 
facilities allows Milwaukie businesses to connect to the national transportation network via 
Brooklyn Yard and I-205. Informal surveys of industrial businesses have confirmed that most 
out-bound and in-bound heavy truck trips use I-205. While these regional facilities do provide 
mobility for local users, they are operated by ODOT and UPRR primarily for the benefit of 
regional through-movements. 
There is a need to minimize delay in accessing regional freight facilities. Milwaukie should 
acknowledge the need to serve those through-movements, while also striving to preserve and 
expand access for trips originating or terminating within the city. This is a primary concern for 
the north industrial area due to the out-of-direction travel required to access the area and the 
delays associated with leaving the area. 
In addition, local and regional freight system users would benefit from improvements in the 
connections between these regional routes. Currently Highway 99E and Highway 224 connect 
with a partial interchange that facilitates direct access between southbound Highway 99E to 
eastbound Highway 224, and westbound Highway 224 to northbound Highway 99E. Other 
movements are not directly accommodated and require vehicles to utilize city streets such as 
17th Ave (Highway 224 westbound to Highway 99E southbound) and Harrison Street (Highway 
99E northbound to Highway 224 eastbound). 
Rail Crossings 
The majority of the at-grade rail crossings in Milwaukie are constructed of asphalt. This surface 
material becomes uneven and deteriorates more quickly than concrete or rubberized materials 
that are more commonly used at railroad crossings. Elderly and disabled citizens, as well as 
adults with baby strollers, are experiencing difficulties walking across the asphalt railroad 
crossings. Bicyclists may also have difficulty crossing the railroad tracks at these locations. 
These are of primary concern on arterials and collectors, where vehicle traffic is the heaviest 
and the asphalt material deteriorates at a faster rate. 
As discussed in Chapter 8, all at-grade rail crossings, regardless of materials, cause 
interruptions to the transportation network. These are particularly acute at crossings such as the 
UPRR crossing of Harrison Street and the UPRR crossing of Harmony Rd, where frequent train 
crossings interrupt important auto circulation routes and impact emergency services. 
Truck Maneuverability 
Truck turning movements are difficult due to intersection alignments and/or geometries at 
several locations, including the Main Street and Omark Dr intersections with Mailwell Dr. 
Neighborhood Livability 
Heavy vehicles and trains frequently create real and perceived neighborhood impacts. The 
impacts include noise, vibration, safety, aesthetics, and air quality. They are particularly 
noticeable when trains or trucks pass through or near residential neighborhoods. 
Milwaukie Transportation System Plan 
Chapter 9: Freight Element 
Page 9-3 
December 4, 2007 
RECOMMENDATIONS 
Strategies 
To address the needs described above, the City will pursue the following strategies. 
Accessibility 
Several alternatives for improving truck access and local circulation in the North Milwaukie 
industrial area were examined during the preparation of this Transportation System Plan 
update. The purpose of this detailed analysis was to develop and analyze various alternatives to 
improve access and circulation for freight to and from this area. The work was conducted with 
an awareness of the potential impacts that the Portland-Milwaukie light rail project could have 
on access to the area. To help develop alternatives that would meet the access and circulation 
needs of this area, a separate sub-group of the Freight Working Group was established to help 
develop a problem statement, goal statement, and evaluation criteria to help guide the 
development and analysis of the various alternatives. 
The preferred alternative among the participants of the sub-group was the construction of an 
overpass of Highway 99E at Ochoco Street with alternative access to Highway 99E via on/off 
lanes, and restricting access at Milport Rd to right-out movements, in concert with a "Tillamook" 
branch alignment of light rail. The detailed analysis for this process can be found in the 
Technical Appendix of this TSP. Because this access issue sits within the larger question of the 
best design of the Hwy 99E/Hwy 224 corridor, the Freight Working Group recommended 
forwarding these findings to a future Highway 99E/224 Corridor Refinement Plan, rather than 
including a specific improvement or set of improvements in the TSP Master Plan. 
Rail Crossings 
Improving the quality of the materials at at-grade crossings and pursuing the grade separation 
of key crossings, such as the UPRR and Harrison Street, and the UPRR and Harmony Rd 
crossings, are included in the master plan. The City should not support the introduction of any 
new at-grade heavy rail crossings in the city. 
Truck Maneuverability 
Intersections that are part of the local freight network or provide access to regional facilities 
ought be designed to fully accommodate truck turning maneuvers. As part of new design 
guidelines, the City should adopt clear standards for adequate turning radii, lane widths and 
other geometric requirements of heavy vehicles for those streets that are local preferred freight 
routes or internal circulation routes within industrial areas. The Master Plan includes a project to 
correct two Mailwell Dr intersections that are currently problematic for truck maneuvers. 
Neighborhood Livability 
In support of minimizing residential impacts, the City actively encourages all heavy vehicles to 
use, to the extent practical, the identified local freight routes. The rail crossing improvements 
described above also address livability issues. The rail crossing safety improvements, which 
could allow the creation of a "Quiet Zone," included in the Auto Street Network Master Plan 
would also reduce the negative impacts of freight facilities on residential areas. 
Milwaukie Transportation System Plan 
Chapter 8: Auto S t r e e t Network Element 
Page 8-4 
December 4, 2007 
Master Plan 
A list of potential freight projects was developed to meet the identified needs for freight. These 
projects form the basis for the Freight Master Plan. The Master Plan shown in Figure 9-1 and 
summarized in Table 9-1 is an overall plan and summarizes the "wish list" of freight related 
projects in Milwaukie. The projects on the Master Plan were then used to create a Freight Action 
Plan. The Action Plan consists of projects that the community identified as higher priority 
projects and that the City could reasonably expect to fund. As development occurs, streets are 
rebuilt and as other opportunities (grant programs) arise, other projects on the Master Plan will 
be pursued. 
The planning level cost estimates provided for each project are based on general unit costs for 
transportation improvements, but do not reflect the unique project elements that can significantly 
add to the estimated project costs. Each of these project costs will need further refinement to 
detail right-of-way requirements and costs associated with specific design details as projects are 
pursued. 
Milwaukie Transportation System Plan 
Chapter 9: Freight Element 
Page 9-5 
December 4, 2007 
Transportation 
System Plan 
B 17th Ave/HWY 224 
Upgrade intersection turning radii to better accommodate 
freight movements 
C Main St/Mailwell Dr 
Upgrade intersection turning radii to better accommodate 
freight movements 
D Mailwell Dr/Omark Dr 
Upgrade intersection turning radii to better accommodate 
freight movements 
E Harrison St/Union Pacific Railroad Crossing 
Upgrade crossing to grade separated facility (outcome of crossing 
dependant upon 99E/224 Refinement Plan findings) 
F HWY224/37th A ve 
Consolidate two northern legs of 37th Ave and Industrial 
Way into one leg at HWY 224. 
G Harmony Rd/Union Pacific Railroad Crossing 
Upgrade crossing to grade separated facility (outcome of 
crossing dependant upon Harmony Rd Project findings) 
H At-grade Railroad Crossing Material Upgrades 
Upgrade crossing paving material to concrete or rubberized material 
for longevity of crossing at: Harrison St, Monroe St, 
Washington St, Adams St, Oak St, and 37th Ave 
Table 9-1 Freight Master Plan Projects 
Map 
ID1 Priority Type Project Name Project Description From To 
Cost(s) 
$1,000s2 
A High C Hwy 224 & Hwy 99E 
Refinement Plan 
Conduct refinement study that focuses on minimizing 
barrier effect and improving auto and freight mobility. 
Hwy 99E Project 
Limits: Tacoma St to 
17th Ave 
Hwy 224 Project 
Limits: Hwy 99E to 
Lake Rd Interchange 
$250 
B Low C Hwy 224 Intersection 
Improvements at 17th 
Upgrade intersection turning radii to better 
accommodate freight movements. 
Location specific Location specific $50 
C Med C Intersection 
Improvements at Main 
and Mailwell 
Upgrade intersection turning radii to better 
accommodate freight movements. 
Location specific Location specific $50 
D Low C Intersection 
Improvements at Mailwell 
and Omark 
Upgrade intersection turning radii to better 
accommodate freight movements. 
Location specific Location specific $50 
E High C Harrison Street Railroad 
Crossing Separation 
Upgrade Harrison crossing of Union Pacific Railroad 
tracks to grade-separated facility. Assess as part of 
Hwy 224 & Hwy 99E Refinement Plan. 
Location specific Location specific $28,000 
F High C Hwy 224 Intersection 
Improvements at 37th 
Consolidate the two northern legs of 37th Ave and 
International Way into one leg at Hwy 224. 
Location specific Location specific $1,946 
G Low C Harmony Road Grade 
Separation and Realign-
ment at Linwood Avenue 
Grade separate Harmony Road from Union Pacific 
Railroad and align as a through east-west movement. 
Outcome of alignment and geometry is dependant 
upon the Harmony Road Environmental Assessment 
project (scheduled for completion Fall 2008). 
Location specific Location specific $28,000 
H Med C Railroad Crossing 
Improvements at 21st and 
Adams 
Upgrade paving materials to concrete or rubberized 
material to improve longevity and enhance for 
alternative modes. 
Location specific Location specific $50 
H Med C Railroad Crossing 
Improvements at 
Washington 
Upgrade paving materials to concrete or rubberized 
material to improve longevity and enhance for 
alternative modes. 
Location specific Location specific $50 
H Med C Railroad Crossing 
Improvements at Monroe 
Upgrade paving materials to concrete or rubberized 
material to improve longevity and enhance for 
alternative modes. 
Location specific Location specific $50 
1 See Figure 9-1. 
2 Project costs are in 2007 dollars. Future costs may be more due to inflation. Costing details can be found in the Technical Appendix. In the case of operational 
projects, estimated costs are for the entire 22-year planning period. 
Milwaukie Transportation System Plan 
Chapter 8: Auto S t r e e t Network Element 
Page 8-7 
December 4, 2007 
Map 
ID1 Priority Type Project Name Project Description From To 
Cost(s) 
$1,000s2 
H Med C Railroad Crossing 
Improvements at 
Harrison 
Upgrade paving materials to concrete or rubberized 
material to improve longevity and enhance for 
alternative modes. 
Location specific Location specific $50 
H Med C Railroad Crossing 
Improvements at Oak 
Upgrade paving materials to concrete or rubberized 
material to improve longevity and enhance for 
alternative modes. 
Location specific Location specific $50 
H Low C Railroad Crossing 
Improvements at 37th 
Upgrade paving materials to concrete or rubberized 
material to improve longevity and enhance for 
alternative modes. 
Location specific Location specific $50 
Notes: 
C = Capital Project 
O = Operational Project 
P = Policy Project 
High = High priority 
Med = Medium priority 
Low = Low priority 
Milwaukie Transportation System Plan 
Chapter 8: Auto S t r e e t Network Element 
Page 8-8 
December 4, 2007 
Action Plan 
The Freight Action Plan identifies projects that are reasonably expected to be funded with City 
funds by 2030, which meets the requirements of the updated Transportation Planning Rule.3 
The Action Plan project list is the result of a citywide project ranking process. All of the modal 
master plan projects were ranked by the TSP Advisory Committee after consideration of the 
Working Groups' priorities, other public support for the project, and how well each project 
implements the TSP goals and policies. The highest-ranking freight projects that are reasonably 
expected to be funded (see Chapter 13) are shown in Table 9-2. 
Table 9-2 Freight Action Plan 
Project Name Project Description From To 
Direct 
Funding 
or Grant 
Match 
Hwy 224 & Hwy 99E 
Refinement Plan 
Conduct refinement study that 
focuses on minimizing barrier 
effect and improving auto and 
freight mobility. 
Hwy 99E Project 
Limits: Tacoma St to 
17th Ave 
Hwy 224 Project 
Limits: Hwy 99E to 
Lake Rd Interchange 
Match 
3 OAR Chapter 660, Department of Land Conservation and Development, Division 012, Transportation Planning, 
adopted on March 15, 2005, effective April 2005. 
Milwaukie Transportation System Plan 
Chapter 8: Auto S t r e e t Network Element 
Page 8-9 
December 4, 2007 
10 
r 
Street Design Element 
This chapter describes the importance of street design, why it matters, and the street design 
options available in Milwaukie. This chapter also explores the benefits of a well-designed street 
and illustrates the relationship between street design, functional classification, and land use. 
Street design recommendations in this chapter are policy-based, not project-based. They direct 
the City to develop balanced and flexible street design standards that reflect the community's 
vision and include new and innovative design options. 
GOALS AND POLICIES 
Milwaukie has developed a set of goals to guide the development of its transportation system 
(see Chapter 2). Listed below are the specific TSP Goals that guide the City's policies on street 
design: 
• Goal 1 Livability guides the City to design and construct transportation facilities in a 
manner that enhances livability. 
• Goal 2 Safety guides the City to design safe transportation facilities. 
• Goal 4 Quality Design guides the City to design streets to support their intended users and 
calls for the development of street design standards that promote context-sensitive 
transportation facilities that fit the physical context, respond to environmental resources, and 
maintain safety and mobility. 
• Goal 6 Sustainability guides the City to take the natural environment into account when 
planning and designing transportation facilities. 
Milwaukie Transportation System Plan 
Chapter 8: Auto Street Network Element 
Page 8-10 
December 4, 2007 
STREET DESIGN 
What is Street Design 
A street's design determines how it will look and function. How a street looks and functions is 
ultimately dependent upon which street elements are included, their dimensions, and how they 
relate to each other. Street elements may include, but are not limited to: travel lanes, parking 
lanes, bicycle lanes, green zones,1 pedestrian facilities, traffic calming devices, and green street 
treatments. A street with two travel lanes and a gravel shoulder, for example, looks very 
different than one with four travel lanes and sidewalks. These two types of streets also function 
differently. The two-lane street likely has lower traffic volumes but, without pedestrian facilities, 
does not support safe pedestrian travel. The four-lane street likely has higher traffic volumes 
and, with sidewalks, supports safe pedestrian travel; however, without bike lanes, it probably 
does not support safe bicycle travel. 
Since different streets serve different purposes, a functional classification system, which is a 
hierarchy of street designations, provides a framework for identifying which street elements to 
include in a street's design. A street's functional classification does not dictate which street 
elements to include. It does, however, provide a framework for determining the size and type of 
street elements to consider. 
The City's functional classification system is used to balance the opposing needs for both 
mobility and access. These functions are opposing, since high speeds and continuous 
movement are desirable for mobility, while low speeds and traffic breaks are desirable for 
access to private property. Streets with a higher classification, such as arterial streets, 
emphasize a higher level of mobility for through-movement. They look and function very 
differently than streets with a lower classification, such as local streets, which emphasize the 
land access function. The different functional classifications are more fully discussed in Chapter 
8. 
Why Milwaukie Needs Street Design Options 
The City's street design standards are contained in and/or referenced by the Milwaukie 
Municipal Code (MMC) which is the City's main regulatory document. As required by the MMC, 
street design standards are applied to new streets and to existing streets when development 
triggers the need for additional public street improvements. Since the majority of land in 
Milwaukie has already been developed, street design standards are most frequently applied to 
existing streets, many of which were only partially improved when constructed.2 Many of the 
city's residential streets, for example, were constructed without bicycle, pedestrian, or 
stormwater facilities. Retrofitting an existing street with needed improvements is typically a 
much more complicated process, both in terms of design and construction, than constructing a 
new street. 
The City has some flexibility when applying its existing design standards. However, that 
flexibility is limited to reducing the size of individual elements by a foot or two, which is often 
insufficient when retrofitting an existing street with new improvements. Moreover, the addition, 
alteration, or elimination of most street elements requires extensive review. When this type of 
review occurs, the City's existing design standards fail to provide decision makers with any 
design guidance. They identify the elements that should be included and their required and 
minimum allowed dimensions. However, they fail to identify which elements are most important 
1 The green zone is the area between the curb and sidewalk and is commonly called a landscape strip. 
2 Partially improved streets are often referred to as incomplete streets. 
Milwaukie Transportation System Plan 
Chapter 8: Auto Street Network Element 
Page 8-185 
December 4, 2007 
to include when right-of-way is insufficient or which elements are most appropriate to alter or 
eliminate in certain situations. 
In addition to the lack of flexibility and design guidance, the City's existing street design 
standards don't allow for more innovative types of designs, such as skinny streets, green 
streets, and alternative pedestrian facilities, all of which the community strongly supports. Green 
street development, in particular, has far reaching benefits for the region and the city. In addition 
to reducing stormwater runoff to streams and rivers, which improves water quality and wildlife 
habitat in general, green street development would help recharge the local aquifer, the city's 
main water supply. 
For these reasons, the City needs more flexibility when applying existing street design 
standards, more design guidance, and more street design options. Three of the main reasons 
are summarized below. 
• When making improvements to existing streets, existing street design standards often need 
to be modified to "fit" the existing street conditions. 
• Even when a typical street design would work, more environmentally friendly designs and 
alternative pedestrian facilities may be appropriate. 
• More design flexibility and options would enable the City to allow street improvements that 
respond to the character of the surrounding natural and built environments. 
The City recognizes the diversity of public opinion and development patterns that exist within 
Milwaukie and acknowledges that street design should not be a "one size fits all" approach. The 
City should have multiple street design options that support a street's intended users and its 
functional classification while also responding to adjacent land uses, neighborhood character, 
and environmental considerations. 
Why Street Design Matters 
Streets are the cornerstone of our transportation network. They are used by all modes of travel 
for a wide variety of commercial, recreational, and travel purposes. Since they traverse the 
entire city they also greatly influence neighborhood character. Street design matters because 
well-designed streets are a significant community asset. Poorly designed streets, on the other 
hand, can have a detrimental effect on commercial activities, recreational opportunities, 
personal mobility, emergency response, and property values. Since the design of a street is so 
closely tied to how it performs and how people experience the city, it is important for the City to 
carefully consider how it wants its streets to look and function and to design them accordingly. 
Benefits of Good Street Design 
The benefits of good street design occur on many levels. Benefits vary depending on the 
function of the street and the type of design implemented, but may include: 
• Improved livability 
• Increased safety for pedestrians, cyclists, drivers, and transit riders 
• Increased pedestrian and bicycle activity 
• Increased social and recreational opportunities 
• Decreased environmental impacts through localized stormwater management or reduced 
stormwater runoff 
• Enhanced air and water quality 
• Street beautification 
• Increased property values 
Milwaukie Transportation System Plan 
Chapter 8: Auto Street Network Element 
Page 8-186 
December 4, 2007 
Many of these benefits come from enhancements to pedestrian and green zones, which are the 
areas between the curb (or edge of roadway where no curb exists) and the outer edge of the 
right-of-way (see Figure 10-1). The green zone acts as a buffer between motor vehicle traffic 
and pedestrian traffic. This buffer area increases pedestrian comfort and safety, reduces the 
affect of road spray on pedestrians, allows for more separation between pedestrians and vehicle 
exhaust fumes, and when combined with mature street trees, can reduce vehicle speeds by 
giving the appearance of a narrower street. Reduced vehicle speeds are a safety benefit for all 
modes of travel, and an environment that supports walking creates opportunities for social 
contact, reduces motor vehicle reliance, and contributes to healthier and more active 
communities. 
As its name implies, the green zone provides a space for street trees and other plantings that 
benefit the environment through improved air and water quality. When appropriately designed, 
green zone plantings can also manage local stormwater runoff, which reduces the 
transportation system's impact on local streams and rivers. The green zone also provides a 
space for placement of utilities, fire hydrants, and other street furniture, so that the sidewalk can 
remain uncluttered, allowing for unimpeded pedestrian passage. Additionally, this area can be 
used for the placement of transit shelters and benches, which increases the safety and comfort 
of transit users. 
STREET DESIGN ELEMENTS 
The purpose of this chapter is to create a street design policy framework that will guide the 
development of design standards that better meet the needs and values of the community. The 
first step in this process is to describe the different street elements, which are listed below. This 
is followed by a discussion about which elements are optional and which are required (see the 
Street Design Cross Sections section) and what alternative design options are available and 
preferred by the community (see the Street Design Alternatives section). 
All streets are composed of a number of different elements; however, not all elements are 
included on all streets. A street's functional classification, adjacent land uses, and available 
right-of-way width all influence which elements are included. When a specific element is 
included, it is generally located in the same location on the street relative to other elements. 
However, an element's design, dimension, and relationship to adjacent elements can and 
should vary depending upon neighborhood character, traffic management needs, and/or social, 
cultural, or environmental factors. 
The following is a description of the different street elements or zones that comprise most 
streets. 
Development Zone 
The development zone is not in, but adjoins, the public right-of-way. In commercial or industrial 
zones, a building face may clearly define the edge of the right-of-way. In residential zones, the 
outer edge of the right-of-way is often not clearly or accurately marked. Access to the 
development zone is almost always through the public right-of-way in the form of a driveway or 
sidewalk. 
Milwaukie Transportation System Plan 
Chapter 8: Auto Street Network Element 
Page 8-187 
December 4, 2007 
Pedestrian Zone 
The pedestrian zone is the public space between the development zone and the green zone. 
This area should support pedestrian activities by providing a comfortable space for walking, 
socializing, and accessing private property and buildings in the development zone. The needs 
for this space, its width and lighting, for example, depend upon the functional classification of 
the street and adjacent land uses. In general, pedestrian zones should be wider in dense 
commercial zones and on streets with high traffic volumes and speeds and may be narrower on 
local streets with low traffic volumes. 
A typical pedestrian zone is at least five feet wide when adjacent to a green zone and at least 
six feet wide when adjacent to a street zone. 
Green Zone 
The green zone is the public space that separates the pedestrian zone from the street zone. It 
functions as a buffer between pedestrians and motor vehicle, bicycle, and other street zone 
users. It also offers a place to locate street trees, bike racks, street furniture, transit amenities, 
utilities, and plantings designed to manage stormwater runoff. The green zone can provide 
visual appeal for all users by balancing the hard concrete and asphalt surfaces from which a 
street is constructed. A green zone with mature street trees has the added benefit of framing the 
street and shielding pedestrians from the elements. 
A typical green zone is at least five feet wide. 
Street Zone 
The street zone may contain many or few elements, depending on its functional classification. 
Typical elements include parking lane(s), turning lane(s), travel lane(s), and bike lane(s) or 
mixed vehicle lane(s) that include bicycles. Skinny streets or one-way streets offer different 
street zone variations as well. In general, the street zone serves as a conduit for mobility and 
access to private property. Streets that serve an important mobility function (e.g., Arterials and 
Collectors) are typically wider than streets that primarily exist to provide access to property (e.g., 
Local). 
Typical lane widths: 
• Parking lane, 6-8 ft 
• Bicycle lane, 5-6 ft 
• Travel lane, 9-12 ft3 
• Shared travel lane, 14-16 ft 
In addition to vehicle and bicycle traffic, the street zone also contains pedestrian traffic at street 
intersections and mid-block pedestrian crossings. To enhance pedestrian safety at intersection 
crosswalks and mid-block locations, crossing locations should be visible and clearly understood 
by both drivers and pedestrians. The street zone may also contain green street treatments or 
traffic management devices to slow traffic or deter cut-through traffic. (See Chapter 11 for 
additional discussion of neighborhood traffic management.) 
3 A typical travel lane is between 10 and 11 feet wide. Narrower lane widths are appropriate on lower-volume streets; 
wider lane widths are appropriate on higher-volume streets and on freight and transit routes. 
Milwaukie Transportation System Plan 
Chapter 8: Auto Street Network Element 
Page 8-187 
December 4, 2007 
STREET DESIGN CROSS SECTIONS 
Figure 10-1 contains cross sections for four of the City's street functional classifications. Since 
this TSP update has identified a need for a more flexible approach to street design, this figure 
lays the foundation for more flexible design standards. Street design elements marked with 
asterisks are optional when right-of-way width is insufficient to include all elements. Elements 
not marked with asterisks are required under all circumstances. The local and neighborhood 
street cross section, for example, indicates that, at a minimum, one travel lane and one 
pedestrian facility is required if there is truly insufficient right-of-way width to accommodate any 
other elements. 
The local and neighborhood cross section also includes a skinny street option since a skinny 
street can contain all of the same elements as a local or neighborhood street. The difference 
between a skinny street and a local or neighborhood street is that a skinny street typically has 
narrower elements and/or overlapping parking and mixed travel zones. 
Variations to these cross sections may also be welcomed and/or required by the City when: 
• Environmentally beneficial or green street treatments are proposed or needed. 
• A street is an identified bikeway or pedestrian walkway in the TSP master plan. 
• Existing structures are unusually close to the right-of-way. 
The cross sections in Figure 10-1 are shown without dimensions, as the intent is to provide a 
policy framework—not specific design details—for the development of more flexible street 
design standards that will be adopted as a separate regulatory document at a later date. At that 
time the City will need to identify preferred and minimum dimensions for each street element. It 
will also be necessary for the City to develop a design prioritization approach that identifies 
which elements to reduce and/or eliminate when sufficient right-of-way width is not available. 
Milwaukie Transportation System Plan 
Chapter 8: Auto Street Network Element 
Page 8-187 
December 4, 2007 
Local and Neighborhood Streets 
(Includes Skinny Street Option) 
I 
Street Zone 
DKSAssociates 
LEGEND 
Information Sources: DKS Associates 
-Constrained Right-of-Way Optional Element 
^-Where Warranted 
STREET DESIGN CROSS SECTIONS 
BY FUNCTIONAL CLASSIFICATION 
FIGURE 
10-1 
STREET DESIGN ALTERNATIVES 
Pedestrian Facilities 
Three pedestrian facility design alternatives are shown in Table 10-1. 
Table 10-1 Pedestrian Facility Design Alternatives 
Design Alternative Description 
Vertical and Horizontal 
Separation 
Separation from the street zone both 
vertically by a curb and horizontally by a 
green zone. This design alternative can 
incorporate green street treatments as 
outlined in the following section on green 
street design. 
Horizontal Separation Separation from the street zone 
horizontally by a green zone or other 
horizontal element or barrier. The 
pedestrian zone is at the same grade as 
the street zone. This design alternative can 
incorporate green street treatments as 
outlined in the following section on green 
street design. 
Vertical Separation Separation from the street zone vertically 
by a curb. The pedestrian zone is located 
"curb tight" against the street zone with no 
horizontal separation. Pedestrians could 
still be buffered from vehicular traffic in the 
street zone by on-street parking and/or 
bicycle lanes. If wide enough, this design 
alternative could incorporate tree wells for 
street trees. 
Source: DKS Associates 
Vertical and horizontal separation is the community preferred pedestrian facility design in most 
situations and especially on streets with higher traffic volumes and speeds. Where traffic 
volumes and speeds are low, horizontal separation is preferred by the community over vertical 
separation, especially in neighborhoods that desire a less traditional sidewalk design. Two-sided 
pedestrian facilities are preferred, but one-sided pedestrian facilities are acceptable and even 
desirable under certain circumstances. When developing pedestrian facility design standards, it 
will be essential that the City identify the circumstances and the process by which one design 
alternative is chosen or required over another. 
It is worth noting that the two preferred pedestrian facility designs include a green zone. In 
addition to horizontally separating pedestrians from the street zone, the pedestrian facilities that 
include a green zone are preferred because of the additional aesthetic and environmental 
benefits the green zone provides pedestrians and the street as a whole. 
Green Streets 
A traditional stormwater management system for a street uses a curb and gutter to capture and 
convey stormwater runoff to a catch basin and then a pipe. Piped runoff is then discharged 
offsite into a stream or river. A green street uses a different stormwater management approach. 
Instead of discharging stormwater offsite, a green street incorporates a stormwater 
management system into the right-of-way that allows most stormwater runoff to remain onsite, 
Milwaukie Transportation System Plan 
Chapter 8: Auto Street Network Element 
Page 8-187 
December 4, 2007 
where it is absorbed and cleansed through natural biological processes. Green street 
treatments capture and treat stormwater runoff locally, thereby protecting streams, groundwater, 
and wildlife habitat. Additionally, since Milwaukie's water supply comes from local wells, it is in 
the city's best interest to incorporate green zones and green street treatments into its streets as 
much as possible to protect and maintain the local groundwater supply—a vital city resource. 
Most green street treatments have all of the benefits associated with the green zone but require 
regular maintenance to maintain their functionality and appearance. However, unlike traditional 
piped stormwater systems, maintenance usually does not require specialized equipment or 
training. Since some treatments can easily be incorporated into green zones, center medians, or 
the area usually occupied by parking lanes, streets can often be retrofitted with green street 
treatments without having to substantially alter any existing street elements or the right-of-way 
width. 
Green street treatments are not dependent upon functional classification and can be 
incorporated into all street types. Table 10-2 below shows the different green street treatments 
and the zones in which they may be applicable. 
Table 10-2 Green Street Design Treatments4 
Treatment Application How it Works 
Application Zone 
Pedestrian Green Street 
• Recommended • Optional 
• Not Recommended 
Rainwater 
Harvesting 
Aboveground or 
subgrade containers 
that capture and reuse 
stormwater runoff for 
landscape irrigation. 
Stormwater is 
conveyed to storage 
facilities during the wet 
season for use during 
the dry season. 
• • • 
Permeable 
Paving 
Replacement of 
impermeable surfaces 
with permeable 
materials, such as 
permeable pavement, 
concrete, or paving 
blocks. 
Permeable materials 
allow water infiltration 
through the surface to 
the subgrade. • • • 
Bio-retention 
(Raingardens) 
Aboveground or 
subgrade containers 
that promote infiltration 
and evapotranspiration 
of stormwater. 
Engineered or 
amended soils and 
vegetation are used to 
promote these 
processes. 
• • • 
Bio-swales Subgrade channels 
with vegetation that 
convey and treat 
stormwater. 
Vegetation is used to 
control flow velocities 
and settle pollutants. • • • 5 
When developing green street design standards, it will be essential that the City identify the 
circumstances under which green street treatments would be required or recommended. 
4 The soils within an area where green street treatments could be implemented need to be tested to determine the 
rate of infiltration they can sustain. In addition to green street treatments, traditional stormwater management facilities 
need to be designed to control overflow if the capacities of the green street treatments are exceeded. 
5 With the exception of medians. 
Milwaukie Transportation System Plan 
Chapter 8: Auto Street Network Element 
Page 8-187 
December 4, 2007 
Additionally, the City should ensure that green street treatments receive ongoing maintenance 
to preserve their functionality and appearance. 
Skinny Streets 
A skinny street is narrower than a normal street and is typically constructed when less paved 
surface area is desired or in areas with limited rights-of-way or physical constraints. Skinny 
street designs are typically only considered for streets that have lower traffic volumes and 
speeds, such as local or neighborhood streets, or in one-way couplet situations. Skinny streets 
function like regular streets and often have the following additional benefits: 
• Slower vehicle speeds 
• Enhanced bicycle and pedestrian safety due to slower vehicle speeds 
• Reduced right-of-way impacts on adjacent properties 
• Reduced stormwater runoff and other environmental impacts due to reduced impervious 
surface area 
For emergency service personnel to be able to respond to emergencies in a timely manner, the 
Fire Code recommends that street zones have a minimum width of 20 feet to allow for passage 
and equipment set up.6 Solid waste collectors and delivery trucks have similar needs. 
Figure 10-2 illustrates three possible skinny street design options. These design options include 
parking on both sides of the street, parking on one side of the street, or parking on neither side 
of the street. The design option with parking on both sides of the street requires the widest 
paved street zone, and the design option with no parking requires the narrowest paved street 
zone. The design options with parking have overlapping travel and parking lanes. As a result, 
queuing may be required, which is where one vehicle waits in an open parking area or driveway 
for the other vehicle to pass. 
Figure 10-2 Skinny Street Design Options 
Parking on Both Sides Parking on One Side No Parking 
When developing skinny street design standards, it will be essential that the City identify under 
what circumstances skinny street designs would be required or recommended. 
Neighborhood Street Design Guidelines, An Oregon Guide for Reducing Street Widths. State of Oregon. November 
2000. 
Milwaukie Transportation System Plan 
Chapter 8: Auto Street Network Element 
Page 8-187 
December 4, 2007 
RECOMMENDATIONS 
In summary, the recommended actions and policy directions listed below call for the City to 
develop balanced and flexible street design standards that reflect the community's vision and 
that include new and innovative design options, including green streets, skinny streets, and 
alternative pedestrian facility designs. 
Design Standards 
Recommended Action 
Develop a baseline cross section for each street functional classification (with preferred 
dimensions for all street elements) and a street design prioritization approach when the baseline 
elements do not fit. Develop street design standards for green streets, skinny streets, and 
alternative pedestrian facilities and identify under what circumstances alternative designs would 
be required or recommended. Develop a list of alternative materials, such as permeable pavers, 
and identify situations in which alternative materials would be suitable and desirable. 
Policy Direction 
• Build more flexibility into street design standards to allow for local design preferences and to 
avoid costly and time-consuming variance process requirements. 
• Balance citywide needs, local design preferences, and best practices when developing 
street design standards. 
• Provide for public involvement in the development of street design standards and during the 
design phase of street-related Capital Improvement Projects. 
• Consider maintenance costs and issues when developing design standards. 
• Develop design standards, including alternative designs that accommodate emergency 
response routes and needs. 
• Require a minimum of one-sided pedestrian facilities on all streets. 
• Require green zones and green street treatments where appropriate and practical. 
• Maintain design consistency along a street's length where appropriate. 
Green Zone and Green Street Plantings 
Recommended Action 
Develop a list of appropriate, low-maintenance plant species for use in green zones and green 
street treatments. Develop street tree replacement policies and regulations. 
Policy Direction 
• Ensure green zones and green street treatments are planted with appropriate, low-
maintenance species. 
• Preserve and expand the city's tree canopy 
Milwaukie Transportation System Plan 
Chapter 8: Auto Street Network Element 
Page 8-187 
December 4, 2007 
Maintenance 
Policy Direction 
• Ensure that green street treatments receive ongoing maintenance to preserve their 
functionality and appearance. 
• Ensure that landscaping in green zones and medians is properly maintained. 
• Ensure that street design elements and treatments function as intended. 
Milwaukie Transportation System Plan 
Chapter 8: Auto Street Network Element 
Page 8-187 
December 4, 2007 
I 
: •j-aetiiA 
11 Neighborhood Traffic Management Element 
Neighborhood traffic management is a term used to describe the many and varied traffic 
management approaches used to reduce the impacts of traffic volumes and speeds on 
residential neighborhoods and improve safety for pedestrians and bicyclists. This chapter 
describes the need for neighborhood traffic management, identifies tools that the City can use to 
slow and/or divert traffic, and outlines a process for implementing neighborhood traffic 
management measures. It is not the purpose of this chapter to identify streets in need of traffic 
management or to propose projects at specific locations. 
GOALS AND POLICIES 
Milwaukie has developed a set of goals to guide the development of its transportation system 
(see Chapter 2). Listed below are the specific TSP Goals that guide the City's policies on 
neighborhood traffic management: 
• Goal 1 Livability guides the City to protect residential neighborhoods from excessive 
through traffic and travel speeds while providing reasonable access to and from residential 
areas. 
• Goal 2 Safety guides the City to maintain a safe transportation system. 
• Goal 4 Quality Design guides the City to design streets to support their intended users and 
respond to the surrounding natural and built environments. 
The main benefits of effective neighborhood traffic management are improved livability and 
safety. Reduced vehicle speeds are a safety benefit for all modes of travel. Reduced cut-
through traffic improves livability through the reduction of vehicular noise, pollutants, and traffic 
volumes. Additionally, streets that are used in ways for which they weren't designed lead to 
congestion and safety hazards. 
NEEDS 
Most of the land within Milwaukie consists of residential neighborhoods. The city, with just over 
20,000 citizens, has a relatively small population compared to the surrounding Portland 
metropolitan area. Because of Milwaukie's proximity to the city of Portland, its employment 
centers, and the two major regional routes through the city (Highways 99E and 224), cut-
through traffic and speeding is an ongoing concern for citizens. Cut-through traffic most often 
occurs when congestion occurs on regional routes and major streets and nonlocal traffic goes in 
search of less congested or more direct routes. Speeding can occur under many different 
Milwaukie Transportation System Plan Page 11-1 
Chapter 11: Neighborhood Traffic Management Element December 4, 2007 
circumstances; however, the city has a number of streets that are relatively straight with few 
intersections or traffic control devices. These types of streets often invite speeding violations. 
Neighborhood traffic management is a means to address the negative impacts of unchecked 
traffic speed and volume on neighborhood streets. Effective use of neighborhood traffic 
management can address neighborhood needs and concerns, including, but not limited to, the 
following: 
• Speeding 
• Cut-through traffic 
• Bicycle and pedestrian safety 
• Student safety around school zones 
Student safety around school zones has been and continues to be a concern in Milwaukie 
neighborhoods. In 1995, the Milwaukie Traffic Safety Commission was charged with identifying 
and implementing school trip safety improvements in collaboration with schools, parent teacher 
organizations, neighborhood district associations, residents, and staff. The now defunct 
commission enacted many safety improvements, but not all recommended projects were 
pursued or implemented. This chapter does not recommend specific traffic management 
measures at specific locations, such as schools; however, Chapter 5 (Pedestrian Element) and 
Chapter 6 (Bicycle Element) recommend projects that directly address student safety. 
TOOLS 
There are many different measures available in the neighborhood traffic management "tool 
box," but not all of these measures are appropriate for all streets or in all situations. As with 
street design, traffic management measures need to take street functional classification, 
surrounding land uses, existing street design, emergency service provider access needs, and 
neighborhood preferences into account. 
Table 11-1 groups neighborhood traffic management measures into four categories and shows 
the recommended application based on street functional classification. The four categories are 
as follows: 
• Horizontal deflection (reduces traffic speeds) 
• Vertical deflection (reduces traffic speeds) 
• Volume control measures (reduces or diverts traffic volumes) 
• Other measures 
Most of the measures in the first three categories require physical changes to the street; 
whereas, most of the measures in the last category involve nonphysical changes such as 
signage, education, enforcement, speed monitoring trailers, and signal timing. 
Milwaukie Transportation System Plan 
Chapter 11: Neighborhood Traffic Management Element 
Page 11-11 
December 4, 2007 
Table 11-1 Neighborhood Traffic Management (NTM) "Tool Box" 
NTM Measure Description Example 
• Recommended 
• Optional 
• Not Recommended 
Functional Classification 
ia ri 
te rt 
< 
c e 
o 
o 
o o 
-£ B o 
-Q O 
ei 
e e r 
CO 
al 
c o 
e e 
CO >> 
CO 
Horizontal Deflection 
Bulbout Curb extension at an 
intersection that reduces the 
pedestrian crossing distance 
by bringing the curb out into 
the parking lane. Reduces 
speeds and increases 
pedestrian safety by 
reducing crossing distance. 
• • • 
Choker Mid-block pedestrian or 
landscaped curb extension 
that narrows the roadway. 
Reduces speeds and, if 
designed for pedestrians, 
increases pedestrian safety 
by reducing crossing 
distance. 
• • • 
Chicane Curb extensions or offsets 
along a portion of a roadway. 
Prevents drivers from taking 
a "straight shot" down the 
street, thereby reducing 
speeds. 
• • • 
Curvilinear 
Street 
Similar to a chicane. A street 
with a series of 25 MPH 
reverse curves along its 
length. Prevents drivers from 
taking a "straight shot" down 
the street, thereby reducing 
speeds. 
• • 
Milwaukie Transportation System Plan 
Chapter 11: Neighborhood Traffic Management Element 
Page 11-11 
December 4, 2007 
NTM Measure Description Example 
• Recommended 
• Optional 
• Not Recommended 
Functional Classification 
ia ri 
te rt 
< 
c e 
o 
o 
o o 
-£ B o 
-Q O 
ei 
e e 
a c o 
e e 
CO >> 
Skinny Street Street with narrower than 
normal travel lane widths. 
May involve overlap of 
parking and travel lanes. 
Reduces speeds and 
increases pedestrian safety 
by reducing crossing 
distance. 
• • • 
Center 
Median 
Median in the middle of the 
roadway that narrows the 
adjacent travel lanes. 
Reduces speeds and 
increases pedestrian safety 
by providing a pedestrian 
refuge. 
• • • • 
Traffic Circle A round island in the middle 
of an intersection. Reduces 
vehicle speeds and collisions 
at intersections. • • 
Offset 
Intersection 
Alignment 
Intersection alignment that 
requires through traffic to jog 
left or right. Reduces speeds 
and cut-through traffic by 
providing a less direct path. 
• • • 
Milwaukie Transportation System Plan 
Chapter 11: Neighborhood Traffic Management Element 
Page 11-10 
December 4, 2007 
NTM Measure Description Example 
• Recommended 
• Optional 
• Not Recommended 
Functional Classification 
ia ri 
te rt 
< 
c e 
o C 
o o 
-£ B o 
-Q O 
ei 
e e 
a c o 
e e 
CO >> 
Vertical Deflection 
Raised 
Crosswalk 
Raised pavement surface at 
a crosswalk location. 
Reduces speeds and 
increases pedestrian safety 
by emphasizing the 
pedestrian crossing and 
eliminating the need for 
pedestrians to step down 
into the roadway. 
• • 
Raised 
Intersection 
Raised pavement surface 
throughout entire 
intersection area. Reduces 
speeds and increases 
pedestrian safety by 
emphasizing pedestrian 
crossings and eliminating the 
need for pedestrians to step 
down into the roadway. 
• • 
Speed 
Hump/Table 
Raised pavement surface 
across the entire width of a 
roadway. Humps are 
designed so that a vehicle's 
front and rear wheels travel 
over the hump at different 
times. Tables are longer 
than humps and 
accommodate a vehicle's 
front and rear wheels at the 
same time. Reduces vehicle 
speeds. 
• • 
Speed 
Cushion 
Similar to speed humps but 
not raised across the entire 
width of the roadway. 
Reduces vehicle speeds 
while allowing emergency 
vehicles to travel unimpeded 
due to their wider axles. 
• • 
Milwaukie Transportation System Plan 
Chapter 11: Neighborhood Traffic Management Element 
Page 11-10 
December 4, 2007 
NTM Measure Description Example 
• Recommended 
• Optional 
• Not Recommended 
Functional Classification 
ia ri 
te rt 
< 
c e 
o C 
o o 
-£ B o 
-Q O 
ei 
e e 
a c o 
e e 
CO >> 
Volume Control Measures 
Full/Partial 
Closure 
The complete or partial 
closure of a roadway to all 
through traffic by means of a 
physical barrier. Pedestrian 
and emergency access 
usually allowed. Reduces 
cut-through traffic. 
• • • 
Center 
Median 
Barrier 
Median in the middle of the 
roadway that separates 
vehicles traveling in opposite 
directions and restricts left 
turn movements. Median 
may extend through an 
intersection so as to block 
through movements on cross 
streets. Prevents cut-through 
traffic and increases 
vehicular safety by reducing 
turning conflicts. 
• • 
Diverter A median or other barrier, 
such as a curb extension, 
that forces traffic to turn in a 
particular direction. Reduces 
cut-through traffic and 
decreases vehicular 
conflicts. 
• • • 
Milwaukie Transportation System Plan 
Chapter 11: Neighborhood Traffic Management Element 
Page 11-10 
December 4, 2007 
NTM Measure Description Example 
• Recommended 
• Optional 
• Not Recommended 
Functional Classification 
ia ri 
te rt 
< 
c e 
o C 
o o 
-£ B o 
-Q O 
ei 
e e 
a c o 
e e 
CO >> 
One-way 
Street 
A street that accommodates 
vehicular travel in only one 
direction. Reduces the 
number of available travel 
routes. • • • 
Other Elements 
Pavement 
Alternatives 
Use of bricks or colored 
pavement to emphasize 
pedestrian crossing 
locations. • • 
Entry 
Treatments 
Use of landscaping to 
delineate and enhance a 
neighborhood entrance. • • • 
On-Street 
Parking 
Use of parked cars to buffer 
pedestrians from moving 
vehicles and to reduce 
speeds, particularly on 
skinny streets where travel 
lanes and parking lanes 
overlap and must be shared 
by moving and parked 
vehicles. 
• • • 
Milwaukie Transportation System Plan 
Chapter 11: Neighborhood Traffic Management Element 
Page 11-10 
December 4, 2007 
NTM Measure Description Example 
• Recommended 
• Optional 
• Not Recommended 
Functional Classification 
ia ri 
te rt < 
c e 
o C 
o o 
-£ B o 
-Q O 
ei 
e e 
a c o 
e e 
CO >> 
Informational 
Sign 
Use of signs to alert drivers 
to various hazards. 
• • 
Stop Sign Use of stop signs to increase 
safety and interrupt traffic 
flow making routes less 
desirable for cut-through 
traffic. Typically placed at 
intersections. Warrants 
determined by the Manual 
on Uniform Traffic Control 
Devices (MUTCD). Not a 
speed control measure per 
MUTCD. 
STOP • • • 
Truck 
Restrictions 
Use of "No Truck" signs at 
key intersections to restrict 
through truck trips but not 
local truck trips. 
• • • 
Part Time 
Restrictions 
Use of signs to limit through 
and/or turn movements 
during key times, typically 
during peak hours. Reduces 
cut-through traffic and 
facilitates traffic flow during 
peak hours. 
• • 
Milwaukie Transportation System Plan 
Chapter 11: Neighborhood Traffic Management Element 
Page 11-10 
December 4, 2007 
NTM Measure Description Example 
• Recommended 
• Optional 
• Not Recommended 
Functional Classification 
ia ri 
te rt 
< 
c e 
o C 
o o 
hr o 
-Q O 
ei 
e e 
a c o 
e e 
CO >> 
Signal Timing Coordination of signals to 
reduce stops along corridors 
and delays at intersections. 
Reduced green time on side 
streets discourages cut-
through travel. • • • 
Police 
Enforcement 
Use of regulatory authority to 
cite violators for speeding 
and other traffic infractions, 
such as illegal turning 
movements, to reduce such 
violations in the future. 
Education Education of the public 
regarding the hazards of 
speeding and the impacts of 
cut-through traffic through 
public service 
announcements, direct 
mailings, and driver 
education courses. 
Speed Radar 
Trailer 
Use of radar trailer to 
measure and display a 
driver's speed. 
Milwaukie Transportation System Plan 
Chapter 11: Neighborhood Traffic Management Element 
Page 11-10 
December 4, 2007 
NTM Measure Description Example 
• Recommended 
• Optional 
• Not Recommended 
Functional Classification 
ia ri 
te rt < 
c e 
o C 
o o 
-£ B o 
-Q O 
ei 
e e 
a c o 
e e 
CO >> 
Neighborhood 
Speed Watch 
Citizen-based traffic 
management program that 
allows citizens to identify 
speeders with speed 
measuring devices and send 
them a standardized letter 
regarding the hazards of 
speeding. 
• • 
Shared Street A street without curbs where 
bollards, chokers, and/or 
landscape elements define 
vehicle and pedestrian 
areas. Reduces speeds 
through shared use of 
roadway by all travel modes. 
Originated in Europe. 
• • • 
Short Blocks Use of shorter blocks to 
create more intersections 
and more streets to 
distribute traffic. Closely 
spaced intersections reduce 
speeds and provide more 
potential locations for stop 
signs and signals. 
• • • 
Enhanced 
Major Street 
Performance 
Provision of adequate 
capacity and connectivity on 
arterials and collectors to 
encourage longer trips on 
these facilities and to 
discourage cut-through trips 
on local streets and 
neighborhood routes. 
• • • 
Milwaukie Transportation System Plan 
Chapter 11: Neighborhood Traffic Management Element 
Page 11-10 
December 4, 2007 
IMPLEMENTATION 
Successful neighborhood traffic management requires the following: 
• A process that identifies, evaluates, and prioritizes traffic management needs 
• Citizen involvement in traffic management measure selection 
• Professional design that considers the safety of all users 
• Funding and implementation of prioritized needs 
The Milwaukie Public Safety Advisory Board is responsible for administering the City's 
neighborhood traffic management program. This board meets once a month and has focused 
almost exclusively on the enforcement and education aspects of neighborhood traffic 
management. Engineering staff will join this board to improve neighborhood traffic management 
program coordination and to provide the technical expertise needed for evaluation and 
implementation of deflection and volume control traffic management measures. 
The neighborhood traffic management program relies on citizens to identify neighborhood traffic 
concerns. This identification process, by its very nature, is reactive. However, the funding level 
and evaluation process will be deliberate and methodical to allow for equitable and efficient use 
of limited funds. The City will allocate money each year to undertake selected neighborhood 
traffic management measures (see Table 11-2) with the expectation that neighborhood district 
associations will provide matching funding for projects in their district. 
RECOMMENDATIONS 
Figure 11-1 outlines the proposed neighborhood traffic management process for the City of 
Milwaukie. As shown in this figure, there are multiple points in the process for public input and 
involvement and a feedback loop at the end to monitor the success of neighborhood traffic 
management measures that have been implemented. 
It is recommended that the City annually fund the neighborhood traffic management program so 
that prioritized needs are implemented over time. The Neighborhood Traffic Management Action 
Plan (see Table 11-2) does not identify specific projects, but it does show the level of funding 
the City proposes to commit to the neighborhood traffic management program for the duration of 
this plan. With regard to this funding, it is recommended that the City develop a process that 
ensures neighborhood traffic management funding is equitably distributed throughout the city. 
Many of the policy recommendations contained in the Street Design chapter are applicable to 
neighborhood traffic management as well, the most relevant of which are summarized below. 
• Variety: Allow for a wide variety of traffic management measures, as identified in this 
chapter's neighborhood traffic management "tool box." 
• Effectiveness: Ensure that the chosen measure addresses the identified problem. 
• Landscaping: Provide for landscaping wherever feasible and practicable. 
• Maintenance: Consider maintenance needs and issues when designing traffic management 
measures and ensure long-term maintenance needs can be met. 
• Neighborhood Input: Provide for neighborhood input when designing traffic management 
measures. 
Milwaukie Transportation System Plan 
Chapter 11: Neighborhood Traffic Management Element 
Page 11-11 
December 4, 2007 
Figure 11-1 Neighborhood Traffic Management Process 
Traffic Concern 
Imminent Danger 
Staff Response 
• Engineering 
• Operations 
• Police/Fire 
• Code Enforcement 
I 
Implement 
Staff Evaluation J Non-Emergency 
NeighborhoodPedest r ianand 
Traf f icSafety Program 
• Funding 
• Education 
• Enforcement 
• Engineering 
Transportation System Plan 
RecommendedMeasures 
• Curb Extensions 
• Islands 
• Elevated crosswalks/humps 
• Traffic Diverters 
Milwaukie Transportation System Plan 
Chapter 11: Neighborhood Traffic Management Element 
Page 11-11 
December 4, 2007 
Table 11-2 Neighborhood Traffic Management Action Plan 
Project Name Project Description From To Cost(s) $1,000s1 
Direct 
Funding 
or Grant 
Match 
Neighborhood 
Pedestrian and 
Traffic Safety 
Program 
Complete a few small traffic 
calming and pedestrian 
safety projects throughout 
the city each year. 
Citywide Citywide $300 
($13 annually) 
Direct 
(with NDA 
match) 
1 Project costs are in 2007 dollars. Future costs may be more due to inflation. Costing details can be found in the 
Technical Appendix. 
Milwaukie Transportation System Plan 
Chapter 11: Neighborhood Traffic Management Element 
Page 11-11 
December 4, 2007 
12 Downtown Parking 
The purpose of this chapter is to describe the unique parking needs in downtown Milwaukie, 
outline some strategies for improving how the City manages and regulates parking, and the 
policies by which the City will manage and develop parking. It also recommends specific actions 
the City and downtown businesses can take to both manage parking demand and transition 
downtown to a less auto-dependent environment. The focus of this chapter is downtown 
Milwaukie, which is defined as the area covered by the Downtown Zones, and is a subset of the 
regionally-designated Town Center. 
The role of parking in downtown is to support the realization of the Downtown and Riverfront 
Land Use Framework Plan, which envisions a lively downtown area that is a cultural and 
commercial center for the community, comprised of an exciting and attractive mix of uses and 
amenities. Additionally, downtown is projected to be the location of significant employment 
growth (see Chapter 4). People will come downtown to work and to experience an environment 
that is unique, active and diverse. As a general principle, people do not come downtown to park. 
This chapter, addresses the needs and strategies associated with several distinct types of 
parking users: 
• Employees 
• Commuters (or park-and-riders) 
• Downtown residents 
• Visitors/customers 
TSP GOAL AND POLICY FRAMEWORK 
As part of this TSP update, the community developed a set of goals to guide the development of 
the transportation system in Milwaukie (see Chapter 2). Several of these TSP Goals guide the 
City's policies on parking in downtown Milwaukie: 
• Goal 1 Livability guides the City to address spillover parking into residential 
neighborhoods. 
• Goal 9 Economic Vitality speaks to the importance of downtown as a hub of commerce 
and employment. 
• Goal 3 Travel Choices directs the City to support travel options that allow individuals to 
reduce single-occupant vehicle trips. 
Milwaukie Transportation System Plan 
Chapter 12: Downtown Parking 
Page 12-10 
December 4, 2007 
• Goal 6 Sustainability calls for the City to decrease reliance on automobile transportation 
and increasing the use of other modes to minimize transportation system impacts on the 
environment. 
• Goal 7 Efficient and Innovative Funding directs the City to identify and develop diverse 
and stable funding sources to implement recommended projects in a timely fashion. 
NEEDS 
Parking needs in downtown Milwaukie can be divided into four categories: improving 
enforcement and permitting practices; managing parking supply as downtown surface lots 
redevelop; modifying code requirements for parking associated with new development; and 
improving the parking facilities themselves. 
Enforcement and Permitting Practices 
Though the City has managed parking in downtown for many years, the relatively recent growth 
of residential units and jobs in downtown has revealed some distinct needs related to how the 
City permits and enforces public parking areas. 
Though for many years the City's parking permit program has reserved approximately 140-180 
parking stalls for permit holders, the system does not work as effectively as it could. Many of the 
permits are sold to Portland-bound commuters who occupy spaces that would otherwise be 
used by downtown Milwaukie employees. Many employees have expressed frustration that the 
permit system is hard to use, and the City has not aggressively marketed the permits to 
downtown businesses. 
The City has not had clear policy direction on how to manage parking as it relates to residents 
of downtown and just outside of downtown. Though the 2003 Downtown Parking and Traffic 
Management Plan included many policies, it did not include guidance on how to address the 
parking needs of downtown residents, nor what mechanisms need to be in place to address 
parking overflow into the neighborhoods surrounding downtown. 
It is common practice for many downtown employees to park in short-term on-street spaces and 
move their car from space to space throughout the day to avoid getting a parking ticket. Though 
the City's policy (in the Milwaukie Municipal Code) is to enforce against this type of activity 
(known as "moving-to-evade"), staff has not had the tools required to enforce this policy. 
In 2006, the City mapped all of the parking stalls in downtown Milwaukie and began a regular 
practice of monitoring parking inventory and permit use. Prior to 2006, without such data, the 
staff could not identify problems; therefore for a long time there was no adjusting of time-limit 
stalls to meet adjacent purposes. 
Management of Future Parking Supply 
In 2003, the City's Downtown Parking and Traffic Management Plan included a forecast of the 
anticipated impact of future development on the supply of parking. Using land use growth 
estimates derived from the Downtown Plan, the study anticipated net growth of 68,930 gross 
square feet over a 10-year period. Using both 2003 and 2006 parking demand estimates, it is 
Milwaukie Transportation System Plan 
Chapter 12: Downtown Parking 
Page 12-10 
December 4, 2007 
forecasted that new growth in downtown will generate demand for 121 to 167 new parking stalls 
by 2013.1 Table 12-1 summarizes demand projections. 
Table 12-1 Future Parking Demand/Supply Growth 
Year Developed Area Net Peak Parking Demand Rate of Demand 
2006 341,670 GSF 660-831 stalls 1.9-2.43 stalls/1,000 SF 
2013 Estimated 410,600 GSF* 781-998 stalls 1.9-2.43 stalls/1,000 SF 
Growth 68,930 GSF 121-167 stalls 
* Represents future land use scenario established by City of Milwaukie in accordance with the Downtown Milwaukie 
Land Use Framework Plan. System peak hour is from 11:00 a.m. to 12:00 p.m. Demand numbers reflect demand 
during this peak hour. 
With most of downtown's unbuilt land already in use as surface parking, future development will 
inevitably impact net parking resources. While public and private parking is generally abundant, 
it will become less so over time.2 One of the first needs addressed in this TSP update is the 
sorting out of who is responsible for providing future parking in downtown Milwaukie. The 
answer depends on several factors: whether the parking is public or private; is replacing existing 
parking or serving new uses; is intended for downtown employees, residents or visitors; and is 
part of a structure or surface lot. This chapter attempts to clarify how these factors should be 
considered as the City determines its parking-related responsibilities associated with Downtown 
Plan implementation. 
As evidenced by the North Main Village project, which was built on a former Safeway site near 
the corner of Main St and Harrison St, new development and infill in downtown Milwaukie will 
cause existing surface parking facilities to transition to new and denser land uses. The City 
should take a role as a developer or facilitator of new parking supply if it hopes to accomplish 
the urban vision outlined in the Downtown Plan. The private sector must also participate in the 
provision of new parking, and the City should understand how and when it could support 
businesses in this regard. 
Development Code Modifications 
The City zoning code regulates not only building form and use, but also the amount of parking 
that can and should be built on a site. With the exception of the Downtown Storefront Zone, the 
City's parking requirements for downtown development is currently the same as for other sites 
outside of downtown that are zoned for commercial or office development. The City's current 
parking standards for new development within the downtown zones are exceedingly variant and 
in many cases, overly burdensome. The parking requirements can be summarized as follows: 
• In the Downtown Storefront Zone, no off-street parking is required. Parking is allowed, but 
the applicant determines how much to provide. 
1 Projections are for new demand for parking stalls. It does not include demand created due to parking stalls lost (and 
therefore in need of replacement) as new projects are built on existing surface parking lots. 
2 As described in Chapter 3, the City's October 2006 downtown parking inventory found 1,687 public parking spaces 
(377 on-street and 1,299 off-street). Of these, 1,029 are private parking spaces. During the peak hour (11a-12p), the 
public spaces are generally 50-60 percent full and the private spaces are 30 to 40 percent full. See Chapter 3, Figure 
3-16 for a map of parking in downtown. 
Milwaukie Transportation System Plan 
Chapter 12: Downtown Parking 
Page 12-10 
December 4, 2007 
• In the other Downtown zones, off-street parking is required. The type of use determines the 
amount required.3 Applicants are required to provide between 1 and 15 stalls per 1000 sf of 
retail, restaurant or office area; 1.25 stalls per unit of multifamily residential development. 
Currently, the actual demand for parking is fairly evenly distributed between different land uses 
(e.g. retail, office, and restaurants).4 This pattern of parking demand does reflect the multiple 
parking standards currently in place in the City Zoning Code, which suggests that specific uses 
demand specific allocations of parking. Parking utilization studies conducted in 2003 and 2006 
indicate that the demand for parking in downtown Milwaukie ranges from 2.0 to 2.43 stalls per 
1,000 GSF. 
The development requirements that are currently in place may in fact require that a new 
development provide more parking than is needed by the development. On the relatively small 
building sites in downtown, such excessive requirements may preclude development altogether 
due to the high cost of building structured parking. 
Parking Facility Improvements 
Most of the downtown parking supply is located on private surface lots outside of the downtown 
core (Main Street between Scott St and Washington St). In many cases, the lots have 
inadequate signage, lighting, landscaping, and surface treatments. This is equally true for many 
of the public lots as well. The poor quality of the existing parking lots limits the ability of the City 
and the private sector to maximize the use of the existing inventory. Without high quality 
lighting, attractive physical appearance (i.e., paving, signage, landscaping) and pedestrian 
connectivity, the underutilization of existing stalls will continue to fuel the perception that there is 
a shortage of downtown parking.5 
The issue of pedestrian connectivity should be emphasized. The decision to park in a lot is 
comprised both of the assessment of the lot condition and the experience of walking to and from 
that lot. Without a safe, attractive, and convenient sidewalk system that connects all lots to all 
downtown destinations, the City will miss serving a certain percentage of would-be permit 
parkers who elect not to participate because of perceived safety issues. In Milwaukie, which has 
a complete sidewalk system downtown (see Figure 3-2 in Chapter 3), the need leans more 
toward safety than convenience. For example, many downtown sidewalks are not well lit, and 
many lack pedestrian amenities like street trees, benches, and trash cans. 
STRATEGIES 
There are two strategies for addressing the needs described above. The first is to adopt and 
implement a set of Downtown Parking Guiding Principles or Parking Management Principles, 
which establish a policy framework for the City's decision-making on downtown parking-related 
issues. The second strategy is to adopt and implement a set of Parking Operating Principles, 
which will direct City staff or its representatives in the day-to-day operation of the parking 
system. 
As the City is not yet prepared to abide by these principles, a set of recommendations is 
included in the next section of this chapter. These recommendations will enable the City to 
effectively transition from its current practices to those described in the two sets of principles. 
3 The parking requirements vary across approximately 59 use categories. See Milwaukie Municipal Code 19.500. 
4 See Chapter 3, Table 3-11. 
5 Private lots are not currently utilized for public parking, but shared use arrangements are recommended and the 
physical state of the private lot will affect its marketability to potential users. 
Milwaukie Transportation System Plan 
Chapter 12: Downtown Parking 
Page 12-10 
December 4, 2007 
Downtown Parking Guiding Principles (Parking Management Principles) 
"Guiding Principles for Managing Downtown Parking" were initially developed in 2003 as part of 
the Downtown Milwaukie Downtown Parking and Traffic Management Plan, and were confirmed 
and updated during the 2007 TSP update process. Although the 2003 set of Guiding Principles 
provide a relatively comprehensive framework for managing downtown parking, the TSP update 
refined the Principles and filled in a few gaps. For example, the 2003 version did not address 
downtown residential parking, nor were the principles regarding downtown park-and-rides 
sufficiently refined. The following 23 principles describe a complete and state-of-the-industry set 
of principles for managing parking in downtown Milwaukie: 
Customer/Client/Vendor/Visitor Parking 
1. The most convenient parking spaces should be reserved to support customer/client/ 
vendor/visitor access to downtown. Management of the on-street parking system should 
promote customer/visitor accessibility by prioritizing the parking of short-term patrons in 
downtown Milwaukie. 
2. The City of Milwaukie should take the lead role in providing sufficient short-term parking to 
support the retail environment described in the Downtown Plan. The on-street system is 
therefore not intended for employee, resident or commuter parking during normal 
business hours. 
3. On-street parking in the downtown core should support street level activities. The 
provision of on-street parking on Main Street should not be sacrificed for street capacity 
enhancement or vehicular through-put. 
4. The City should enforce against long-term parkers (typically employees) who move their 
vehicles during the day to evade being cited for parking in short-term stalls. 
Multimodal Access 
5. The City should strive to implement downtown travel options to provide a balanced system 
that includes transit, automobile, bicycle, and pedestrian facilities and services for all 
downtown users. 
6. Parking management strategies and programs should support, complement and consider 
the availability and use of all access modes. 
Employee Parking 
7. City-controlled off-street lots should be managed to meet use demand using the 85 
percent full standard.6 All parking lot management strategies should be coordinated with 
transportation demand management objectives to ensure that employees and customers 
have reasonable options for access. 
8. Whether in on-street subareas or in off-street lots, wherever parking exceeds the 85 
Percent Full Standard, employee parking should be eliminated/phased out first. This is so 
the City can accommodate visitors and customers at all times. Businesses that have 
designated private employee parking lots should be encouraged to do the same, wherever 
possible. The City should help businesses understand and utilize demand management 
strategies to help employees transition to alternative modes of travel over time. 
6 Refer to page 12-7 for an explanation of the 85 Percent Full Standard. 
Milwaukie Transportation System Plan 
Chapter 12: Downtown Parking 
Page 12-10 
December 4, 2007 
9. The City should provide clear and consistent information about downtown parking to 
optimize utility and convenience for all users. 
10. The City should support downtown business efforts in transitioning more downtown 
employees into alternative modes (i.e., transit, bike, walk, rideshare) through business-
based programs and incentives. 
Park-and-Ride/Transit 
11. Providing parking for downtown customers, visitors and employees is a higher priority 
than providing parking for commuters destined for other cities. 
12. Park-and-ride lots should be located outside the downtown core. 
13. Bus staging in the downtown should have minimal impact to on-street visitor parking. 
Buses should serve downtown, but should not stage on downtown streets. The purpose 
and priority for transit stops in the downtown area is to provide safe, convenient, business-
friendly access for downtown users, customers, and employees. 
14. While transit park-and-ride structures are discouraged downtown, the City may allow for 
the provision of such a structure should it dedicate some stalls for downtown parking and 
lead to future control/ownership of the facility by the City for public parking exclusively or 
predominantly. 
Quality of Parking 
15. All downtown parking, whether public or private, should be safe, secure, well lit, and 
maintained to enhance the users' sense of safety and security. 
Residential Parking 
16. The downtown parking supply should be managed to minimize parking impacts on 
adjacent residential neighborhoods. 
17. Downtown residential development should be responsible for providing on-site parking, or 
negotiating parking availability in off-street lots, for new residential units. 
Publicly Managed Parking 
18. Over time, the City anticipates that its off-street lots will redevelop and City-owned or 
leased surface parking lots will gradually disappear. The City will attempt to continue to 
accommodate the commercial and residential buildings whose tenants are, as of 
December 2007, making use of City off-street lots. The City will continue this practice as 
long as public off-street spaces are available.7 
19. Downtown Milwaukie employees are the highest priority customers in the City's parking 
permit program. As the permit system approaches capacity (i.e., spaces become 
unavailable for new applicants), the City should revoke parking permits issued to 
commuters as necessary, and refrain from issuing new permits to commuters. 
7 The term "City lots" in this recommendation excludes the lots adjacent to the Ledding Library and City Hall. 
Milwaukie Transportation System Plan 
Chapter 12: Downtown Parking 
Page 12-10 
December 4, 2007 
20. The City supports the provision of a structured public parking facility for visitor and 
employee parking. Due to the expense of structured parking and the benefit structured 
parking would provide to downtown businesses, the City should commence planning for 
structured parking only in collaboration with the downtown business community and only 
after a viable funding strategy is identified. 
21. The City supports shared use of parking areas, including public lots, when there is no 
conflict in operating hours. 
Parking Requirements for New Development 
22. Parking requirements for new development should contain needed parking on-site or 
through shared parking agreements. 
23. New parking supply should be located within structures that contribute to the design and 
activity of downtown whenever possible. 
Parking Operating Principles 
Parking Operating Principles define the day-to-day operating priorities for managing parking in 
the Downtown Zones. The Operating Principles provide specific direction for addressing issues 
that will occur in the system, which should assist the City in following the Guiding Principles. 
85 Percent Full Standard 
The first and most important piece of the Operating Principles is the 85 Percent Full Standard 
(85 PFS), and is therefore discussed separately here. The 85 PFS is an industry-based 
management standard for understanding the sufficiency of parking supply in a specified and 
limited area. The standard establishes a rule for when to make on-the-ground adjustments: 
when parking stalls in specified and limited areas are routinely 85 percent full during the peak 
hour, the City should implement a more aggressive strategy to assist priority users in finding 
parking.8 
Because downtown Milwaukie is relatively small, the 85 PFS should be applied beyond a "hot-
spot" basis. That is, as small areas of downtown redevelop or become more popular, 
consideration should be given to parking utilization beyond the immediate parking impact area. 
Nearby parking utilization should also be considered, due to the compactness of downtown and 
the Downtown Plan's emphasis on high quality pedestrian amenities and walkability. 
However, when the 85 PFS is reached, there are many Operating Principles the City can apply 
in electing how to respond. These are described below, and are followed by the rest of the 
Operating Principles. 
• At 85 PFS: Work with downtown employers to advertise and inform employees about how to 
use the City permit system and where parking is available; and/or 
• At 85 PFS: Enforce against employees or TriMet patrons who use spaces intended for 
visitors to downtown businesses; and/or 
8 
One possible consequence could be that no strategies need to be implemented if the utilization level is deemed 
acceptable. However, the trigger provides a proactive system of review and provides time to implement parking 
management strategies before overly constrained conditions occur. 
Milwaukie Transportation System Plan 
Chapter 12: Downtown Parking 
Page 12-10 
December 4, 2007 
• At 85 PFS: Modify the availability of on-street parking for short-term visitors or long-term 
permit holders, depending on the need of the adjacent building occupants; and/or 
• At 85 PFS: Increase permit prices; and/or 
• At 85 PFS: Invest in lighting, landscaping, and other amenities to make other parking areas, 
and the walk to them, more attractive; and/or 
• At 85 PFS: Acquire or construct new parking supply; and/or 
• At 85 PFS: Work with employers and TriMet to decrease the need for downtown employees' 
and patrons' need to drive to and park in downtown (implement Transportation Demand 
Management measures) 
Additional Operating Principles are as follows: 
• Short-term parking is defined as parking with time-stays less than or equal to four hours. 
• Parking management may include strategies for modified pricing levels for short and long-
term parking, user types, or lot locations 
• The City will manage on-street parking spaces to primarily serve the ground floor use of 
adjacent properties 
• There will be no un-regulated on-street parking in downtown zones 
• As long as spaces are available, off-street parking in downtown will be operated for the 
benefit of visitors, employees, and residents of downtown Milwaukie 
• Residential use of public off-street parking lots will be limited to nonbusiness hours (nights 
and weekends in some locations) 
• Over time, public off-street parking will be transitioned to serve a higher mix of short-term 
visitor parking demand. Alternative mode options will be developed to support this transition 
• On-street parking outside of the downtown zones (i.e., in adjacent residential areas) will be 
unregulated but enforced by complaint only. 
• If parking spillover from the downtown zones results in inadequate parking availability 
outside of the downtown zones, the City will facilitate the establishment of Residential 
Permit Zone programs upon the request and support of the affected neighborhood.9 
The application of both the Guiding Principles (Management Principles) and the Operating 
Principles will result in parking distribution pattern that places each parking user in the location 
that best supports the goals of the Downtown Plan. As illustrated in Figure 12-1, visitor parking 
is provided in the retail core, employees are directed to public lots, park-and-ride commuters are 
moved to the downtown fringe, and residential neighborhoods are protected from spillover 
effects. 
9 See recommendation on Page 12-11 for detail. 
Milwaukie Transportation System Plan 
Chapter 12: Downtown Parking 
Page 12-10 
December 4, 2007 
The goal is a clear and predictable downtown parking system, as summarized in Table 12-2. 
The Guiding Principles account for each of the different types of parking users and the three 
types of parking stalls potentially available to them. Additionally, Transportation Demand 
Management Tools are diligently designed into the parking management system, varying 
slightly depending on the user type. 
Milwaukie Transportation System Plan 
Chapter 12: Downtown Parking 
Page 12-10 
December 4, 2007 
Figure 12-1 Diagram of Parking Type Locations 
Where should 
people park? 
= Existing long-term 
parking by permit. 
Subject to land and 
funding availability. 
= Potential future 
public parking 
structure. 
Milwaukie Transportation System Plan 
Chapter 12: Downtown Parking 
Page 12-10 
December 4, 2007 
Table 12-2 Parking Facility Priorities by Parking User Type 
Parking Facility Type | 
Parking User Types 
On-Street Parking Off-Street Public Parking 
Off-Street 
Private Parking 
Priority Allowed Allowed 
Visitor/Customer/ 
Client 2-hr and 4-hr parking 
Subject to land and 
funding availability 
On-site parking 
controlled by 
property owner 
Limited Priority Allowed 
Downtown 
Employees 
• When not needed 
for adjacent retail/ 
restaurant 
• By permit only 
• Subject to 85% 
rule 
• Subject to land 
and funding 
availability 
• Priority to 
occupants of 
buildings existing 
in 2007 
• Locations may 
shift over time as 
downtown 
develops 
• Subject to 85% 
rule 
• On-site parking 
controlled by 
property owner 
• Shared parking 
arrangements 
encouraged 
• Private paid 
parking lots are 
allowed 
• New office/ 
commercial devel-
opment required 
to supply 0-2.5 
stalls/1,000 sf 
Limited Limited Allowed 
Downtown 
Residents 
• After hours only • After hours only • On-site parking 
controlled by 
property owner 
• Shared parking 
arrangements 
encouraged 
• Private paid 
parking lots are 
allowed 
• New residential 
development 
required to supply 
parking 
Not Allowed Limited Allowed 
Park-and-Ride 
(to Portland) 
• Restricted in the 
core downtown 
area 
• Conditionally 
allowed in a 
parking structure 
• Must support 
downtown activity 
over the long term 
• On-site parking 
controlled by 
property owner 
Transportation 
Demand 
Management Tools 
Transit 
Bike parking 
Pedestrian access 
and amenities 
Transit passes 
Bike parking 
Encourage 
carpooling 
Flexible parking 
permit options 
Transit passes 
Bike parking 
Flexcar 
More services in 
downtown, requir-
ing fewer trips to 
destinations 
outside downtown 
Milwaukie park-
and-ride to open 
2008 
Existing park-and-
ride on Lake Rd 
Improve E-W bus 
connections to 
downtown 
Milwaukie 
Milwaukie Transportation System Plan 
Chapter 12: Downtown Parking 
Page 12-10 
December 4, 2007 
RECOMMENDATIONS 
The City should move to apply the Guiding Principles and Operating Principles. This will be 
easier to do with the implementation of certain policy recommendations, operational 
improvements, and capital projects. 
Policy Recommendations 
Adopt new parking development standards for commercial development in the 
downtown zones. 
Amendments should create a unified parking standard for downtown commercial and office 
uses that does not require more parking stalls than are needed. The revised code should 
encourage shared parking agreements and acknowledge on-street parking as a resource for 
downtown businesses. 
• Amend the Code to eliminate minimum parking ratios for commercial/retail uses in 
Downtown zones. This will enable the market to determine minimum parking levels for new 
commercial development, meaning that the City will allow new office and retail to be built in 
downtown Milwaukie without attendant parking (which supports the Downtown Plan's 
emphasis on the use of precious urban space for people and activity and not parking lots). 
• Amend the Code to establish maximum surface lot parking ratios of 2.5 stalls per 1,000 
square feet for all commercial uses within the downtown zones (which would cover office, 
retail, personal service, restaurant, auto, government, bowling, church, fraternal 
organization, gym, and funeral home uses, which are each listed separately in the current 
code). This will prohibit development that requires large surface parking lots, supporting the 
Downtown Plan's emphasis on a compact and interesting urban environment. 
Maximum parking ratios for parking provided in structured stalls are not recommended if 
they meet the City's development standards and design guidelines. 
Adopt new parking development standards for residential development in the downtown 
zones. 
Given that the on-street system in downtown is prioritized for customer/visitor use, the vision to 
bring greater levels of new residential development (over retail) to downtown will create 
potential conflicts for access to on-street parking. To mitigate this and assure that residential 
parking is available in downtown and on-street parking remains available to customers and 
visitors, the City should amend the Code as follows: 
• Establish a minimum surface parking lot requirement of 1 space per unit. 
• Establish a maximum surface parking lot requirement of 2 spaces per unit. 
• Require no maximum parking allotment within structured parking facilities. 
• To accommodate residential development that cannot incorporate parking into development 
sites (i.e., for reasons of site size, geometries, etc.), allow for requirement exceptions 
through approval of a transportation management and trip reduction plan. 
• Prohibit the creation of residential on-street parking permit programs within the Downtown 
Zones. 
Milwaukie Transportation System Plan 
Chapter 12: Downtown Parking 
Page 12-10 
December 4, 2007 
Adopt a framework for Residential Permit Zone(s) in neighborhoods adjacent to the 
Downtown Zones. 
As downtown grows and land uses intensify, conflicts for parking in residential neighborhoods 
adjacent to downtown will likely occur as downtown users begin to spill over in the residential 
areas. In response, it is recommended that the City facilitate Residential Parking Zones (RPZs) 
at the request of affected neighborhoods. The City should adopt an approval framework for 
establishing an RPZ. The following elements of such a framework are provided as a basis to 
begin discussions with neighborhoods: 
• Affected neighborhoods, coordinated through Neighborhood District Associations, petition 
the City for creation of a RPZ by formally polling affected residents within a boundary. 
• If 51 percent of affected residents within a boundary poll in favor of a RPZ, the City could 
then move to implement a permit program. 
• At that time, a formal RPZ boundary would be established and any parking between the 
hours of 8:00 a.m. and 5:00 p.m. (Monday - Friday) would be limited to two hours unless by 
displayed permit. This would be posted by signage and enforced through the City's code 
enforcement. 
• Permits would only be available to residents with addresses in the RPZ zone and only to 
vehicle license numbers with addresses in the RPZ zone. 
• A "guest pass" program would be established to accommodate visitors to residential 
properties within the zone. 
• A system for determining cost to the City and the neighborhoods would be established prior 
to implementing the program. Costs will include creation and replacement of signage, permit 
creation and processing, and enforcement. 
Strengthen the Move-to-Evade Enforcement Policy 
The City should revise the "Move-to-Evade" ordinance (10.20.080) to allow the City's Parking 
Manager more latitude to cite people who move their cars between short-term stalls during the 
day. 
Operational Projects 
Public Information and Marketing 
• Create and distribute information to the public and downtown employees about location, 
cost, availability, and the purpose of downtown parking lot locations, as well means for 
utilizing the permit program. This can be accomplished through such efforts as targeted 
outreach to downtown businesses, mailings, brochures, maps, and website development. 
• Create a transportation information package for downtown employees, to include public 
parking, transit, and biking information. 
Active Parking Management 
The City should dedicate appropriate resources for actively managing downtown parking. This 
will include tools and staffing to enforce on-street parking time limits, maintain the parking 
inventory map, and continue coordination between City departments. 
Milwaukie Transportation System Plan 
Chapter 12: Downtown Parking 
Page 12-10 
December 4, 2007 
Improve Parking Permit Program 
Improvements to the City's Parking Permit Program can increase the use of off-street spaces 
that are currently underutilized. By moving employees who currently park on-street into off-
street lots, valuable on-street stalls can be freed up for customer or visitor use. 
Improve/Streamline the Process for Purchasing Permits 
Make purchasing parking permits easier and more convenient. Enhancements to the permit 
program could include selling permits in more than one location (e.g. at City Hall, by mail, on-
line), offering flexible payment options (e.g. credit card, automatic deduction) and offering 
customized permit packages (e.g. monthly, biannually, annual renewals). 
Implement "Tiered Pricing" 
Currently the City charges the same amount for all parking lots. As such, parking is not priced 
according to demand or proximity to "premier" destinations. Tiered pricing would set rates based 
on lot popularity. For example, a lot with occupancies over 85 percent would be priced higher 
than lots with significantly lower rates of utilization. Lots on the fringe of the downtown would be 
priced lower than more popular lots located in the core retail area. 
Parking Utilization Monitoring Program 
No less than every two years, City staff should count the parking supply and peak hour parking 
utilization. With the results of this information, the Parking Manager should convene a meeting 
of stakeholders to review the results, check areas against the 85 PFS, and evaluate the need 
for any actions (e.g. re-designating short-term or long-term parking, modifying short-term 
parking durations, or adjusting the allotment of permits for Portland-bound commuters). 
Identify Locations for Future Public Supply 
As City-owned parking lots transition to more dense land uses, the City should continually 
consider the prospects for new parking supply for downtown employees. 
Engage Owners of Private Parking Facilities to Provide Shared Parking 
City staff should initiate a program to develop shared use agreements with owners of off-street 
private parking. The agreements should be developed for both employee parking and special 
event parking. The City or a downtown business association can take the lead in contacting 
property owners or developing incentives such as facility upgrades (e.g. lighting, striping, 
pavement, landscaping), leasing arrangements, revenue sharing, or public purchasing. Shared 
parking arrangements could be arranged between two private parties, or between private 
parties and the City. 
Evaluate Funding Strategies for New Supply 
The City should begin to discuss and evaluate potential funding sources for future public parking 
supply. These discussions with downtown stakeholders should assure that the final 
recommendations have broad support within the downtown community. Most public parking 
facilities developed in other jurisdictions are funded with multiple sources that include urban 
renewal/tax increment financing, parking fees and charges, meter districts, local improvement 
districts, capital fund allocations, and bonding. 
Milwaukie Transportation System Plan 
Chapter 12: Downtown Parking 
Page 12-10 
December 4, 2007 
Capital Implementation Projects 
Signage Changes 
Over time, distinctive, friendly, and clear customer/visitor parking signs should be designed and 
installed at all short-term public parking lots. The signs should be "blade" signs with information 
on both sides so that downtown patrons can read the signs from either direction. 
Upgrade Public Parking Lots 
The City should maintain the pavement, lighting, and landscaping of its off-street public parking 
facilities to ensure a safe and attractive appearance. 
Implement the Public Area Requirements 
Implementing the Public Area Requirements of the Downtown Plan will result in wider, 
continuous sidewalks with appropriate lighting. These improvements will help address concerns 
about walking several blocks between a parking lot and a destination. 
Master Plan 
Table 12-3, the Downtown Parking Master Plan Project List, summarizes the key projects 
needed to implement the recommendations in this chapter. Many of the projects related to the 
operation and maintenance of the City's parking program may be self-funding through parking 
permit fees and parking fines.10 
Table 12-3 Downtown Parking Master Plan Project List 
Priority Type Project Name Project Description 
Cost(s) 
$1,000s 
High O Downtown Parking 
Enforcement 
Implement parking management system, 
including a dedicated parking manager. 
$40 
High C Downtown Streetscape 
Improvements 
Install sidewalk bulbouts, lighting, and pedestrian 
amenities. 
$6,700 
Med C Downtown Parking 
Signage 
Install way-finding and identification signage at 
McLoughlin Blvd intersections and around public 
parking lots. 
$10 
Med C Downtown Public Parking 
Lot Improvements 
Upgrade and maintain off-street public parking 
facilities with improved landscaping and lighting. 
$50 
Med C Public Parking Structure Construct 3- to 4-story public parking structure 
with retail at ground floor for visitor/employee 
parking. 
$10,000 
Notes: 
C = Capital Project High = High priority 
O = Operational Project Med = Medium priority 
P = Policy Project Low = Low priority 
10 This source of funding is not included in the TSP transportation funding forecast (Chapter 13). 
11 Project costs are in 2007 dollars. Future costs may be more due to inflation. Costing details can be found in the 
Technical Appendix. 
Milwaukie Transportation System Plan 
Chapter 12: Downtown Parking 
Page 12-10 
December 4, 2007 
Action Plan 
The Downtown Parking Action Plan identifies capital projects that are reasonably expected to be 
funded through City funding sources outlined in Chapter 13, by 2030, which meets the 
requirements of the updated Transportation Planning Rule.12 The Action Plan project list is the 
result of a citywide project ranking process. All of the modal master plan projects were ranked 
by the TSP Advisory Committee after consideration of the Working Groups' priorities, other 
public support for the project, and how well each project implements the TSP goals and policies 
were used to rank the projects. The highest-ranking downtown parking projects that are 
reasonably expected to be funded with local funds (see Chapter 13) are shown in Table 12-4. 
Table 12-4 Downtown Parking Action Plan 
Project Name Project Description From To 
Direct 
Funding 
or Grant 
Match 
Downtown 
Streetscape 
Improvements 
Install sidewalk bulbouts, lighting, 
and pedestrian amenities. 
TBD TBD Match 
12 OAR Chapter 660, Department of Land Conservation and Development, Division 012, Transportation Planning, 
adopted on March 15, 2005, effective April 2005. 
Milwaukie Transportation System Plan 
Chapter 12: Downtown Parking 
Page 12-16 
December 4, 2007 
13 ion Plan 
The purpose of this chapter is to describe the funding framework for considering City of 
Milwaukie transportation improvements between 2008 and 2030. This chapter outlines the 
foreseeable funding sources—and their restrictions—for both capital improvements and 
transportation maintenance projects. This chapter also provides a brief overview of additional 
funding sources. 
CURRENT FUNDING SOURCES 
The City of Milwaukie relies on a variety of funding sources for maintaining and improving its 
transportation infrastructure. Most of these sources are constrained, meaning that they can only 
be used for a specific function like expanding the system's capacity, paving the streets, or 
building bicycle facilities. The funds also flow into Milwaukie from a variety of sources, most of 
which are tax-based and administered through different levels of government and through 
different mechanisms. The City has identified 11 transportation funding sources that are 
currently and potentially available.1 
Grant/Competitive Programs 
• Metropolitan Transportation Improvement Program (MTIP) identifies how all federal 
transportation money is to be spent in the region in two-year increments. Each time the 
MTIP is developed, Milwaukie competes with other jurisdictions in the region for federal 
"regional flexible funds" that can be used for most aspects of the local transportation system. 
• Congressional Appropriations make federal funds available to Milwaukie through the 
sponsorship of a U.S. congressperson. Such appropriations are highly sought after and are 
not easily secured. However, Milwaukie has had some success in receiving appropriations. 
• Statewide Transportation Improvement Program (STIP) is ODOT's project funding and 
scheduling document. The STIP makes funds available to cities, through a highly 
competitive process, for expansion, preservation, safety, and other system enhancements. 
The STIP programs expenditures from both State revenues and some federal programs. 
1 This list includes federal funds that are not part of the City's regular revenue stream for transportation 
improvements. 
Milwaukie Transportation System Plan 
Chapter 13: Funding and Implementation Plan 
Page 13-10 
December 4, 2007 
City Share of State Highway Trust Fund 
A portion of the taxes and fees assessed on Oregon motorists and freight haulers is paid to the 
City annually on a per capita basis. The primary sources are the State motor vehicle fuel tax, a 
weight-mile charge on heavy trucks, and vehicle registration fees. ODOT requires that cities set 
aside one percent of of the local share of Highway Trust Fund proceeds for the construction and 
maintenance of bicycle facilities. 
Local Funds—Fees and Taxes 
• Franchise Fees are paid by each of the City-owned facilities—water, wastewater, and 
stormwater—to the City's Street Fund for their use of the public right-of-way. The utilities are 
able to pay the franchise fee with some of the revenue they collect from Milwaukie utility 
rate-payers. 
• PGE Privilege Tax is similar to the franchise fees, in that Portland General Electric pays the 
City for its use of the public right-of-way. As part of the City's Street Surface Maintenance 
Program, a portion of this fee is dedicated to surface maintenance for the city's most 
important streets. 
• Local Gas Tax is separate and apart from the State gasoline tax. Milwaukie gas stations 
pay a tax on fuel sold in Milwaukie, which is sent to the City for street maintenance use only. 
• Street Surface Maintenance Fee is similar to a utility bill, in that all Milwaukie properties 
are charged a monthly fee for use of the street system. These fees are dedicated for street 
maintenance use only. 
• Local Improvement Districts (LIDs) are special assessment districts in which property 
owners benefiting from a transportation improvement pay for that improvement. These have 
not been frequently used by the City, but are available to interested property owners. 
Local Funds—Development Contributions 
• System Development Charges are collected from developers when new construction is 
expected to place heightened demand on the transportation system. The vast majority of 
these monies can only be used by the City for adding capacity to the system. 
• Fee In Lieu of Construction is collected when required street frontage improvements, 
typically associated with residential construction, are impractical to build. These funds are 
limited in both how and where they can be spent. 
The following section provides additional detail about most of these sources, particularly those 
that the City can rely on regularly. The regular revenue stream projection provides the baseline 
for the Funding and Implementation Plan in this TSP. 
Most of these funding sources can be (and have been) used by the City to leverage one another 
and additional sources. As transportation improvements are expensive and the competition for 
transportation dollars is fierce, the City must utilize the funds it regularly receives as "match" for 
larger awards, which are typically available through federal grant programs. The complete 
transportation funding picture for the City therefore requires that regular revenues cover 
maintenance, operations, small projects, and matches for larger capital projects that the City 
cannot accomplish without an infusion of funds for the specified project. The Funding and 
Implementation Plan follows this premise throughout. 
Milwaukie Transportation System Plan 
Chapter 13: Funding and Implementation Plan 
Page 13-10 
December 4, 2007 
Table 13-1 summarizes the current, anticipated, and approved funding sources and the 
estimated revenue available to the City of Milwaukie for transportation-related projects over the 
next 22 years. Total projected revenues over the next 22 years are approximately $3.75 million 
for capital projects, $22.9 million for maintenance projects, and $33.4 million for either capital or 
maintenance projects. 
System Development Charges and Fee in Lieu of Construction 
A transportation System Development Charge (SDC) is collected from developers when new 
construction or redevelopment is expected to place new demands on the transportation system. 
The SDC charge is based on a study-based rate and the number of new vehicle trips the 
development is expected to generate. The City's current SDC rate is $1,596.52 per new PM-
peak hour trip. The transportation SDC consists of a reimbursement charge and an 
improvement charge. The improvement charge portion is roughly 95% of the total SDC and can 
only be used to construct transportation projects that add capacity. 
Fee in Lieu of Construction (FILOC) is collected from developers in lieu of construction when 
required frontage improvements would not be practical, efficient, or beneficial to construct. For 
example, constructing an isolated sidewalk in the middle of a residential block where no 
sidewalks currently exist has minimal impact. However, pooling fees collected in lieu of required 
frontage construction enables the City to build improvements where they are most needed in the 
neighborhood in which they were collected, such as along identified bikeways, walkways, or 
school routes. 
Over the past five fiscal years, SDC and FILOC revenue averaged $170,000 per year (in 2007 
dollars). The projected revenue from these sources over the next 22 years is estimated to be 
$3.75 million. 
Franchise Fees 
Each of the three City-owned public utilities—water, wastewater, and stormwater—pays 8% of 
its net revenue to the Street Fund for the use of the public right-of-way. For the fiscal year 
2006/2007, the Street Fund received $546,650 from such franchise fees. Franchise Fee 
projected revenue is $12 million over the next 22 years and is not restricted to either capital or 
maintenance projects. 
State Gas Tax and Vehicle License Fees 
The State of Oregon collects taxes and fees on motor vehicle fuel, licenses, and permits and 
then deposits the proceeds into the Highway Trust Fund. A portion of this fund is paid to cities 
annually on a per capita basis. By statute, the money may be used only for road-related 
purposes. Like most Oregon cities, Milwaukie uses its share primarily for street department 
operations and associated maintenance activities. Road maintenance includes a variety of 
activities such as striping, signage, sweeping, and shoulder maintenance. 
Oregon motor vehicle fuel taxes are collected as a fixed amount per gallon of gasoline sold. The 
Oregon gas tax is currently 24 cents per gallon and has not increased since 1993. Because it is 
levied on a per gallon basis, the revenue does not vary with changes in gasoline prices. Since 
there has been no increase since 1993, the value of this revenue has eroded over time as 
maintenance materials and repair costs have increased. Additionally, increased fuel efficiency in 
new vehicles has further reduced the total dollars collected relative to total miles driven. 
Oregon vehicle registration fees are collected as a fixed amount at the time a vehicle is 
registered with the Department of Motor Vehicles. Vehicle registration fees in Oregon have 
Milwaukie Transportation System Plan 
Chapter 13: Funding and Implementation Plan 
Page 13-10 
December 4, 2007 
recently increased from $15 per vehicle per year to $27 per vehicle per year for passenger cars, 
with similar increases for other vehicle types. Vehicle registration fees are not adjusted for 
inflation. 
In fiscal year 2006/2007, the City received roughly $961,000 from the Oregon Highway Trust 
Fund. The City's projected share of this fund is approximately $21 million over the next 22 
years. 
These funds are flexible and are available for either capital or maintenance projects. 
Bike Path Fund 
One percent (1.0%) of the payments from the Highway Trust Fund must be reserved for the 
maintenance and construction of bicycle facilities. In fiscal year 2006/2007, the City received 
$9,711 from this revenue source and expects to receive $215,000 over the next 22 years. 
Although these monies may only be spent on bicycle facilities, they are classified as unrestricted 
because they can contribute to capital or maintenance projects. 
Portland General Electric (PGE) Privilege Tax 
Similar to franchise fees, the PGE Privilege Tax is paid by a utility (in this case PGE) in 
exchange for the use of the public right-of-way. The rate approved by the Milwaukie City Council 
is 1.5% of Milwaukie customers' bills. Because PGE payments to the City are based on a 
calendar year, the City will receive one-half of the estimated annual revenue of $300,000 in the 
first program year. Revenues for the next 22 years are projected to total nearly $6.8 million. 
Monies collected from this tax are dedicated to roadway surface preservation, including 
maintenance, rehabilitation, and reconstruction. They cannot be used to construct capital 
projects. 
Street Surface Maintenance Fee 
The street maintenance fee is paid by all City of Milwaukie utility customers (residents, 
businesses, government units, etc.) through their utility bill and is based on an estimate of daily 
trips generated by each customer. Fiscal year 2007/2008 revenues are expected to be 
$600,000, and the fee is expected to generate $13.4 million over the next 22 years. Monies 
collected from this fee are dedicated to roadway surface preservation, including maintenance, 
rehabilitation, and reconstruction. They cannot be used to construct capital projects. 
Local Motor Vehicle Fuel Tax 
The City of Milwaukie local gas tax of two cents per gallon went into effect in April 2007. 
Revenue generated in fiscal year 2007/2008 is expected to be approximately $125,000. Over 
the next 22 years, the total revenue from this source will be approximately $2.8 million. Monies 
collected from this tax are dedicated to roadway surface preservation, including maintenance, 
rehabilitation, and reconstruction. They cannot be used to construct capital projects. 
Milwaukie Transportation System Plan 
Chapter 13: Funding and Implementation Plan 
Page 13-10 
December 4, 2007 
Table 13-1 Projected Transportation Revenue 
for the 22-Year Planning Period (in 2007 dollars) 
Funding Source Capital Unrestricted Maintenance TOTAL 
SDC and FILOC $3,756,273 $ 3,756,273 
Franchise Fees $ 12,026,300 12,026,300 
State Gas Tax 21,151,174 21,151,174 
Bike Path Fund 213,642 213,642 
Street Maintenance Fee $13,412,781 13,412,781 
PGE Privilege Tax 6,765,000 6,765,000 
Local Gas Tax 2,750,000 2,750,000 
Projected Revenue (2008 to 2030)2 $3,756,273 $33,391,116 $22,927,781 $60,075,170 
CAPITAL AND MAINTENANCE PROJECTS 
With limited local funding and many needs, the City will continually strive to allocate investments 
for projects that best meet the goals as outlined in Chapter 2. Additionally, the City will pursue a 
strategy that allocates those funds not earmarked for maintenance (as shown in Table 13-2) in 
the following manner: 
• Approximately 20% to local system maintenance 
• Approximately 20% to capital and maintenance projects that can be completed with limited 
City funds 
• Approximately 60% to leverage receipt of regional, State, and federal grants 
Leveraging limited local funds will allow the City to implement more projects sooner and to 
undertake larger projects than the City could otherwise afford. 
The Prioritized Master Plan project list in Table 13-3 (at the end of this chapter) lists all of the 
proposed TSP projects that were generated through the TSP planning process. Additionally, it 
shows how well each project meets City goals and how the citizen working groups ranked them. 
The mode-specific Action Plans—in Chapters 5, 6, 7, 8, 9, 11, and 12 respectively—contain 
those projects that the City reasonably expects to fund that ranked high in the Prioritized Master 
Plan project list. The Action Plans include both capital projects and enhanced or new 
maintenance programs, such as increased bike lane sweeping. Given current revenue sources 
and projections, the remaining projects identified in the mode-specific Master Plan project lists 
are not expected to be funded with local funds within this plan's 22-year planning horizon. 
Existing operational and maintenance costs total approximately $53 million. See Table 13-2 for 
a detailed breakdown of these costs. The second half of this table summarizes how the City 
plans to spend the remaining $7 million of the projected $60 million of total revenue, broken 
down by mode. More detailed project descriptions and costs can be found in the mode-specific 
Action Plans. 
2 Projections for these funding sources were made based on the most recent year, with the exception of FILOC and 
SDC revenue. Because FILOC and SDC revenue is more variable, the projection is based on three years of actual 
revenues. 
Milwaukie Transportation System Plan 
Chapter 13: Funding and Implementation Plan 
Page 13-10 
December 4, 2007 
Table 13-2 Operations, Maintenance, and Action Plan Costs 
for the 22-Year Planning Period (in 2007 dollars) 
Projects Capital Cost* Operations Cost* TOTAL Cost* 
Operations & Maintenance Projects 
Traditional Maintenance Activities 
(sweeping, striping, signage, etc.) $ 8,456,250 $ 8,456,250 
Street Lighting 7,225,000 7,225,000 
Overhead 4,510,000 4,510,000 
Contributions to Support or Administration 9,809,250 9,809,250 
Street Surface Maintenance Program 22,927,781 22,927,781 
Subtotal $52,928,281 $52,928,281 
Action Plan Projects 
Motor Vehicle3/Freight $2,668,000 $ 375,000 $ 3,043,000 
Bicycle 640,000 1,100,000 1,740,000 
Pedestrian 2,239,400 2,239,400 
Transit 75,000 75,000 
Subtotal $5,622,400 $ 1,475,000 $ 7,097,400 
Total Approximate Costs (2008 to 2030) $5,622,400 $54,403,281 $60,025,681 
*Approximate Costs 
Table 13-2 demonstrates how the City can allocate available funds given their restrictions. The 
combined Action Plan project lists must include a minimum of $3.75 million in capital projects 
because SDC and FILOC revenue cannot be used to fund maintenance projects. Table 13-2 
shows that approximately $5.6 million is earmarked for capital projects, which is almost $2 
million more than the minimum requirement. Additionally, the Bicycle Action Plan must either 
include a minimum of $215,000 in bicycle projects (capital or maintenance), or forego expending 
the 1% of Highway Trust Fund revenues devoted to bicycle facilities. Nearly $1.75 million is 
earmarked for bicycle facility improvements, which is over eight times the required minimum 
amount. 
Project Cost Estimates 
Order of magnitude cost estimates were developed for all projects identified in the modal master 
plans using general unit costs for transportation improvements. However, these estimates do 
not reflect unique project elements that can significantly add to project costs. More detailed 
project cost estimates will be developed as projects move closer to implementation, including 
detailed right-of-way requirements and costs associated with special designs. Because multiple 
modal improvements may occur on the same facility, costs were developed at a project level 
incorporating all modes, as appropriate. It may be desirable to break project mode elements out 
separately. However, in most cases, there are greater cost efficiencies in undertaking multiple 
modal improvements at the same time. 
3 Includes funding for Neighborhood Traffic Management Action Plan. 
Milwaukie Transportation System Plan 
Chapter 13: Funding and Implementation Plan 
Page 13-10 
December 4, 2007 
POTENTIAL NEW FUNDING SOURCES 
The Master Plan project lists in Chapters 5-9, 11, and 12 include a large number of unfunded, 
but nonetheless high-priority, projects and programs. Absent an increase in funding, the City will 
be unable to address operational deficiencies identified in Chapter 4. The City may wish to 
consider new revenue sources to ensure that funding is available for proposed capital projects 
and other transportation programs. 
In addition, the City expects to contribute to the regional share of the Portland-Milwaukie Light 
Rail project. While the exact allocation of the regional share is still to be determined, the City of 
Milwaukie's contribution is likely to be around $5 million. The vast majority of the City's 
transportation revenues are restricted in ways that would not allow the City to expend them on a 
light rail "match." SDC revenues, the only significant transportation revenue stream that could 
contribute to the project, are not projected to be adequate to cover the local match over the next 
22 years, let alone in the next 5-8 years, the expected time-frame in which the City would 
contribute to the light rail project. 
The City's approach to planning for any local financial contribution to light rail parallels the 
region's: the draft financing plan of the Regional Transportation Plan (which is being updated 
simultaneously with this TSP) includes the sources of local match for upcoming major transit 
projects separately from the traditional revenue streams. These major capital projects are not 
included within the baseline funding commitments and are included as conditional upon the 
identification of additional revenues. Similarly, the Milwaukie share of the Portland-Milwaukie 
light rail project is not included on the Action Plan list because it will require revenues above and 
beyond those included in the baseline revenue projection. 
Many cities use some combination of the following funding sources to supplement their capital 
and/or maintenance budgets. 
General Fund Revenues 
At the discretion of the City Council, the City can contribute General Fund revenues to 
transportation projects and programs. (General Fund revenues primarily include property taxes, 
use taxes, and other miscellaneous taxes and fees imposed by the City.) Competing community 
priorities set by the City Council limit the funding potential of this approach. General Fund 
resources can fund any aspect of the system, from capital improvements to operations, 
maintenance, and administration. Additional revenues available from this source are only 
available to the extent that either General Fund revenues are increased or City Council diverts 
funding from other City programs. 
Expanded SDC Rate for Transportation 
The City's transportation SDC rate is $1,596.52 per PM-peak hour trip generated. A more typical 
transportation SDC in the Portland metro area is approximately $2,000 per single-family 
residence (or PM-peak trip generated). A regional examination of combined SDC and 
development fee costs conducted by the City of Portland found that the City of Milwaukie 
charges less than the majority of other jurisdictions (17th out of 21 overall) and has particularly 
low rates for residential uses. 
Given that a large number of needs have been identified, a higher transportation SDC rate is 
warranted. The projects identified in this TSP will help the City maintain quality of life for its 
residents and businesses as the City experiences continued growth. It is appropriate to ensure 
that growth pays a fair and commensurate share of the costs of these new facilities. 
Milwaukie Transportation System Plan 
Chapter 13: Funding and Implementation Plan 
Page 13-10 
December 4, 2007 
In addition to reevaluating the SDC rate, the City may wish to consider tightening its policy on 
SDC credits. The City currently allows a credit against SDCs due for any privately funded 
transportation development that increases capacity. However, the City may wish to change this 
policy to allow SDC credits for only those privately funded projects that are identified in the 
City's adopted TSP, i.e., those improvements which have been identified as most important to 
the overall system. A modification of the City's municipal code would be required to implement 
this change. 
Urban Renewal District 
An Urban Renewal District (URD) is a mechanism by which the growth of tax revenues for a 
specific period of time is "captured" to pay for projects within the district. Typically, the 
sponsoring agency seeks bond financing of such projects and then repays those bonds with the 
"tax increment" generated in the area. The "tax increment" is the growth in tax revenue; the 
"frozen base," i.e., the property tax revenue already being generated, continues to flow to the 
appropriate taxing jurisdictions. All of the "tax increment" (the amount above the frozen base) 
goes towards retiring the urban renewal debt. This type of "tax increment" financing has been 
used in Oregon since 1960 to fund a wide variety of projects including transportation 
improvements. 
Local Improvement District Assessment Revenue 
The City may set up Local Improvement Districts (LIDs) to fund specific capital improvement 
projects within defined geographic areas, or zones of benefit. LIDs impose assessments on 
properties within its boundaries. LIDs cannot fund ongoing maintenance costs. They require 
separate accounting processes, and the assessments collected can only be spent on capital 
projects within the geographic area. Citizens representing 67 percent of the assessment can 
terminate an LID and overturn the planned projects, except in cases of emergency or sidewalk 
projects. 
Direct Appropriations 
The City can seek direct appropriations from the State Legislature and/or U.S. Congress for 
transportation capital improvements. The City has received this kind of funding for SE Lake Rd 
improvements in 2006 and will likely continue to pursue these special, one-time appropriations 
for major City projects. 
Special Assessments 
Special assessments allow local jurisdictions, with the agreement of property owners, to put into 
place additional property taxes to pay for specific capital projects or ongoing costs. A variety of 
special assessments are available in Oregon to fund a variety of improvements, including 
sidewalks, curbs, gutters, street lighting, parking structures, and downtown or commercial zone 
transportation improvements. For example, the local share of funding for TriMet's Westside light 
rail project was paid for by a special assessment with voter approval. These assessments are 
commonly counted as revenue towards the limitations established by Measure 50. 
Debt Financing 
While not a direct funding source, debt financing can be used to spread costs over the useful life 
of a project. Though interest costs are incurred, the use of debt financing can serve not only as 
a practical means of funding major improvements, but can also be a more equitable funding 
strategy, spreading the burden of repayment over existing and future customers who will benefit 
Milwaukie Transportation System Plan 
Chapter 13: Funding and Implementation Plan 
Page 13-10 
December 4, 2007 
from the projects. The obvious caution in relying on debt service is that a funding source must 
be identified to fulfill annual repayment obligations. 
Voter-Approved General Obligation Bond Proceeds 
Subject to voter approval, the City can issue General Obligation (GO) bonds to debt finance 
capital improvement projects. GO bonds are backed by "full faith and credit" of the jurisdiction 
and provide increased taxing authority with which the City can generate revenues to make 
principal and interest repayments. For critical projects, the electorate may be willing to accept 
increased taxation. Proceeds may not be used for ongoing maintenance. 
Revenue Bonds 
Revenue bonds are debt instruments secured by rate revenue. In order for the City to issue 
revenue bonds for transportation projects, it would need to identify a stable source of ongoing 
rate funding. Interest costs for revenue bonds are slightly higher than for general obligation 
bonds, due to the perceived stability offered by the "full faith and credit" of a jurisdiction. 
Oregon Transportation Infrastructure Bank Loans 
The Oregon Transportation Infrastructure Bank Loan program is a statewide revolving loan fund 
designed to promote innovative transportation funding solutions. The Financial Services Branch 
of ODOT provides State support for the program. In general, eligible projects include highway, 
transit, bikeway, and pedestrian access projects. Projects are rated on established criteria and 
recommended based on the rankings. Repayment of loans must begin within five years of 
project completion and must be complete within 30 years or at the end of the useful life of the 
project. 
TSP IMPLEMENTATION AND UPDATE STEPS 
This document requires a series of implementing and on-going update steps to retain its 
usefulness over the next 22 years. Such steps include refining and updating the affected design 
standards for streets and trails, implementing the suggested development code and 
Comprehensive Plan text changes, and periodically updating and reviewing traffic forecasts and 
project priorities. The State suggests that cities should update local TSPs every five years to 
keep current on the latest land development trends, capital project funding conditions, and 
priorities of the community. These activities would typically be funded through a combination of 
grants, engineering funds, and planning funds, and are not, therefore, included in the financial 
projections for the modal Action Plans. 
Milwaukie Transportation System Plan 
Chapter 13: Funding and Implementation Plan 
Page 13-10 
December 4, 2007 
Table 13-3 Prioritized Master Plan Project List 
Project Name Project Description From To Estimated 
Cost 
($1,000s)4 
Priority 
Ranking5 
Is Project 
Funded? 
6 
Project 
Type 
TSP 
Chapter 
HIGH PRIORITY PROJECTS 
17th Avenue 
Sidewalks 
Fill in sidewalk gaps on 
both sides of street and 
improve intersections. 
Ochoco St McLoughlin 
Blvd 
$920 High Yes Capital Pedestrian 
Downtown Transit 
Center 
Improvements 
Construct new bus layover 
facility outside of the 
downtown core. Improve 
downtown bus stops and 
shelters consistent with 
level 3 features and 
including ample bike 
parking. 
Location 
specific 
Location 
specific 
$1,250 High Yes Capital Transit 
17th Avenue 
Bikeway and 
Intersection 
Safety 
Improvements 
Fill in gaps in existing 
bicycle network with bike 
lanes or multiuse path. 
Improve intersection 
safety and eastbound 
connection at 17 th 
Ave/Hwy 99E. Improve 
intersection safety at 17 th 
Ave/Hwy 224. 
Waverly Dr Harrison St $135 High Yes Capital Bicycle 
Logus Road 
Sidewalks 
Fill in sidewalk gaps on 
both sides of street. 
43ri Ave 49 th Ave $771 High Yes Capital Pedestrian 
Kellogg Creek 
Dam Removal 
and Hwy 99E 
Underpass 
Replace 99E bridge over 
Kellogg Creek, remove 
dam, restore habitat; 
construct pedestrian 
undercrossing between 
downtown Milwaukie and 
Riverfront Park. 
Site 
Specific 
Site 
Specific 
$9,000 High Yes Capital Pedestrian 
Springwater Trai l 
Completion 
Contribute to regional 
project to complete 
Springwater Trail 
("Sellwood Gap") along 
Ochoco Street. 
17th Ave 19th Ave $80 High Yes Capital Bicycle & 
Pedestrian 
Railroad Avenue 
Sidewalks 
Fill in sidewalk gaps on 
both sides of street. 
37 th Ave Harmony 
Rd 
$1,625 High Yes Capital Pedestrian 
& Transit 
Monroe Bicycle 
Boulevard 
Designate as a Bicycle 
Boulevard and install 
bicycle boulevard 
improvements. 
21st Ave Linwood 
Ave 
$300 High Yes Capital Bicycle 
29 t h/Harvey/40 t h 
Bicycle Boulevard 
Designate as a Bicycle 
Boulevard and install 
bicycle boulevard 
improvements. 
Springwater 
Trail 
Monroe St $200 High Yes Capital Bicycle 
Bike Lane 
Maintenance 
Sweep bike lanes to 
remove debris. 
Citywide Citywide $1,100 High Yes Operational Bicycle 
Monroe Street 
Sidewalks 
Fill in sidewalk gaps on 
both sides of street. 
42nd Ave City limits $1,631 High Yes Capital Pedestrian 
Railroad Avenue 
Capacity 
Improvements 
Widen SE Railroad 
Avenue to standard three 
lane cross section. 
Accommodate future bus 
service. 
37 th Ave Linwood 
Ave 
$12,990 High Yes Capital Automobi le 
& Transit 
4 In the case of operational projects, estimated costs are for entire 22-year planning period. 
5 Projects are ranked as either high, medium, or low. They are in no particular order within their ranking. 
6 Funded projects are listed on one of the mode-specific Action Plans in the TSP and are expected to be funded within the 22-year planning 
period through either direct or leveraged City funding. 
Milwaukie Transportation System Plan 
Chapter 13: Funding and Implementation Plan 
Page 13-10 
December 4, 2007 
Project Name Project Description From To Estimated 
Cost 
($1,000s)4 
Priority 
Ranking5 
Is Project 
Funded? 
6 
Project 
Type 
TSP 
Chapter 
Downtown 
Streetscape 
Improvements 
Install sidewalk bulbouts, 
lighting, and pedestrian 
amenit ies. 
Downtown Downtown $6,700 High Yes Capital Parking & 
Pedestrian 
Bike Route 
Signage 
Install neighborhood bike 
route signage. 
Citywide Citywide $150 High Yes Operational Bicycle 
Hwy 224 
Intersection 
Improvements at 
Oak 
Add left turn-lanes and 
protected signal phasing 
on Oak Street 
approaches. 
Location 
specific 
Location 
specific 
$20 High Yes Capital Automobi le 
King Road 
Boulevard 
Treatments 
Install street boulevard 
treatments: widen 
sidewalks and improve 
crossings. 
43rd Ave Linwood $500 High Yes Capital Pedestrian 
Neighborhood 
Pedestrian and 
Traffic Safety 
Program 
Complete a few small 
traffic calming and 
pedestrian safety projects 
throughout the city each 
year. 
Citywide Citywide $300 High Yes Capital Nbrhd 
Traffic 
Manage-
ment 
Hwy 224 & Hwy 
99E Refinement 
Plan 
Conduct refinement study 
that focuses on minimizing 
barrier effect and 
improving auto and freight 
mobility. 
Hwy 99E 
Project 
Limits: 
Tacoma St 
to 17 th Ave 
Hwy 224 
Project 
Limits: Hwy 
99E to Lake 
Rd 
Interchange 
$250 High Yes Capital Automobi le 
& Freight 
Railroad Crossing 
Safety and Quiet 
Zone Project 
Construct railroad 
crossing safety 
improvements at Oak 
Street, Harrison Street, 
and 37 th Avenue. 
Location 
specific 
Location 
specific 
$285 High Yes Capital Automobi le 
& 
Pedestrian 
Stanley Avenue 
Sidewalks 
Fill in sidewalk gaps on 
both sides of street. 
Johnson 
Creek Blvd 
Railroad 
Ave 
$4,304 High No Capital Pedestrian 
Harrison Street 
Railroad Crossing 
Separation 
Upgrade Harrison 
crossing of Union Pacific 
Railroad tracks to grade-
separated facility. Assess 
as part of Hwy 224 & Hwy 
99E Refinement Plan. 
Location 
specific 
Location 
specific 
$28,000 High No Capital Freight 
Hwy 224 
Intersection 
Improvements at 
37th 
Consolidate the two 
northern legs of 37 th 
Avenue and International 
Way into one leg at Hwy 
224. 
Location 
specific 
Location 
specific 
$1,946 High No Capital Automobi le 
& Freight 
Railroad Avenue 
Bike Lanes 
Fill in gaps in existing 
bicycle network with bike 
lanes. 
37 th Ave Linwood 
Ave 
$4,364 High No Capital Bicycle 
Linwood Avenue 
Capacity 
Improvements 
(north) 
Widen to standard three 
lane cross section. Widen 
bridge over Johnson 
Creek. 
Johnson 
Creek Blvd 
King Rd $8,500 High No Capital Automobi le 
Linwood Avenue 
Capacity 
Improvements 
(south) 
Widen to standard three 
lane cross section. 
King Rd Harmony 
Rd 
$11,400 High No Capital Automobi le 
Hwy 224 Crossing 
Improvements at 
Oak and 
Washington 
Improve intersection 
crossing safety for cyclists 
at Washington Street and 
Oak Street. 
Location 
specific 
Location 
specific 
$10 High No Capital Bicycle 
Downtown 
Parking 
Enforcement 
Implement parking 
management system, 
including a dedicated 
parking manager. 
Downtown Downtown $40 High No Operational Parking 
Milwaukie Transportation System Plan 
Chapter 13: Funding and Implementation Plan 
Page 13-10 
December 4, 2007 
Project Name Project Description From To Estimated 
Cost 
($1,000s)4 
Priority 
Ranking5 
Is Project 
Funded? 
6 
Project 
Type 
TSP 
Chapter 
MEDIUM PRIORITY PROJECTS 
Lake Road 
Sidewalks 
Fill in sidewalk gaps on 
both sides of street. 
Kuehn Rd Hwy 224 $2,049 Medium No Capital Pedestrian 
Stanley Avenue 
Bicycle Boulevard 
Designate as a Bicycle 
Boulevard and install 
bicycle boulevard 
improvements. 
Springwater 
Trail 
Railroad 
Ave 
$300 Medium No Capital Bicycle 
19th and Sparrow 
Bicycle Boulevard 
Designate as a Bicycle 
Boulevard and install 
bicycle boulevard 
improvements. This would 
connect the south end of 
Kellogg Creek Trail to 
River Rd. 
Eagle St River Rd $737 Medium No Capital Bicycle 
Franklin Street 
Sidewalks 
Install sidewalks on both 
sides of street to connect 
to Hector Campbel l 
Elementary School. 
42nd Ave 45 th Ave $200 Medium No Capital Pedestrian 
Intersection 
Improvements at 
Main and Mailwell 
Upgrade intersection 
turning radii to better 
accommodate freight 
movements. 
Location 
specific 
Location 
specific 
$50 Medium No Capital Freight 
McLoughlin 
Boulevard 
Sidewalks 
Fill in sidewalk gaps on 
both sides of street. 
Washington 
St 
Southern 
city limits 
$596 Medium No Capital Pedestrian 
Downtown 
Parking Signage 
Install wayfinding and 
identification signage at 
McLoughlin Blvd. 
intersections and around 
public parking lots. 
Downtown Downtown $10 Medium No Capital Parking 
Railroad Crossing 
Improvements at 
Harrison 
Upgrade paving materials 
to concrete or rubberized 
material to improve 
longevity and enhance for 
alternative modes. 
Location 
specific 
Location 
specific 
$50 Medium No Capital Freight 
Railroad Crossing 
Improvements at 
21st and Adams 
Upgrade paving materials 
to concrete or rubberized 
material to improve 
longevity and enhance for 
alternative modes. 
Location 
specific 
Location 
specific 
$50 Medium No Capital Freight 
Railroad Crossing 
Improvements at 
Monroe 
Upgrade paving materials 
to concrete or rubberized 
material to improve 
longevity and enhance for 
alternative modes. 
Location 
specific 
Location 
specific 
$50 Medium No Capital Freight 
Railroad Crossing 
Improvements at 
Washington 
Upgrade paving materials 
to concrete or rubberized 
material to improve 
longevity and enhance for 
alternative modes. 
Location 
specific 
Location 
specific 
$50 Medium No Capital Freight 
Railroad Crossing 
Improvements at 
Oak 
Upgrade paving materials 
to concrete or rubberized 
material to improve 
longevity and enhance for 
alternative modes. 
Location 
specific 
Location 
specific 
$50 Medium No Capital Freight 
Railroad Crossing 
Improvements at 
37th 
Upgrade paving materials 
to concrete or rubberized 
material to improve 
longevity and enhance for 
alternative modes. 
Location 
specific 
Location 
specific 
$50 Medium No Capital Freight 
Pedestr ian 
Walkway 
Amenit ies 
Install amenities, such as 
benches, along key 
walking routes. 
Citywide Citywide $50 Medium No Capital Pedestrian 
Milwaukie Transportation System Plan 
Chapter 13: Funding and Implementation Plan 
Page 13-10 
December 4, 2007 
Project Name Project Description From To Estimated 
Cost 
($1,000s)4 
Priority 
Ranking5 
Is Project 
Funded? 
6 
Project 
Type 
TSP 
Chapter 
Main Street Bike 
Lanes 
Fill in gaps in existing 
bicycle network with bike 
lanes. 
Harrison St Moores St $2,131 Medium No Capital Bicycle 
McLoughlin Blvd 
Intersection 
Improvements at 
17th 
Prohibit left turn 
movement from 17 th 
Avenue to northbound 
McLoughlin Blvd and 
include in Hwy 224 & Hwy 
99E Refinement Plan. 
Location 
specific 
Location 
specific 
$15 Medium No Capital Automobi le 
Intersection 
Improvements at 
42nd and Harrison 
Signalize intersection to 
facilitate dominant traffic 
flow. 
Location 
specific 
Location 
specific 
$252 Medium No Capital Automobi le 
McLoughlin 
Boulevard 
Intersection 
Improvements at 
River Road 
Consolidate a single 
access point for the area 
at Bluebird Street with full 
intersection treatment and 
signalization or add 
second northbound left-
turn lane at River Road. 
Location 
specific 
Location 
specific 
$898 Medium No Capital Automobi le 
Harrison and King 
Connection 
Enhance connection 
between King Road and 
Harrison Street at 42nd 
Avenue. 
Location 
specific 
Location 
specific 
$53 Medium No Capital Automobi le 
37 th Avenue 
Sidewalks 
Fill in sidewalk gaps on 
both sides of street. 
Lake Rd Harrison St $794 Medium No Capital Pedestrian 
Intersection 
Improvements at 
42nd and King 
Enhance intersection 
function. 
Location 
specific 
Location 
specific 
$15 Medium No Capital Pedestrian 
Pedestr ian 
Walkway Signage 
Provide maps and 
wayfinding signage on 
streets that identify ways 
to get around the city. 
Citywide Citywide $10 Medium No Operational Pedestrian 
Downtown Public 
Parking Lot 
Improvements 
Upgrade and maintain off-
street public parking 
facilities with improved 
landscaping and lighting. 
Downtown Downtown $50 Medium No Capital Parking 
Community 
Bicycle Rides 
Coordinate community 
bike rides to encourage 
bike use. 
Citywide Citywide $5 Medium No Operational Bicycle 
Intersection 
Improvements at 
Harrison and Hwy 
224 
Add left turn-lanes and 
protected signal phasing 
on Harrison Street 
approaches. 
Location 
specific 
Location 
specific 
$20 Medium No Capital Automobi le 
Cyclist Education Promote cycling through 
bike use and route 
selection education. 
Citywide Citywide $10 Medium No Operational Bicycle 
Railroad Crossing 
Pedestrian 
Improvements at 
Oak 
Improve intersection for 
pedestrians. 
Location 
specific 
Location 
specific 
$15 Medium No Capital Pedestrian 
Harrison Street 
Bike Lanes 
Fill in gaps in existing 
bicycle network with bike 
lanes. 
Hwy 99E 21st Ave $273 Medium No Capital Bicycle 
Intersection 
Improvements at 
Linwood and King 
Implement 
protected/permissive left 
turn phasing for 
northbound and 
southbound approaches. 
Location 
specific 
Location 
specific 
$16 Medium No Capital Automobi le 
Brookside Drive 
Sidewalks 
Fill in sidewalk gaps on 
both sides of street. 
Johnson 
Creek Blvd 
Regents Dr $15 Medium No Capital Pedestrian 
Milwaukie Transportation System Plan 
Chapter 13: Funding and Implementation Plan 
Page 13-10 
December 4, 2007 
Project Name Project Description From To Estimated 
Cost 
($1,000s)4 
Priority 
Ranking5 
Is Project 
Funded? 
6 
Project 
Type 
TSP 
Chapter 
Springwater Trail 
Paving Project 
Improve corridor through 
repaving existing trail. 
29 th Ave Linwood 
Ave 
$500 Medium No Capital Bicycle 
Lake Road 
Capacity 
Improvements 
Widen to standard three 
lane cross section. 
21st Ave Oatfield Rd $7,392 Medium No Capital Automobi le 
Harrison Street 
Capacity 
Improvements 
Widen to standard three 
lane cross section. 
32nd St 42nd St $2,565 Medium No Capital Automobi le 
Johnson Creek 
Blvd Intersection 
Improvements at 
Linwood 
Add eastbound right turn 
lanes and westbound right 
turn lanes. 
Location 
specific 
Location 
specific 
$803 Medium No Capital Automobi le 
Harrison Street 
Intersection 
Improvements at 
Main 
Add westbound shared 
through/right turn lane or 
eastbound right turn lane. 
Location 
specific 
Location 
specific 
$34 Medium No Capital Automobi le 
Public Parking 
Structure 
Construct 3 to 4 story 
public parking structure 
with retail at ground floor 
for visi tor/employee 
parking. 
Location 
specific 
Location 
specific 
$10,000 Medium No Capital Parking 
LOW PRIORITY PROJECTS 
Ochoco Street 
Sidewalks 
Construct sidewalks on 
Ochoco Street to connect 
bus stops to Goodwill. 
19th Ave McLoughlin 
Blvd 
$$$ Low No Capital Pedestrian 
Kronberg Park 
Trail 
Construct multimodal trail 
along Kellogg Creek 
connecting Kronberg Park 
to downtown Milwaukie. 
McLoughlin 
Blvd 
Downtown $1,200 Low No Capital Bicycle 
Springwater 
Corridor 
Intersection 
Improvements at 
45 th 
Improve safety of crossing 
at intersection. 
Location 
specific 
Location 
specific 
$10 Low No Capital Bicycle 
Johnson Creek 
Blvd and 42"d 
Avenue 
Signalization 
Replace 3-way stop with 
signal when warranted. 
Location 
specific 
Location 
specific 
$250 Low No Capital Automobi le 
Springwater Trail 
Ramp 
Improvement 
Improve ramp at 
Springwater Trail and 
McLoughlin Blvd. 
Location 
specific 
Location 
specific 
$15 Low Yes Capital Bicycle & 
Pedestrian 
19th Avenue 
Sidewalks 
Fill in sidewalk gaps on 
both sides of street. 
Kellogg 
Creek Trail 
Sparrow St $305 Low No Capital Pedestrian 
22nd Avenue 
Sidewalks 
Fill in sidewalk gaps on 
both sides of street. 
McLoughlin 
Blvd 
Sparrow St $325 Low No Capital Pedestrian 
43 rd Avenue 
Sidewalks 
Fill in sidewalk gaps on 
both sides of street. 
Howe St/ 
42nd Ave 
King Rd/ 
43rd Ave 
$550 Low No Capital Pedestrian 
Edison Street 
Sidewalks 
Fill in sidewalk gaps on 
both sides of street. 
35 th Ave 37 th Ave $116 Low No Capital Pedestrian 
Harmony Road 
Sidewalks 
Fill in sidewalk gaps on 
both sides of street. 
Linwood 
Ave 
City limits $38 Low No Capital Pedestrian 
Harvey Street 
Sidewalks 
Fill in sidewalk gaps on 
both sides of street. 
32nd Ave 42nd Ave $534 Low No Capital Pedestrian 
Home Avenue 
Sidewalks 
Fill in sidewalk gaps on 
both sides of street. 
Railroad 
Ave 
King Rd $756 Low No Capital Pedestrian 
International Way 
Sidewalks 
Fill in sidewalk gaps on 
both sides of street 
Criterion Ct Lake Rd $767 Low No Capital Pedestrian 
Johnson Creek 
Boulevard 
Sidewalks 
Fill in sidewalk gaps on 
both sides of street. 
Harney Dr City limits $378 Low No Capital Pedestrian 
Milwaukie Transportation System Plan 
Chapter 13: Funding and Implementation Plan 
Page 13-10 
December 4, 2007 
Project Name Project Description From To Estimated 
Cost 
($1,000s)4 
Priority 
Ranking5 
Is Project 
Funded? 
6 
Project 
Type 
TSP 
Chapter 
Linwood Avenue 
Sidewalks 
Fill in sidewalk gaps on 
both sides of street. 
Johnson 
Creek Blvd 
Railroad 
Ave 
$2,960 Low No Capital Pedestrian 
Mason Lane 
Sidewalks 
Fill in sidewalk gaps on 
both sides of street. 
42nd Ave Regents Dr $671 Low No Capital Pedestrian 
Oatfield Road 
Sidewalks 
Fill in sidewalk gaps on 
both sides of street. 
Guilford Ct City limits $132 Low No Capital Pedestrian 
Regents Drive 
Sidewalks 
Fill in sidewalk gaps on 
both sides of street. 
Brookside 
Dr 
Winsor Dr $494 Low No Capital Pedestrian 
River Road 
Sidewalks 
Fill in sidewalk gaps on 
both sides of street. 
McLoughlin 
Blvd 
City limits $626 Low No Capital Pedestrian 
Roswell Street 
Sidewalks 
Fill in sidewalk gaps on 
both sides of street. 
32nd Ave 36 th Ave $192 Low No Capital Pedestrian 
Rusk Road 
Sidewalks 
Fill in sidewalk gaps on 
both sides of street. 
Lake Rd North 
Clackamas 
Park 
$662 Low No Capital Pedestrian 
Olsen Street 
Sidewalks 
Fill in sidewalk gaps on 
north side of street. 
32nd Ave 43rd Ave $432 Low No Capital Pedestrian 
49 th Avenue 
Sidewalks 
Fill in sidewalk gaps on 
both sides of street. 
Logus Rd King Rd $250 Low No Capital Pedestrian 
Hwy 224 
Sidewalks 
Fill in sidewalk gaps on 
both sides of street. 
Oak St 37 th Ave $420 Low No Capital Pedestrian 
Intersection Curb 
Ramp 
Improvements 
Install curb ramps at all 
intersections with 
sidewalks. 
Citywide Citywide $5 Low No Capital Pedestrian 
Hwy 224 
Intersection 
Improvements at 
37th 
Improve pedestrian 
crossing. 
Location 
specific 
Location 
specific 
$20 Low No Capital Pedestrian 
Hwy 224 
Intersection 
Improvements at 
Freeman 
Improve pedestrian 
crossing. 
Location 
specific 
Location 
specific 
$20 Low No Capital Pedestrian 
Hwy 224 
Intersection 
Improvements at 
Harrison 
Improve pedestrian 
crossing. 
Location 
specific 
Location 
specific 
$20 Low No Capital Pedestrian 
Hwy 224 
Intersection 
Improvements at 
Monroe 
Improve pedestrian 
crossing. 
Location 
specific 
Location 
specific 
$15 Low No Capital Pedestrian 
Hwy 224 
Intersection 
Improvements at 
Oak 
Improve pedestrian 
crossing. 
Location 
specific 
Location 
specific 
$20 Low No Capital Pedestrian 
Intersection 
Improvements at 
Olsen and 42nd 
Improve pedestrian 
crossing. 
Location 
specific 
Location 
specific 
$20 Low No Capital Pedestrian 
Intersection 
Improvements at 
Harmony and 
Lake 
Improve pedestrian 
crossing. 
Location 
specific 
Location 
specific 
$15 Low No Capital Pedestrian 
Intersection 
Improvements at 
Railroad and 37 th 
Improve pedestrian 
crossing. 
Location 
specific 
Location 
specific 
$10 Low No Capital Pedestrian 
Intersection 
Improvements at 
Stanley and 
Logus 
Improve pedestrian 
crossing. 
Location 
specific 
Location 
specific 
$15 Low No Capital Pedestrian 
Milwaukie Transportation System Plan 
Chapter 13: Funding and Implementation Plan 
Page 13-10 
December 4, 2007 
Project Name Project Description From To Estimated 
Cost 
($1,000s)4 
Priority 
Ranking5 
Is Project 
Funded? 
6 
Project 
Type 
TSP 
Chapter 
Springwater Trail 
Ramp 
Improvement at 
McLoughlin 
Improve ramp at 
Springwater Trail and 
McLoughlin Blvd. 
Location 
specific 
Location 
specific 
$15 Low No Capital Pedestrian 
Pedestrian 
Connection to 
North Clackamas 
Park 
Create pedestrian 
connection between the 
school and the park. 
Rowe 
Middle 
School 
North 
Clackamas 
Park 
$1,284 Low No Capital Pedestrian 
Hwy 224 
Intersection 
Improvements at 
17th 
Upgrade intersection 
turning radii to better 
accommodate freight 
movements. 
Location 
specific 
Location 
specific 
$50 Low No Capital Freight 
Intersection 
Improvements at 
Mailwell and 
Omark 
Upgrade intersection 
turning radii to better 
accommodate freight 
movements. 
Location 
specific 
Location 
specific 
$50 Low No Capital Freight 
Bicycle and 
Pedestrian 
Overpass 
Establish a dedicated 
bicycle and pedestrian 
connection across 
Railroad Avenue and the 
railroad tracks. 
Railroad 
Ave 
Interna-
tional Way 
$2,025 Low No Capital Bicycle 
Bicycle-friendly 
Street Grates 
Install bicycle-friendly 
street grates. 
Citywide Citywide $50 Low No Operational Bicycle 
Milwaukie Bike 
Map 
Produce a Milwaukie Bike 
Map. 
Citywide Citywide $50 Low No Operational Bicycle 
Trolley Trail 
Signage 
Design and install Trolley 
Trail signage. 
Milwaukie 
Riverfront 
Southern 
city limits 
$54 Low No Capital Bicycle 
Springwater Trail 
Signage 
Install wayfinding signage 
for Springwater Trail. 
Citywide Citywide $15 Low No Operational Bicycle 
Intersection 
Improvements at 
Johnson Creek 
Blvd and Linwood 
Improve safety of crossing 
at intersection. 
Location 
specific 
Location 
specific 
$10 Low No Capital Bicycle 
Intersection 
Improvements at 
Linwood and King 
Improve safety of crossing 
at intersection. 
Location 
specific 
Location 
specific 
$10 Low No Capital Bicycle 
Intersection 
Improvements at 
L inwoodand 
Harmony 
Improve safety of crossing 
at intersection. 
Location 
specific 
Location 
specific 
$10 Low No Capital Bicycle 
Intersection 
Improvements at 
Linwood and 
Monroe 
Improve safety of crossing 
at intersection. 
Location 
specific 
Location 
specific 
$10 Low No Capital Bicycle 
Intersection 
Improvements at 
International Way 
and Lake Road 
Improve safety of crossing 
at intersection. 
Location 
specific 
Location 
specific 
$10 Low No Capital Bicycle 
Intersection 
Improvements at 
Adams and 21st 
Improve safety of crossing 
at intersection. 
Location 
specific 
Location 
specific 
$10 Low No Capital Bicycle 
Lake Road Bike 
Lanes 
Fill in gaps in existing 
bicycle network with bike 
lanes. 
Main St Guilford Dr $3,142 Low No Capital Bicycle 
Harrison Street 
Bike Lanes 
Fill in gaps in existing 
bicycle network with bike 
lanes. 
Hwy 224 42nd Ave $13 Low No Capital Bicycle 
37 th Avenue Bike 
Lanes 
Fill in gaps in existing 
bicycle network with bike 
lanes. 
Harrison St Hwy 224 $2,900 Low No Capital Bicycle 
Milwaukie Transportation System Plan 
Chapter 13: Funding and Implementation Plan 
Page 13-10 
December 4, 2007 
Project Name Project Description From To Estimated 
Cost 
($1,000s)4 
Priority 
Ranking5 
Is Project 
Funded? 
6 
Project 
Type 
TSP 
Chapter 
43rd Avenue Bike 
Lanes 
Fill in gaps in existing 
bicycle network with bike 
lanes. 
King Rd Filbert St $1,014 Low No Capital Bicycle 
Oatfield Road 
Bike Lanes 
Fill in gaps in existing 
bicycle network with bike 
lanes. 
Guilford Ct Lake Rd $348 Low No Capital Bicycle 
Linwood Avenue 
Bike Lanes 
(north) 
Fill in gaps in existing 
bicycle network with bike 
lanes. 
Queen Rd Johnson 
Creek Blvd 
$1,692 Low No Capital Bicycle 
Linwood Avenue 
Bike Lanes 
(south) 
Fill in gaps in existing 
bicycle network with bike 
lanes. 
Juniper St Harmony 
Rd 
$296 Low No Capital Bicycle 
Rusk Road Bike 
Lanes 
Fill in gaps in existing 
bicycle network with bike 
lanes. 
Lake Rd North 
Clackamas 
Park 
$936 Low No Capital Bicycle 
21st Avenue Bike 
Lanes 
Fill in gaps in existing 
bicycle network with bike 
lanes. 
Harrison St Lake Rd $50 Low No Capital Bicycle 
Police 
Enforcement on 
Drivers 
Enforce laws related to 
bike lanes and bicycle 
safety. 
Citywide Citywide $10 Low No Operational Bicycle 
Bike Lane Str iping Re-stripe existing bike 
lanes and stripe bike lanes 
on streets where buses 
and bicyclists share the 
road. 
Citywide Citywide $20 Low No Operational Bicycle & 
Transit 
Kellogg Creek 
Trail 
Improvements 
Resurface trail and 
provide wayfinding 
signage to/from trail. 
Milwaukie 
Riverfront 
Treatment 
Plant 
$623 Low No Capital Bicycle 
Hwy 224 Access 
Modifications at 
Freeman Way 
Modify access at Freeman 
Way to improve 
intersection functioning. 
Location 
specific 
Location 
specific 
$1,313 Low No Capital Automobi le 
Stanley Ave 
Connectivity at 
King 
Enhance connection along 
Stanley Ave at King Road. 
Location 
specific 
Location 
specific 
$53 Low No Capital Automobi le 
Stanley Ave 
Connectivity at 
Monroe 
Enhance connection along 
Stanley Avenue at Monroe 
Street. 
Location 
specific 
Location 
specific 
$53 Low No Capital Automobi le 
Harmony Road 
Grade Separation 
and Realignment 
at Linwood 
Grade separate Harmony 
Road from Union Pacific 
Railroad and align as a 
through east-west 
movement. Outcome of 
al ignment and geometry is 
dependant upon the 
Harmony Road 
Environmental 
Assessment project 
(scheduled for completion 
Fall 2008). 
Location 
specific 
Location 
specific 
$28,000 Low No Capital Freight & 
Automobi le 
Milwaukie Transportation System Plan 
Chapter 13: Funding and Implementation Plan 
Page 13-10 
December 4, 2007 
Project Name Project Description From To Estimated 
Cost 
($1,000s)4 
Priority 
Ranking5 
Is Project 
Funded? 
6 
Project 
Type 
TSP 
Chapter 
REGIONAL PROJECTS WITHIN OR THROUGH THE CITY OF MILWAUKIE7 
Milwaukie Light 
Rail Extension or 
High Capacity 
Transit 
Improvements 
Construct light rail or high 
capacity transit 
improvements between 
Milwaukie and Portland. 
Rose 
Quarter 
MAX 
Station 
Milwaukie 
Town 
Center 
$515,000 No Capital Transit 
Oregon City Light 
Rail Extension or 
High Capacity 
Transit 
Improvements 
Construct light rail or high 
capacity transit 
improvements between 
Milwaukie and Oregon 
City. 
Milwaukie 
Town 
Center 
Oregon City $577,500 No Capital 
Milwaukie 
Transportation 
Management 
Associat ion 
Program 
Implement a 
transportation 
management association 
for employers. 
Milwaukie 
Town 
Center 
Milwaukie 
Town 
Center 
$200 No Operational Transit 
Portland Traction 
Company 
Multiuse Trail 
Plan, engineer, and 
construct multiuse trail 
along Portland Traction 
Company right-of-way. 
Milwaukie Gladstone $1,386 
— 
No Capital 
— 
North Clackamas 
Greenway 
Corridor Study 
Study feasibility of corridor 
for multiuse path 
construction (possibly 
along Kellogg Creek). 
Milwaukie Clackamas 
Regional 
Center 
No Capital 
Linwood/Harmony 
/Lake Road 
Intersection 
Improvements 
Add northbound right turn 
lane and eastbound right 
turn lane. 
Location 
specific 
Location 
specific 
$28,000 No Capital 
McLoughlin 
Boulevard 
Improvements 
Complete boulevard 
design improvements. 
Scott St Harrison St $3,300 __ No Capital __ 
Til lamook Branch 
Trestle Trail Study 
Study feasibility of east-
west multiuse trail 
construction. 
Milwaukie 
Town 
Center 
Lake 
Oswego 
Town 
Center 
No Capital 
Railroad Junction 
Improvements 
Implement track and 
signal improvements to 
allow for increased track 
speeds between UP 
Willsburg Junction and UP 
Albina Yards. 
Milwaukie UP 
Railroad 
Albina 
Yards 
$8,800 No Capital 
Railroad Track 
Extension 
Extend two tracks from 
Willsburg Junction to 
Clackamas. 
Milwaukie I-205 $19,000 __ No Capital __ 
Key: 
NDA = Neighborhood District Associat ion 
NTMP = Neighborhood Traffic Management Program 
CIP = Capital Improvement Program 
STSP = Safe Trips to School Program 
RTP = Regional Transportation Plan 
7 2004 Regional Transportation Plan (RTP) projects in the Milwaukie area that may or may not be shown on mode-specific master plans or 
project lists. 
Milwaukie Transportation System Plan 
Chapter 13: Funding and Implementation Plan 
Page 13-10 
December 4, 2007 
Transportation Planning Rule 
Implementation 
The purpose of this chapter is to provide an overview of recommended changes to the 
Milwaukie Municipal Code with the objective of complying with Oregon's Transportation 
Planning Rule (TPR) and Metro's Regional Transportation Plan (RTP). 
OREGON TRANSPORTATION PLANNING RULE OVERVIEW 
The Oregon Transportation Planning Rule ("TPR", or Oregon Administrative Rule Chapter 660, 
Division 12) requires local governments to implement a transportation system plan that is 
supported by local land use regulations. The rule sets requirements to protect transportation 
facilities and enhance pedestrian and bicycle travel. 
TPR requirements are fairly broad and allow local governments flexibility in how they comply 
with the rule. For example, OAR 660-012-0045(2)(b) requires local governments to "protect 
transportation facilities . . . for their identified functions." The TPR does not define a standard to 
protect a facility or restrict local governments from self-identifying the function of their facilities. 
TPR rules for ODOT-regulated facilities, such as Oregon State Highways 99E and 224, are 
more restrictive and are regulated by the State in coordination with the City. State, regional, and 
County facilities within the city are regulated by the respective owner of the facility but are also 
subject to City regulations. 
The Milwaukie Municipal Code has been periodically updated to comply with the TPR, with the 
most recent updates occurring in 1994 and 2002. To remain TPR compliant, one 
comprehensive plan amendment and three zoning code amendments are recommended as part 
of the 2007 TSP update. Adoption of these amendments is expected to occur concurrently with 
TSP adoption, unless otherwise noted. 
RECOMMENDED CHANGES 
The four recommended amendments are summarized below. Proposed language is shown in 
boldface in the grey-shaded boxes. 
1. Transportation projects exempt from design standards and 
procedures. 
The TPR requires that local codes separate transportation projects into three categories 
for review purposes. The categories are: those that are exempt from design standards 
Milwaukie Transportation System Plan 
Chapter 14: Transportation Planning Rule Implementation 
Page 14-1 
December 4, 2007 
and procedures, those that are subject to limited review (e.g., Type I) under objective 
standards, and those that are subject to more extensive review (e.g., Type II) because 
they are significant or require discretionary decision-making. 
The Milwaukie zoning code clearly identifies which projects are in the second and third 
categories in Milwaukie Municipal Code (MMC) sections 19.1405.1 and 19.405.2. 
However, no projects are explicitly categorized as exempt. The City has interpreted its 
current code as exempting activities such as public agency maintenance of, repair to, or 
operational changes to an existing transportation facility from land use regulations. Since 
this is not explicit in the code, some of these activities could qualify as "development" 
per MMC section 19.103, and would therefore be subject to all the transportation 
planning, design standards, and procedures of MMC Chapter 19.1400, per the catch-all 
category "other," listed in MMC section 19.1403.A. The City would like to explicitly 
exempt these types of projects. 
Proposed change/addition: 
MMC Section 19.1403.1 Limitations 
D. The following activities and uses are exempt from the requirements of this 
section: 
1. Operation, maintenance, and repair of existing transportation facilities. 
2. Public capital improvement projects. 
2. Carpool/vanpool spaces. 
According to the TPR, employee parking in new developments must provide "preferential 
parking for carpools and vanpools." The Milwaukie code has a provision that quantifies 
the number of carpool/vanpool spaces that must be provided (10 percent) but it does not 
require that the carpool spaces have preferential status. Other jurisdictions typically 
satisfy this provision through a spatial directive. That is, carpool/vanpool spaces must be 
closer to the main entrance to the building than general-purpose spaces. 
Proposed change/addition: 
MMC Section 19.506 Carpool and Vanpool Parking 
1. Applicability. New industrial, institutional, and commercial development with fifty 
(50) or more employees shall provide carpool/vanpool parking. 
2. Number of Spaces. Carpool/vanpool parking shall be provided for at least ten 
percent (10%) of the required parking. 
3. Location. Parking for carpools/vanpools shall be closer to the main 
entrances of the building than other employee or student parking, except 
parking spaces designated for use by the disabled. 
4. Standards. Carpool/vanpool spaces shall be regular-sized, per requirements 
in Section 19.503.10, and shall be clearly designated with signs or pavement 
markings for use only by carpools/vanpools. 
Milwaukie Transportation System Plan 
Chapter 14: Transportation Planning Rule Implementation 
Page 14-1 
December 4, 2007 
3. Redevelop parking for transit uses. 
The TPR states that a portion of parking areas in existing development "shall be 
allowed" to redevelop for transit-oriented uses, such as bus stops, shelters, and stations. 
While Milwaukie's code does not appear to prohibit the redevelopment of parking areas 
to support transit-oriented uses, neither does it provide an explicit allowance for this. 
The following change/addition is an example of how the City could meet this TPR 
requirement. The City should incorporate such a change in its next regular code update 
when it reviews all of MMC Section 19.503.8 to ensure that the new proposed change is 
compatible with this section's existing requirements. 
Proposed change/addition: 
MMC Section Modification of Minimum and Maximum Parking 
E. The planning director is authorized to reduce up to 10 percent of existing 
required parking spaces at a conversion ratio of one parking space for each 
100 square feet of transit facility for developments which incorporate transit-
related facilities such as bus stops and pull-outs, bus shelters, or other 
transit-related facilities. The procedure for planning director review shall be 
in accordance with subsection 19.1011.1, Type I Administrative Review. 
F. Maximum parking allowed may be increased up to fifteen percent of the 
applicable standard, subject to subsection A above, and further subject to 
compliance with all zoning standards and management of related 
stormwater runoff. 
4. Transit-supportive land uses. 
The TPR requires that "types and densities of land uses" along existing or planned 
transit routes be supportive of transit. The rule does not specify which land uses are 
required or what level of density could be considered supportive of transit. The City's 
zoning map shows generally higher densities and commercial development along the 
designated transit corridors. Explicit policy direction supporting higher densities along 
transit corridors would ensure compliance. The following change/addition is an example 
of how the City could provide this policy direction. Such a change could be implemented 
in a number of places in the Comprehensive Plan and should be discussed during the 
City's Periodic Review process. 
Proposed change/addition: 
Milwaukie Comprehensive Plan 
Chapter 5-Transportation, Public Facilities, and Energy Conservation 
Transportation Element 
Transportation Planning Rule 
Land uses and transportation improvements along all corridors should be designed to 
promote transit, bicycling and walking. Specifically, land uses and densities along 
existing or planned transit routes should be planned to support transit. 
Milwaukie Transportation System Plan 
Chapter 14: Transportation Planning Rule Implementation 
Page 14-1 
December 4, 2007 
Appendix A 
Public Involvement Summary 
INTRODUCTION 
Milwaukie has some of the most organized and active communities, neighborhoods and citizen 
activists in the Portland Metro area. Residents have a high expectation to be involved in City 
business. Recognizing this, the City developed a public involvement program that was likely the 
most extensive public outreach and involvement process-to-date in the State of Oregon for a 
Transportation System Plan (TSP). The program included opportunities for citizens to 
participate at both a mode-specific and broad policy level, resulting in a TSP that reflects the 
needs and priorities of the community. 
POLICY REQUIREMENTS 
State, regional, and City policies require that citizen input be part of the transportation system 
planning process. Oregon's Statewide Planning Goal #1 mandates the following: 
• Provide widespread citizen involvement, including the establishment of a citizen advisory 
committee (CAC) broadly representative of geographic areas and interests. 
• Assure effective two-way communication with citizens. 
• Assure technical information is available in an understandable form. 
• Assure that citizens receive a response from policymakers. 
• Ensure adequate funding for citizen involvement in a planning budget. 
As outlined in the Comprehensive Plan Chapter 1, City policy requires the following: 
• Objective #1: "The City will promote citizen participation in the planning process primarily 
through the nine Milwaukie Neighborhood Areas..." 
• Objective #2: "To encourage broadly based public participation involving a cross section of 
citizens from a variety of geographic and interest areas, solicited through an open, well-
publicized process." 
• Objective #3: "Promote informed public participation in planning decisions by providing 
readily available publications and printed materials regarding current issues and proposed 
policies and providing for two-way communication between policy-makers and citizens." 
OUTREACH AND INVOLVEMENT PROGRAM 
At the beginning of the TSP Update Project the City set the following goal: 
The public involvement process for the Milwaukie TSP update will encourage and provide 
opportunities for citizens to participate in all phases of the planning process and keep 
citizens informed through open lines of communication for the sharing of questions, 
problems and suggestions. 
Milwaukie Transportation System Plan 
Appendix A: Public Involvement Summary 
Page A-1 
December 4, 2007 
To reach this goal, staff designed the TSP public outreach and involvement program to include 
the following elements: 
• Community Briefings 
• Advisory Committee 
• Working Groups 
• Web Survey 
• Open Houses 
• Information 
Community Briefings 
The City hosted four Community Briefings in different locations around Milwaukie between 
November 30 and December 6, 2006 to: 
• Introduce and describe the TSP and the TSP update process. 
• Invite future participation in upcoming Working Groups and Workshops. 
• Solicit public input in a focused way on existing conditions and key issues. 
• Inform the public about how to stay updated on TSP news and events. 
The City Planning Director began each two-hour Community Briefing with a short slide show 
presentation explaining the TSP project and process. Participants were invited to write their 
concerns, questions, or statements about what the City should study during the TSP process. 
Posters in the room provided information about involvement opportunities, and participants were 
invited to indicate their interest in upcoming working groups and workshops. 
Community Briefings were widely advertised: 
• A special 2-page insert was featured in the November 2006, Pilot and sent to every 
household in Milwaukie (about 8,000 households). 
• Flyers were hand-delivered to every business in downtown Milwaukie. 
• The Oregonian, Clackamas Review, and North Clackamas School District newsletter listed 
the briefings in their calendars and ran short stories. 
• The City's Transportation Liaison notified parent-teacher groups, local churches, and other 
interested individuals. 
• The Community Services Department announced the Community Briefings in weekly e-mail 
updates to interested citizens. 
Advisory Committee 
The City formed the TSP Advisory Committee (AC) by inviting 
appointed representatives and also advertising an open 
application process. The group included representatives of 
partner agencies and local businesses, as well as interested 
citizens (there was at least one resident of each Neighborhood 
District Association). The AC met six times between January Advisory Commitee members discuss TSP goals 
and August 2007. All of these meetings were advertised in advance and open to the broader 
community, and meeting packets were available on the City's website. 
Milwaukie Transportation System Plan 
Appendix A: Public Involvement Summary 
Page A-1 
December 4, 2007 
The AC meet ings were wel l attended, wi th an average at tendance of 20 people at each 
meeting. AC members contr ibuted over thirty hours of their t ime part icipating in meet ings and 
reviewing materials in advance. In addition, many of the A C members each part icipated in one 
or more Work ing Groups, Workshops, and O p e n Houses. 
The AC was instrumental in developing the City's transportat ion goals, identifying new or 
revised policies, reviewing and consol idat ing the recommendat ions f rom the work ing groups, 
and guiding project prioritization. Exit surveys conducted with the AC members indicate that the 
part icipants were highly satisf ied with the process. 
City of Milwaukie Transportation System Plan Update Advisory Committee Members* 
Citizen Representatives 
David Aschenbrenner Citizen Member (Hector Campbell) 
Scott Churchill Citizen Member (Historic Milwaukie) 
Nick Dougher Citizen Member (Linwood) 
Forris Frick Citizen Member (Lake Road) 
Ben Horner-Johnson Citizen Member (Lake Road) 
Michole Jensen Citizen Member (Ardenwald) 
Paul Klein Citizen Member (Lewelling) 
Dolly Macken-Hambright Citizen Member (Linwood) 
Charlie Stephens Citizen Member (Oak Grove) 
Ed Zumwalt Citizen Member (Historic Milwaukie) 
Business Representatives 
Greg Chaimov Chamber of Commerce Representative 
Neil Hankerson Downtown Business Representative 
Gary Hunt Industrial Business Representative 
Bill Lake Industrial Business Representative 
Todd E. Mobley Hospital Representative 
Mike Wells Real Estate Development Representative 
Agency Representatives 
Kelly Carlisle School District Representative 
Gail Curtis ODOT Contract Manager 
Shari Gilevich Clackamas County Representative 
Marty Hanley Milwaukie Center Representative 
Stacy Humphrey & Bill Holmstrom State of Oregon DLCD Representative 
John Mermin Metro Representative 
Young Park TriMet Representative 
Ron Schumacher / Mace Childs Fire Department Representatives 
Mike Swanson / Kenny Asher City of Milwaukie Representatives 
* Members are def ined as having submit ted an appl icat ion and part icipated in at least three of 
the six meetings. 
Milwaukie Transportation System Plan 
Appendix A: Public Involvement Summary 
Page A-1 
December 4, 2007 
Street Design participants discuss 
"context sensitive" design options 
Working Groups and Workshops 
The Working Groups and Workshops were created to focus on 
different subtasks of the TSP. The Working Groups included; 
Downtown Parking, Freight, Street Design, Traffic and Street 
Network, and Transit. The Workshops included; Bike and 
Pedestrian. The introduction of Working Groups and Workshops 
into the planning process allowed for specific aspects of the TSP 
to be discussed and resolved to a greater level of detail than 
usually occurs at the TSP level providing valuable policy and 
project direction. The City was faced with several areas of their 
transportation system that either were minimally addressed in the previous TSP (such as 
bicycle/pedestrian planning and street design), required innovative solutions (such as freight), 
and/or were complicated or historically unresolved (such as transit and downtown parking). 
Community members, businesses, and participants in the Advisory Committee were invited to 
join one or more mode-specific Working Groups or attend a Workshop on specific transportation 
issues. Anyone who was interested in participating attended an orientation meeting in February 
2007, which outlined the overall process and opportunities for involvement. The orientation 
event was taped and televised on Milwaukie Cable Access channel 30 throughout the months of 
February and March 2007. 
Each Working Group met three or four times each with many participants involved in several 
groups. Workshops met two to three times each to discuss pedestrian and bike solutions as well 
as downtown parking. In total there were: 
Two Pedestrian workshops 
Three Bike workshops--including a guided bike tour 
Two Downtown Parking workshops 
Four Freight Access meetings 
Four Traffic & Auto Circulation Solutions meetings 
Three Street Design Alternatives meetings 
The TSP Bicycle Solutions group takes • Four Transit Solutions meetings 
a bike tour through Milwaukie 
Over one hundred people participated in the Working Groups 
and Workshops. The focused nature of the Working Groups 
and Workshops allowed for a greater level of technical detail to 
be presented and discussed. Many working group members 
contributed countless hours reviewing existing conditions, 
identifying problems, developing innovative solutions, propos-
ing policy changes and recommendations, and establishing 
both community and modal priorities. Each Working Group and 
Workshop created a draft "modal plan," which was brought to 
the Advisory Committee to be compiled into one set of citywide 
priorities. While time consuming and at times complicated for 
the staff to implement, the Working Groups and Workshops were well received by the 
community and proved to be an extremely valuable tool for developing mode-specific plans that 
reflect the priorities of the community. 
Business owners and residents discuss 
downtown parking needs and solutions 
Milwaukie Transportation System Plan 
Appendix A: Public Involvement Summary 
Page A-1 
December 4, 2007 
Bike and Pedestrian Workshop Participants 
Heather Andrews 
David Aschenbrenner, AC, WG 
Cheryl Ausmann-Moreno 
Lisa Batey 
Jerry Bitz 
John Climaldi 
Noah Cowgill 
Debbie Cronk 
David DeVore 
Nick Dougher 
Sherri Dow 
Parker Fitzpatrick, WG 
Forris Frick, AC, WG 
Mark Gamba 
Emily Gardner 
Willi Horner-Johnson, WG 
Steven Kung 
Matt Menely, WG 
Renee Moog 
Keith Neubauer 
Anne Nottingham 
Connie Ottoboni 
Susanna Pai 
Matt Picio, WG 
Jon Stoll 
Paul Sylvester 
Aaron Tarfman 
Dottie Teeple 
Ann Wilson 
Downtown Parking Working Group Participants 
Melissa Arne 
David Aschenbrenner, AC, WG 
Jean Baker 
Jim Bernard 
Ray Bryan, WG 
Jill Chapman 
Tim Clouse 
Charmane Coleman 
Lanice Coleman 
Parker Fitzpatrick, WG 
Neil Hankerson, AC 
Greg Hemer 
Lee Holzman 
Jason Jenkins 
Tom Kemper 
Jeff Klein 
Ed Parecki 
Ray Peck 
Zach Rogers 
Joe Sandfort 
Nancy Wittig 
Ed Zumwalt, AC, WG 
Freight Working Group Participants 
George Anderson 
Lorenzo Araque 
Charles Bishop 
Libby Clark-Agosti 
Steve Flury 
Brian Heiberg 
Gary Hunt, AC 
Bill Lake, AC 
Bernadine Moore 
Cara Nolam 
Pat Russel, WG 
Dick Samuels 
Todd Schwartz 
Charlie Stephens, AC 
Street Design Working Group Participants 
David Aschenbrenner, AC, WG 
Ray Bryan, WG 
Kathy Buss, WG 
Bruce Conachan 
Alicia Hamilton 
Ben Horner-Johnson, AC, WG 
Willi Horner-Johnson, WG 
Virginia Pai, WG 
Matt Picio, WG 
Cami Waner 
Traffic and Street Network Working Group Participants 
David Aschenbrenner, AC 
Ray Bryan, WG 
Kathy Buss, WG 
Gail Curtis, AC 
Forris Frick, AC, WG 
Ben Horner-Johnson, AC, WG 
Tom MacFarlane 
Matt Menely, WG 
Matt Picio, WG 
Pat Russel, WG 
Leslie Schockner 
Julie Wisner, AC 
Ed Zumwalt, AC 
Transit Working Group Participants 
David Aschenbrenner, AC, WG 
Ray Bryan, WG 
Sandi Burns 
Kathy Buss, WG 
Phil Favorite 
Forris Frick, AC, WG 
Ben Horner-Johnson, AC, WG 
Lynda Hunter 
Chistopher Hunterman 
Dolly Macken-Hambright, AC 
Sarah Maier 
Gary Michael 
Tim Morris 
Virginia Pai, WG 
Young Park 
Phil Selinger 
Pam Shea 
Dion Shepard, AC 
Ron Swanson 
Marge Tipton 
Ed Zumwalt, AC, WG 
Milwaukie Transportation System Plan 
Appendix A: Public Involvement Summary 
Page A-1 
December 4, 2007 
Web Survey 
The City posted a twelve-question self-selected survey on its website between March 1, 2007 
and March 25, 2007 to both inform the community about the TSP process and to learn more 
about the issues and concerns of the community. One hundred and fifty eight people completed 
the survey including over 80% of respondents completing several open ended, narrative 
questions. In addition to learning about basic demographics, the questions were designed to 
gather information regarding how they use the transportation system and how they think it could 
be improved. 
Paper surveys were made available; however all responses came via the internet. To make the 
survey more widely available to those without internet access, the survey was advertised at the 
Ledding Library's computer stations. Outreach in advertisement of the survey included: 
• Advertised in the front page of the March Pilot 
• Story and link on home page of City website 
• Posters put in all bus stops at the Milwaukie Transit Center 
• Emails sent to all TSP interested person's list 
• Emails sent to all NDA members 
• Emailed to Waldorf School 
• Sent to all Milwaukie area North Clackamas Schools, including distribution to over 1300 
recipients via the Milwaukie High School "E-News." 
• Hand-delivered to Downtown Milwaukie businesses 
• Article on BikePortland.org 
• The TSP survey flyer was provided (in print copy or electronically, depending on preference) 
to: Dark Horse Comics, Albertsons (at Milwaukie Marketplace, handouts distributed with 
paychecks to all 87 associates), Pendleton Woolen Mills, Reliable Credit, Hoya, OECO, 
Bob's Red Mill, Johnson Controls. 
Open Houses 
An Open House was held July 12, 2007 to present all the recommendations of the Working 
Groups and Workshops to the broader community. Participants at the Open House were 
encouraged to offer their input on the recommendations and discuss their questions with staff. 
The material presented at the open house was also made available at the Farmer's Market on 
July 15, 2007, and posted on the TSP website. 
Participant Exit Survey Results 
All advisory committee and working group members were given exit surveys at the conclusion of 
their work. Respondents were asked to rate their group based on the following statements: 
• The meeting facilitators encouraged and allowed all participants to share their ideas. 
• My input was used to shape recommendations. 
• I was given enough information to be prepared for each meeting. 
• The information presented in meetings was clear and understandable. 
• I now have a better understanding of transportation issues in Milwaukie. 
• Meetings were efficient and made good use of my time. 
• This Working Group/Workshop was worthwhile and out of it came good recommendations. 
• I am glad I participated in this Working Group/Workshop. 
• The overall TSP process was worthwhile and out of it came good recommendations. 
Milwaukie Transportation System Plan 
Appendix A: Public Involvement Summary 
Page A-1 
December 4, 2007 
Thirty-six participants completed exit surveys. Ninety-seven percent (35 of the 36 respondents) 
rated the TSP process high or very high for all aspects. Respondents were also provided space 
to leave general comments. A sampling of comments follows: 
"I appreciated everyone's willingness to expand the meeting schedule to meet the needs of 
the bike community--including a bike boulevard assessment ride." 
"The Milwaukie personnel were great to work with and from the sounds of things, they 
listened to the great ideas of the citizens. I look forward to the final outcome of our efforts 
through the remainder of planning." 
"You (Alex), Katie and the team all did a great job. Thank you for including me, thoughtfully 
considering my comments, and working towards the initiatives of the North Industrial 
representatives. I hope to work with you again." 
"Great job of public outreach. I've never seen that much outreach for a TSP before." 
Information 
The City used the public outreach communication methods listed below to announce special 
events and inform citizens about ongoing activities. 
• The Pilot newsletter was mailed to every household in the city monthly. 
• Flyers were posted at City facilities and the Milwaukie Farmers Market 
• Community Services sent weekly email updates to over 100 people including all 
neighborhood association members and City board members. 
• The City's Transportation Liaison sent updates to his contacts-including Parent-Teacher 
Organizations, churches, businesses, and individuals. This list currently includes over 100 
contacts. 
• Information was given through the video "bulletin boards" on the government and public 
access channels (23 and 30). 
• A section dedicated to the TSP process was featured on the City's homepage. This section 
contained ongoing updates, meeting information, documents, and survey results. 
• Staff visited all 7 Neighborhood District Associations to inform them about the project, both 
before it began and throughout the process. 
• Flyers were sent to principals of all public and private Milwaukie schools. 
• Updates were sent to the North Clackamas Chamber of Commerce to include in their 
newsletter. 
The public came to rely on the City's website for the most up-to-date information about the 
project. All meeting materials, meeting announcements, survey results, and draft chapters were 
available for public review on the website. 
Milwaukie Transportation System Plan 
Appendix A: Public Involvement Summary 
Page A-1 
December 4, 2007 
Appendix B 
Prioritized Master Plan Project List 
The Prioritized Master Plan Project List contains all projects identified in the TSP update 
process. Projects came from many sources including, but not limited to, the following: 2007 TSP 
Working Groups, Milwaukie's Downtown Plan, Milwaukie's Capital Improvement Plan, 1997 
TSP, and Metro's Regional Transportation Plan. All projects were vetted by staff, Working 
Group members, and Advisory Committee members. 
The following process was used to prioritize the TSP projects. 
• Working Group participants ranked projects as high, medium, or low. 
• Staff evaluated each project against the TSP Goals using the Project Evaluation Questions. 
The idea behind the project evaluation questions is that, given the limited funds available, 
the City should prioritize funding of transportation projects that 1) effectively address 
identified problems, and 2) best meet the City's transportation goals. Projects that were 
ranked as low priority by the working groups were not evaluated unless other public 
involvement efforts (e.g. TSP Community Briefings or Open Houses), citizen groups (e.g. 
Neighborhood District Associations), or programs (e.g. Safe Trips to Schools Program or 
Capital Improvement Program) identified them as a priority. 
• Staff also took other information into consideration before grouping the projects into high, 
medium, and low categories such as dependence on other projects or neighborhood 
support. 
• Advisory Committee members reviewed staff's proposed project ranking and recommended 
some minor changes to the ranking of individual projects. 
In addition to identifying the projects that are most important to the City, the Advisory Committee 
advised staff on which funding strategy to pursue in the development of the City's Action Plan. 
The Action Plan is the City's financially constrained project list that contains only those high 
priority projects that are likely to be funded with limited City funds within the 22-year planning 
period. The projects on the City's Action Plan are divided up by mode and appear in Chapters 5, 
6, 7, 8, 9, 11, and 12 respectively. Action Plan projects are identified on the Prioritized Master 
Plan Project List by a "Yes" response in the column entitled "Is Project Funded?" 
The Advisory Committee considered the following funding strategies. 
• Emphasis on direct City funding of projects. This approach would encourage the City to 
fund projects itself and not use local funds to leverage outside funding. Taking this approach 
would require the City to save up for years to construct one or two projects (like widening 
Railroad Avenue) to the exclusion of many other projects. 
• Emphasis on leveraging City funds. This approach would encourage the City to fund less 
expensive projects with local funds and to leverage state or federal funds with local match 
dollars for more expensive high priority projects. Taking this approach would theoretically 
enable the City to fund more projects than it could otherwise do on its own. 
Milwaukie Transportation System Plan 
Appendix B: Prioritized Master Plan Project List 
Page B-1 
December 4, 2007 
• Emphasis on funding a range of high priority "implementable" projects. This approach 
would encourage the City to strategically choose those projects that would provide the most 
benefit for the least cost and that had a realistic funding source. Taking this approach would 
enable the City to better respond to market conditions, grant opportunities, geographic 
equity issues, and economies of scale. It would also enable the City to fund a wide range of 
projects in the high priority category but not necessarily the highest priority projects. 
• Emphasis on funding high priority projects. This approach would encourage the City to 
fund the highest priority projects, which would ensure that the highest priority projects were 
funded and not passed over due to high construction costs. 
• Emphasis on maintaining the existing system. This approach would encourage the City 
to focus on maintenance and operations activities and not on capital improvements. Taking 
this approach would mean that very few identified high priority projects would be funded. 
Staff recommended a combined strategy of emphasizing the funding of a range of high priority 
"implementable" projects and leveraging City funds as much as possible, and the Advisory 
Committee concurred with staff's recommendation. The projects identified as being funded on 
the Prioritized Master Plan Project List reflect this funding strategy. 
TSP Project Evaluation Questions 
"Which projects best meet Milwaukie's goals?" 
Goals Project Score (0,1,2,3) 
Goal 1 Livability. Design and construct transportation facilities in a 
manner that enhances the livability of Milwaukie's 
community. 
Will the investment improve the health and 
physical well being of Milwaukie citizens? 
Will the investment protect residential 
neighborhoods from transportation-related 
impacts? 
Will the investment reduce barriers to mobility? 
Goal 2 Safety. Develop and maintain a safe and secure 
transportation system. 
Will the investment improve an unsafe location 
or situation? 
Goal 3 Travel Choices. Plan, develop, and maintain a 
transportation system that provides travel choices and allows 
people to reduce the number of trips made by single-
occupant vehicles. 
Will the investment make it easier to move 
around without a car? 
Goal 4 Quality Design. Establish and maintain a set of 
transportation design and development regulations that are 
sensitive to local conditions. 
Will the investment reinforce the character of a 
neighborhood? 
Will it reinforce the functional qualities of a 
street's classification? 
Goal 5 Reliability and Mobility. Develop and maintain a well-
connected transportation system that reduces travel 
distance, improves reliability, and manages congestion. 
Will the investment facilitate a better flow of 
traffic through or within Milwaukie? 
Goal 6 Sustainability. Provide a sustainable transportation system 
that meets the needs of present and future generations. 
Will the investment improve the health of 
natural systems? 
Does the investment use resources wisely? 
Goal 7 Efficient and Innovative Funding. Efficiently allocate 
available funding for recommended transportation 
improvements, and pursue additional transportation funding 
that includes innovative funding methods and sources. 
Will the investment use scarce City funds 
wisely? 
Goal 8 Compatibility. Develop a transportation system that is 
consistent with the City's Comprehensive Plan and that 
coordinates with County, State, and regional plans. 
Will the investment support the city's vision 
while respecting those of other jurisdictions? 
Goal 9 Economic Vitality. Promote the development of Milwaukie's, 
the region's, and the state's economies through the efficient 
movement of people, goods, and services, and the 
distribution of information. 
Will the investment support commercial 
interests in the city? 
Milwaukie Transportation System Plan 
Appendix B: Prioritized Master Plan Project List 
Page B-2 
December 4, 2007 
How well does project meet TSP Goals? 
(3 = very well, 0= not at all) 
Project Name Project Description From To 
Estimated 
Cost 
($1,000s)1 
Priority 
Ranking2 
Is Project 
Funded?3 
Project 
Type 
TSP 
Chapter 
Citizen 
Working 
Group 
Ranking 
Other 
Input Liv
ab
ili
ty
 
Sa
fe
ty
 
Tr
av
el
 C
ho
ic
es
 
Q
ua
lit
y 
De
si
gn
 
Re
lia
bi
lit
y/
M
ob
ili
ty
 
Su
st
ai
na
bi
lit
y 
Ef
fic
ie
nt
 F
un
di
ng
 
Co
m
pa
tib
ili
ty
 
Ec
on
om
ic
 V
ita
lit
y 
TO
TA
L 
SC
OR
E 
HIGH PRIORITY PROJECTS 
17th Avenue Sidewalks Fill in sidewalk gaps on both sides of 
street and improve intersections. 
Ochoco St McLoughl in 
Blvd 
$920 High Yes Capital Pedestrian High 2 3 3 2 0 1 2 3 1 17 
Downtown Transit Center 
Improvements 
Construct new bus layover facility 
outside of the downtown core. 
Improve downtown bus stops and 
shelters consistent with level 3 
features and including ample bike 
parking. 
Location 
specific 
Location 
specific 
$1,250 High Yes Capital Transit High Council, 
NDAs 
3 2 2 3 0 0 1 2 3 16 
17th Avenue Bikeway and 
Intersection Safety 
Improvements 
Fill in gaps in existing bicycle network 
with bike lanes or multi-use path. 
Improve intersection safety and 
eastbound connection at 17th 
Ave/Hwy 99E. Improve intersection 
safety at 17th Ave/Hwy 224. 
Waverly Dr Harrison St $135 High Yes Capital Bicycle High 1 3 3 2 0 1 3 2 1 16 
Logus Road Sidewalks Fill in sidewalk gaps on both sides of 
street. 
43rd Ave 49th Ave $771 High Yes Capital Pedestrian Low Lewelling 
NDA, TSP 
Comments, 
STSP 
2 3 3 2 0 2 2 2 0 16 
Kellogg Creek Dam Removal 
and Hwy 99E Underpass 
Replace 99E bridge over Kellogg 
Creek, remove dam, restore habitat; 
construct pedestrian undercrossing 
between downtown Milwaukie and 
Riverfront Park. 
Site Specific Site Specific $9,000 High Yes Capital Pedestrian N/A Downtown 
Plan 
3 1 1 2 0 3 1 3 2 16 
Springwater Trail Completion Contribute to regional project to 
complete Springwater Trail ("Sel lwood 
Gap") along Ochoco Street. 
17th Ave 19th Ave $80 High Yes Capital Bicycle 
& 
Pedestrian 
N/A TSP 
Comments 
3 3 3 0 0 1 3 3 0 16 
Railroad Avenue Sidewalks Fill in sidewalk gaps on both sides of 
street. 
37th Ave Harmony Rd $1,625 High Yes Capital Pedestrian 
& 
Transit 
High 3 3 3 2 0 1 1 2 0 15 
Monroe Bicycle Boulevard Designate as a Bicycle Boulevard and 
install bicycle boulevard 
improvements. 
21st Ave Linwood Ave $300 High Yes Capital Bicycle High 3 2 3 1 0 2 2 2 0 15 
29th/Harvey/40th Bicycle 
Boulevard 
Designate as a Bicycle Boulevard and 
install bicycle boulevard 
improvements. 
Springwater 
Trail 
Monroe St $200 High Yes Capital Bicycle High 3 2 3 1 0 2 2 2 0 15 
Bike Lane Maintenance Sweep bike lanes to remove debris. Citywide Citywide $1,100 High Yes Operational Bicycle High 2 3 2 1 0 2 3 2 0 15 
Monroe Street Sidewalks Fill in sidewalk gaps on both sides of 
street. 
42nd Ave City Limits $1,631 High Yes Capital Pedestrian High 2 3 3 2 0 1 1 2 0 14 
Railroad Avenue Capacity 
Improvements 
Widen SE Railroad Avenue to 
standard three lane cross section. 
Accommodate future bus service. 
37th Ave Linwood Ave $12,990 High Yes Capital Automobi le 
& 
Transit 
High 1 2 0 2 3 1 1 3 1 14 
Downtown Streetscape 
Improvements 
Install sidewalk bulbouts, lighting, and 
pedestrian amenities. 
Downtown Downtown $6,700 High Yes Capital Parking 
& 
Pedestrian 
N/A Downtown 
Plan 
3 1 1 3 0 1 0 3 2 14 
Milwaukie TSP Appendix B: Prioritized Master Plan Project List December 4, 2007 Page B-3 
Project Name Project Description From To 
Estimated 
Cost 
($1,000s)1 
Priority 
Ranking2 
Is Project 
Funded?3 
Project 
Type 
TSP 
Chapter 
Citizen 
Working 
Group 
Ranking 
Other 
Input 
How well does project meet TSP Goals? 
(3 = very well, 0= not at all) 
Li
va
bi
lit
y 
Sa
fe
ty
 
Tr
av
el
 C
ho
ic
es
 
Q
ua
lit
y 
De
si
gn
 
Re
lia
bi
lit
y/
M
ob
ili
ty
 
Su
st
ai
na
bi
lit
y 
Ef
fic
ie
nt
 F
un
di
ng
 
Co
m
pa
tib
ili
ty
 
Ec
on
om
ic
 V
ita
lit
y 
TO
TA
L 
SC
O
RE
 
Bike Route Signage Install neighborhood bike route 
signage. 
Citywide Citywide $150 High Yes Operational Bicycle High 1 2 2 0 0 1 3 3 1 13 
Hwy 224 Intersection 
Improvements at Oak 
Add left turn-lanes and protected 
signal phasing on Oak Street 
approaches. 
Location 
specific 
Location 
specific 
$20 High Yes Capital Automobi le Low TSP 
Comments, 
NDAs 
3 1 0 0 2 1 2 1 3 13 
King Road Boulevard 
Treatments 
Install street boulevard treatments: 
widen sidewalks and improve multiple 
crossings. 
42nd Ave Linwood $500 High Yes Capital Pedestrian N/A 2 2 1 2 0 1 2 2 1 13 
Neighborhood Pedestrian and 
Traffic Safety Program 
Complete a few small traffic calming 
and pedestrian safety projects 
throughout the city each year. 
Citywide Citywide $300 High Yes Capital Nbrhd Traffic 
Management 
N/A NTMP, NDAs 3 2 1 2 0 1 2 2 0 13 
Hwy 224 & Hwy 99E 
Refinement Plan 
Conduct refinement study that 
focuses on minimizing barrier effect 
and improving auto and freight 
mobility. 
Hwy 99E 
Project Limits: 
Tacoma St to 
17th Ave 
Hwy 224 
Project Limits: 
Hwy 99E to 
Lake Rd 
Interchange 
$250 High Yes Capital Automobi le 
& 
Freight 
High 0 0 0 3 1 0 3 3 1 11 
Railroad Crossing Safety and 
Quiet Zone Project 
Construct railroad crossing safety 
improvements at Oak Street, Harrison 
Street, and 37th Avenue. 
Location 
specific 
Location 
specific 
$285 High Yes Capital Automobi le 
& 
Pedestrian 
Med NDAs, TSP 
Comments, 
Quiet Zone 
3 3 0 0 0 0 3 2 0 11 
Stanley Avenue Sidewalks Fill in sidewalk gaps on both sides of 
street. 
Johnson Creek 
Blvd 
Railroad Ave $4,304 High No Capital Pedestrian High 2 3 3 2 0 1 1 2 0 14 
Harrison Street Railroad 
Crossing Separation 
Upgrade Harrison crossing of Union 
Pacific Railroad tracks to grade-
separated facility. Assess as part of 
Hwy 224 & Hwy 99E Refinement 
Plan. 
Location 
specific 
Location 
specific 
$28,000 High No Capital Freight High 3 2 0 1 3 1 0 2 2 14 
Hwy 224 Intersection 
Improvements at 37th 
Consolidate the two northern legs of 
37th Avenue and International Way 
into one leg at Hwy 224. 
Location 
specific 
Location 
specific 
$1,946 High No Capital Automobi le 
& 
Freight 
High 1 2 0 1 3 0 1 1 3 12 
Railroad Avenue Bike Lanes Fill in gaps in existing bicycle network 
with bike lanes. 
37th Ave Linwood Ave $4,364 High No Capital Bicycle Low 2 2 2 2 1 1 1 1 0 12 
Linwood Avenue Capacity 
Improvements (north) 
Widen to standard three lane cross 
section. Widen bridge over Johnson 
Creek. 
Johnson Creek 
Blvd 
King Rd $8,500 High No Capital Automobi le High 0 1 1 2 3 0 0 3 1 11 
Linwood Avenue Capacity 
Improvements (south) 
Widen to standard three lane cross 
section. 
King Rd Harmony Rd $11,400 High No Capital Automobi le High 1 1 0 2 3 0 0 3 1 11 
Hwy 224 Crossing 
Improvements at Oak and 
Washington 
Improve intersection crossing safety 
for cyclists at Washington Street and 
Oak Street. 
Location 
specific 
Location 
specific 
$10 High No Capital Bicycle Med 1 1 2 0 0 1 3 1 0 9 
Downtown Parking 
Enforcement 
Implement parking management 
system, including a dedicated parking 
manager. 
Downtown Downtown $40 High No Operational Parking High 1 0 0 0 0 0 3 1 3 8 
Milwaukie TSP Appendix B: Prioritized Master Plan Project List December 4, 2007 Page B-4 
Project Name Project Description From To 
Estimated 
Cost 
($1,000s)1 
Priority 
Ranking2 
Is Project 
Funded?3 
Project 
Type 
TSP 
Chapter 
Citizen 
Working 
Group 
Ranking 
Other 
Input 
How well does project meet TSP Goals? 
(3 = very well, 0= not at all) 
Li
va
bi
lit
y 
Sa
fe
ty
 
Tr
av
el
 C
ho
ic
es
 
Q
ua
lit
y 
De
si
gn
 
Re
lia
bi
lit
y/
M
ob
ili
ty
 
Su
st
ai
na
bi
lit
y 
Ef
fic
ie
nt
 F
un
di
ng
 
Co
m
pa
tib
ili
ty
 
Ec
on
om
ic
 V
ita
lit
y 
TO
TA
L 
SC
OR
E 
MEDIUM PRIORITY PROJECTS 
Lake Road Sidewalks Fill in sidewalk gaps on both sides of 
street. 
Kuehn Rd Hwy 224 $2,049 Medium No Capital Pedestrian High 2 3 3 2 0 1 1 1 1 14 
Stanley Avenue Bicycle 
Boulevard 
Designate as a Bicycle Boulevard and 
install bicycle boulevard 
improvements. 
Springwater 
Trail 
Railroad Ave $300 Medium No Capital Bicycle High 3 2 3 1 0 1 1 2 0 13 
19th and Sparrow Bicycle 
Boulevard 
Designate as a Bicycle Boulevard and 
install bicycle boulevard 
improvements. This would connect 
the south end of Kellogg Creek Trail 
to River Rd. 
Eagle St River Rd $737 Medium No Capital Bicycle Med 2 2 3 1 0 1 2 2 0 13 
Franklin Street Sidewalks Install sidewalks on both sides of 
street to connect to Hector Campbell 
Elementary School. 
42nd Ave 45th Ave $200 Medium No Capital Pedestrian N/A STSP, 
CIP (04-05) 
2 3 3 1 0 1 1 2 0 13 
Intersection Improvements at 
Main and Mailwell 
Upgrade intersection turning radii to 
better accommodate freight 
movements. 
Location 
specific 
Location 
specific 
$50 Medium No Capital Freight High 0 1 0 3 2 0 1 2 3 12 
McLoughlin Boulevard 
Sidewalks 
Fill in sidewalk gaps on both sides of 
street. 
Washington St Southern City 
Limits 
$596 Medium No Capital Pedestrian Med 1 3 2 1 0 1 1 2 1 12 
Downtown Parking Signage Install wayfinding and identification 
signage at McLoughlin Blvd. 
intersections and around public 
parking lots. 
Downtown Downtown $10 Medium No Capital Parking High 1 0 0 2 0 0 3 2 3 11 
Railroad Crossing 
Improvements at Harrison 
Upgrade paving materials to concrete 
or rubberized material to improve 
longevity and enhance for alternative 
modes. 
Location 
specific 
Location 
specific 
$50 Medium No Capital Freight Low 1 2 2 2 0 0 2 1 1 11 
Railroad Crossing 
Improvements at 21st and 
Adams 
Upgrade paving materials to concrete 
or rubberized material to improve 
longevity and enhance for alternative 
modes. 
Location 
specific 
Location 
specific 
$50 Medium No Capital Freight Low 1 2 2 2 0 0 2 1 1 11 
Railroad Crossing 
Improvements at Monroe 
Upgrade paving materials to concrete 
or rubberized material to improve 
longevity and enhance for alternative 
modes. 
Location 
specific 
Location 
specific 
$50 Medium No Capital Freight Low 1 2 2 2 0 0 2 1 1 11 
Railroad Crossing 
Improvements at Washington 
Upgrade paving materials to concrete 
or rubberized material to improve 
longevity and enhance for alternative 
modes. 
Location 
specific 
Location 
specific 
$50 Medium No Capital Freight Low 1 2 2 2 0 0 2 1 1 11 
Railroad Crossing 
Improvements at Oak 
Upgrade paving materials to concrete 
or rubberized material to improve 
longevity and enhance for alternative 
modes. 
Location 
specific 
Location 
specific 
$50 Medium No Capital Freight Low 1 2 2 2 0 0 2 1 1 11 
Milwaukie TSP Appendix B: Prioritized Master Plan Project List December 4, 2007 Page B-5 
Project Name Project Description From To 
Estimated 
Cost 
($1,000s)1 
Priority 
Ranking2 
Is Project 
Funded?3 
Project 
Type 
TSP 
Chapter 
Citizen 
Working 
Group 
Ranking 
Other 
Input 
How well does project meet TSP Goals? 
(3 = very well, 0= not at all) 
Li
va
bi
lit
y 
Sa
fe
ty
 
Tr
av
el
 C
ho
ic
es
 
Q
ua
lit
y 
De
si
gn
 
Re
lia
bi
lit
y/
M
ob
ili
ty
 
Su
st
ai
na
bi
lit
y 
Ef
fic
ie
nt
 F
un
di
ng
 
Co
m
pa
tib
ili
ty
 
Ec
on
om
ic
 V
ita
lit
y 
TO
TA
L 
SC
O
RE
 
Railroad Crossing 
Improvements at 37th 
Upgrade paving materials to concrete 
or rubberized material to improve 
longevity and enhance for alternative 
modes. 
Location 
specific 
Location 
specific 
$50 Medium No Capital Freight Low 1 2 2 2 0 0 2 1 1 11 
Pedestrian Walkway 
Amenities 
Install amenities, such as benches, 
along key walking routes. 
Citywide Citywide $50 Medium No Capital Pedestrian Med 2 0 1 3 0 1 2 1 1 11 
Main Street Bike Lanes Fill in gaps in existing bicycle network 
with bike lanes. 
Harrison St Moores St $2,131 Medium No Capital Bicycle Med 1 1 2 1 0 1 2 1 2 11 
McLoughlin Blvd Intersection 
Improvements at 17th 
Prohibit left turn movement from 17th 
Avenue to northbound McLoughlin 
Blvd and include in Hwy 224 & Hwy 
99E Refinement Plan. 
Location 
specific 
Location 
specific 
$15 Medium No Capital Automobi le Med 1 1 0 0 3 0 3 2 1 11 
Intersection Improvements at 
42nd and Harrison 
Signalize intersection to facilitate 
dominant traffic flow. 
Location 
specific 
Location 
specific 
$252 Medium No Capital Automobi le Med 1 1 1 0 3 1 2 1 1 11 
McLoughlin Boulevard 
Intersection Improvements at 
River Road 
Consolidate a single access point for 
the area at Bluebird Street with full 
intersection treatment and 
signalization or add second 
northbound left-turn lane at River 
Road. 
Location 
specific 
Location 
specific 
$898 Medium No Capital Automobi le Med 1 2 1 1 3 0 1 1 0 10 
Harrison and King Connection Enhance connection between King 
Road and Harrison Street at 42nd 
Avenue. 
Location 
specific 
Location 
specific 
$53 Medium No Capital Automobi le Med 0 2 0 0 3 0 2 1 2 10 
37th Avenue Sidewalks Fill in sidewalk gaps on both sides of 
street. 
Lake Rd Harrison St $794 Medium No Capital Pedestrian Low 2 2 2 2 0 0 1 1 0 10 
Intersection Improvements at 
42nd and King 
Enhance intersection function. Location 
specific 
Location 
specific 
$15 Medium No Capital Pedestrian Med 0 1 1 0 3 0 2 1 2 10 
Pedestrian Walkway Signage Provide maps and wayfinding signage 
on streets that identify ways to get 
around the city. 
Citywide Citywide $10 Medium No Operational Pedestrian Med 1 0 2 0 0 2 2 2 0 9 
Downtown Public Parking Lot 
Improvements 
Upgrade and maintain off-street 
public parking facilities with improved 
landscaping and lighting. 
Downtown Downtown $50 Medium No Capital Parking Med 2 2 0 1 0 0 1 0 3 9 
Community Bicycle Rides Coordinate community bike rides to 
encourage bike use. 
Citywide Citywide $5 Medium No Operational Bicycle Med 3 2 2 0 0 1 1 0 0 9 
Intersection Improvements at 
Harrison and Hwy 224 
Add left turn-lanes and protected 
signal phasing on Harrison Street 
approaches. 
Location 
specific 
Location 
specific 
$20 Medium No Capital Automobi le Med 1 1 2 0 0 1 3 1 0 9 
Cyclist Education Promote cycling through bike use and 
route selection education. 
Citywide Citywide $10 Medium No Operational Bicycle High 1 3 2 0 0 0 1 1 0 8 
Railroad Crossing Pedestrian 
Improvements at Oak 
Improve intersection for pedestrians. Location 
specific 
Location 
specific 
$15 Medium No Capital Pedestrian Med 1 3 2 0 0 0 1 1 0 8 
Harrison Street Bike Lanes Fill in gaps in existing bicycle network 
with bike lanes. 
Hwy 99E 21st Ave $273 Medium No Capital Bicycle Med 1 2 2 1 0 0 1 1 0 8 
Milwaukie TSP Appendix B: Prioritized Master Plan Project List December 4, 2007 Page B-6 
How well does project meet TSP Goals? 
(3 = very well, 0= not at all) 
Project Name Project Description From To 
Estimated 
Cost 
($1,000s)1 
Priority 
Ranking2 
Is Project 
Funded?3 
Project 
Type 
TSP 
Chapter 
Citizen 
Working 
Group 
Ranking 
Other 
Input Liv
ab
ili
ty
 
Sa
fe
ty
 
Tr
av
el
 C
ho
ic
es
 
Q
ua
lit
y 
De
si
gn
 
Re
lia
bi
lit
y/
M
ob
ili
ty
 
Su
st
ai
na
bi
lit
y 
Ef
fic
ie
nt
 F
un
di
ng
 
Co
m
pa
tib
ili
ty
 
Ec
on
om
ic
 V
ita
lit
y 
TO
TA
L 
SC
OR
E 
Intersection Improvements at 
Linwood and King 
Implement protected/permissive left 
turn phasing for northbound and 
southbound approaches. 
Location 
specific 
Location 
specific 
$16 Medium No Capital Automobi le Med 0 2 0 0 3 1 1 0 8 
Brookside Drive Sidewalks Fill in sidewalk gaps on both sides of 
street. 
Johnson Creek 
Blvd 
Regents Dr $15 Medium No Capital Pedestrian Med 2 1 1 2 0 0 1 0 8 
Springwater Trail Paving 
Project 
Improve corridor through repaving 
existing trail. 
29th Ave Linwood Ave $500 Medium No Capital Bicycle Med 2 0 2 1 0 0 1 0 7 
Lake Road Capacity 
Improvements 
Widen to standard three lane cross 
section. 
21st Ave Oatfield Rd $7,392 Medium No Capital Automobi le Med NDAs, 
TSP 
Comments 
0 2 0 2 1 0 0 1 7 
Harrison Street Capacity 
Improvements 
Widen to standard three lane cross 
section. 
32nd St 42nd St $2,565 Medium No Capital Automobi le Med 0 1 0 1 3 0 0 1 7 
Johnson Creek Blvd 
Intersection Improvements at 
Linwood 
Add eastbound right turn lane and 
westbound right turn lane. 
Location 
specific 
Location 
specific 
$803 Medium No Capital Automobi le Med 0 1 0 0 3 1 1 0 7 
Harrison Street Intersection 
Improvements at Main 
Add westbound shared through/right 
turn lane or eastbound right turn lane. 
Location 
specific 
Location 
specific 
$34 Medium No Capital Automobi le Med 0 0 0 0 2 0 1 2 1 6 
Public Parking Structure Construct 3 to 4 story public parking 
structure with retail at ground floor for 
visitor/employee parking. 
Location 
specific 
Location 
specific 
$10,000 Medium No Capital Parking Low 1 0 0 0 0 1 0 1 3 6 
LOW PRIORITY PROJECTS 
Ochoco Street Sidewalks Construct sidewalks on Ochoco 
Street to connect bus stops to 
Goodwill. 
19th Ave McLoughlin 
Blvd 
$$$ Low No Capital Pedestrian NA 1 3 2 1 0 0 0 2 1 10 
Kronberg Park Trail Construct multi-modal trail along 
Kellogg Creek connecting Kronberg 
Park to downtown Milwaukie. 
McLoughlin 
Blvd 
Downtown $1,200 Low No Capital Bicycle NA Regional Trail 
Plan 
2 2 1 1 0 0 1 2 1 10 
Springwater Corridor 
Intersection Improvements at 
45th 
Improve safety of crossing at 
intersection. 
Location 
specific 
Location 
specific 
$10 Low No Capital Bicycle Med 2 1 1 1 0 1 0 1 0 7 
Johnson Creek Blvd and 42nd 
Avenue Signalization 
Replace 3-way stop with signal when 
warranted. 
Location 
specific 
Location 
specific 
$250 Low No Capital Automobi le NA 0 1 0 0 1 1 1 1 0 5 
Springwater Trail Ramp 
Improvement 
Improve ramp at Springwater Trail 
and McLoughlin Blvd. 
Location 
specific 
Location 
specific 
$15 Low Yes Capital Bicycle 
& 
Pedestrian 
N/A TSP 
Comments 
Project not evaluated. 0 
19th Avenue Sidewalks Fill in sidewalk gaps on both sides of 
street. 
Kellogg Creek 
Trail 
Sparrow St $305 Low No Capital Pedestrian Low Project not evaluated. 0 
22nd Avenue Sidewalks Fill in sidewalk gaps on both sides of 
street. 
McLoughlin 
Blvd 
Sparrow St $325 Low No Capital Pedestrian Low Project not evaluated. 0 
43rd Avenue Sidewalks Fill in sidewalk gaps on both sides of 
street. 
Howe St/42nd 
Ave 
King Rd/43rd 
Ave 
$550 Low No Capital Pedestrian Low Project not evaluated. 0 
Edison Street Sidewalks Fill in sidewalk gaps on both sides of 
street. 
35th Ave 37th Ave $116 Low No Capital Pedestrian Low Project not evaluated. 0 
Harmony Road Sidewalks Fill in sidewalk gaps on both sides of 
street. 
Linwood Ave City Limits $38 Low No Capital Pedestrian Low Project not evaluated. 0 
Milwaukie TSP Appendix B: Prioritized Master Plan Project List December 4, 2007 Page B-7 
Project Name Project Description From To 
Estimated 
Cost 
($1,000s)1 
Priority 
Ranking2 
Is Project 
Funded?3 
Project 
Type 
TSP 
Chapter 
Citizen 
Working 
Group 
Ranking 
Other 
Input 
How well does project meet TSP Goals? 
(3 = very well, 0= not at all) 
Li
va
bi
lit
y 
Sa
fe
ty
 
Tr
av
el
 C
ho
ic
es
 
Q
ua
lit
y 
De
si
gn
 
Re
lia
bi
lit
y/
M
ob
ili
ty
 
Su
st
ai
na
bi
lit
y 
Ef
fic
ie
nt
 F
un
di
ng
 
Co
m
pa
tib
ili
ty
 
Ec
on
om
ic
 V
ita
lit
y 
TO
TA
L 
SC
O
RE
 
Harvey Street Sidewalks Fill in sidewalk gaps on both sides of 
street. 
32nd Ave 42nd Ave $534 Low No Capital Pedestrian Low Project not evaluated. 0 
Home Avenue Sidewalks Fill in sidewalk gaps on both sides of 
street. 
Railroad Ave King Rd $756 Low No Capital Pedestrian Low Project not evaluated. 0 
International Way Sidewalks Fill in sidewalk gaps on both sides of 
street 
Criterion Ct Lake Rd $767 Low No Capital Pedestrian Low Project not evaluated. 0 
Johnson Creek Boulevard 
Sidewalks 
Fill in sidewalk gaps on both sides of 
street. 
Harney Dr City Limits $378 Low No Capital Pedestrian Low Project not evaluated. 0 
Linwood Avenue Sidewalks Fill in sidewalk gaps on both sides of 
street. 
Johnson Creek 
Blvd 
Railroad Ave $2,960 Low No Capital Pedestrian Low Project not evaluated. 0 
Mason Lane Sidewalks Fill in sidewalk gaps on both sides of 
street. 
42nd Ave Regents Dr $671 Low No Capital Pedestrian Low Project not evaluated. 0 
Oatfield Road Sidewalks Fill in sidewalk gaps on both sides of 
street. 
Guilford Ct City Limits $132 Low No Capital Pedestrian Low Project not evaluated. 0 
Regents Drive Sidewalks Fill in sidewalk gaps on both sides of 
street. 
Brookside Dr Winsor Dr $494 Low No Capital Pedestrian Low Project not evaluated. 0 
River Road Sidewalks Fill in sidewalk gaps on both sides of 
street. 
McLoughlin 
Blvd 
City Limits $626 Low No Capital Pedestrian Low Project not evaluated. 0 
Roswell Street Sidewalks Fill in sidewalk gaps on both sides of 
street. 
32nd Ave 36th Ave $192 Low No Capital Pedestrian Low Project not evaluated. 0 
Rusk Road Sidewalks Fill in sidewalk gaps on both sides of 
street. 
Lake Rd North 
Clackamas 
Park 
$662 Low No Capital Pedestrian Low Project not evaluated. 0 
Olsen Street Sidewalks Fill in sidewalk gaps on north side of 
street. 
32nd Ave 42nd Ave $432 Low No Capital Pedestrian Low Project not evaluated. 0 
49th Avenue Sidewalks Fill in sidewalk gaps on both sides of 
street. 
Logus Rd King Rd $250 Low No Capital Pedestrian Low Project not evaluated. 0 
Hwy 224 Sidewalks Fill in sidewalk gaps on both sides of 
street. 
Oak St 37th Ave $420 Low No Capital Pedestrian Low Project not evaluated. 0 
Intersection Curb Ramp 
Improvements 
Install curb ramps at all intersections 
with sidewalks. 
Citywide Citywide $5 Low No Capital Pedestrian Low Project not evaluated. 0 
Hwy 224 Intersection 
Improvements at 37th 
Improve pedestrian crossing. Location 
specific 
Location 
specific 
$20 Low No Capital Pedestrian Low Project not evaluated. 0 
Hwy 224 Intersection 
Improvements at Freeman 
Improve pedestrian crossing. Location 
specific 
Location 
specific 
$20 Low No Capital Pedestrian Low Project not evaluated. 0 
Hwy 224 Intersection 
Improvements at Harrison 
Improve pedestrian crossing. Location 
specific 
Location 
specific 
$20 Low No Capital Pedestrian Low Project not evaluated. 0 
Hwy 224 Intersection 
Improvements at Monroe 
Improve pedestrian crossing. Location 
specific 
Location 
specific 
$15 Low No Capital Pedestrian Low Project not evaluated. 0 
Hwy 224 Intersection 
Improvements at Oak 
Improve pedestrian crossing. Location 
specific 
Location 
specific 
$20 Low No Capital Pedestrian Low Project not evaluated. 0 
Intersection Improvements at 
Olsen and 42nd 
Improve pedestrian crossing. Location 
specific 
Location 
specific 
$20 Low No Capital Pedestrian Low Project not evaluated. 0 
Intersection Improvements at 
Harmony and Lake 
Improve pedestrian crossing. Location 
specific 
Location 
specific 
$15 Low No Capital Pedestrian Low Project not evaluated. 0 
Milwaukie TSP Appendix B: Prioritized Master Plan Project List December 4, 2007 Page B-8 
Project Name Project Description From To 
Estimated 
Cost 
($1,000s)1 
Priority 
Ranking2 
Is Project 
Funded?3 
Project 
Type 
TSP 
Chapter 
Citizen 
Working 
Group 
Ranking 
Other 
Input 
How well does project meet TSP Goals? 
(3 = very well, 0= not at all) 
Li
va
bi
lit
y 
Sa
fe
ty
 
Tr
av
el
 C
ho
ic
es
 
Q
ua
lit
y 
De
si
gn
 
Re
lia
bi
lit
y/
M
ob
ili
ty
 
Su
st
ai
na
bi
lit
y 
Ef
fic
ie
nt
 F
un
di
ng
 
Co
m
pa
tib
ili
ty
 
Ec
on
om
ic
 V
ita
lit
y 
TO
TA
L 
SC
O
RE
 
Intersection Improvements at 
Railroad and 37th 
Improve pedestrian crossing. Location 
specific 
Location 
specific 
$10 Low No Capital Pedestrian Low Project not evaluated. 0 
Intersection Improvements at 
Stanley and Logus 
Improve pedestrian crossing. Location 
specific 
Location 
specific 
$15 Low No Capital Pedestrian Low Project not evaluated. 0 
Springwater Trail Ramp 
Improvement at McLoughlin 
Improve ramp at Springwater Trail 
and McLoughlin Blvd. 
Location 
specific 
Location 
specific 
$15 Low No Capital Pedestrian Low Project not evaluated. 0 
Pedestrian Connection to 
North Clackamas Park 
Create pedestrian connection 
between the school and the park. 
Rowe Middle 
School 
North 
Clackamas 
Park 
$1,284 Low No Capital Pedestrian Low Project not evaluated. 0 
Hwy 224 Intersection 
Improvements at 17th 
Upgrade intersection turning radii to 
better accommodate freight 
movements. 
Location 
specific 
Location 
specific 
$50 Low No Capital Freight Low Project not evaluated. 0 
Intersection Improvements at 
Mailwell and Omark 
Upgrade intersection turning radii to 
better accommodate freight 
movements. 
Location 
specific 
Location 
specific 
$50 Low No Capital Freight Low Project not evaluated. 0 
Bicycle and Pedestrian 
Overpass 
Establish a dedicated bicycle and 
pedestrian connection across 
Railroad Avenue and the railroad 
tracks. 
Railroad Ave International 
Way 
$2,025 Low No Capital Bicycle Low Project not evaluated. 0 
Bicycle-friendly Street Grates Install bicycle-friendly street grates. Citywide Citywide $50 Low No Operational Bicycle Low Project not evaluated. 0 
Milwaukie Bike Map Produce a Milwaukie Bike Map. Citywide Citywide $50 Low No Operational Bicycle Low Project not evaluated. 0 
Trolley Trail Signage Design and install Trolley Trail 
signage. 
Milwaukie 
Riverfront 
Southern City 
Limits 
$54 Low No Capital Bicycle Low Project not evaluated. 0 
Springwater Trail Signage Install wayfinding signage for 
Springwater Trail. 
Citywide Citywide $15 Low No Operational Bicycle Low Project not evaluated. 0 
Intersection Improvements at 
Johnson Creek Blvd and 
Linwood 
Improve safety of crossing at 
intersection. 
Location 
specific 
Location 
specific 
$10 Low No Capital Bicycle Low Project not evaluated. 0 
Intersection Improvements at 
Linwood and King 
Improve safety of crossing at 
intersection. 
Location 
specific 
Location 
specific 
$10 Low No Capital Bicycle Low Project not evaluated. 0 
Intersection Improvements at 
Linwoodand Harmony 
Improve safety of crossing at 
intersection. 
Location 
specific 
Location 
specific 
$10 Low No Capital Bicycle Low Project not evaluated. 0 
Intersection Improvements at 
Linwood and Monroe 
Improve safety of crossing at 
intersection. 
Location 
specific 
Location 
specific 
$10 Low No Capital Bicycle Low Project not evaluated. 0 
Intersection Improvements at 
International Way and Lake 
Road 
Improve safety of crossing at 
intersection. 
Location 
specific 
Location 
specific 
$10 Low No Capital Bicycle Low Project not evaluated. 0 
Intersection Improvements at 
Adams and 21st 
Improve safety of crossing at 
intersection. 
Location 
specific 
Location 
specific 
$10 Low No Capital Bicycle Low Project not evaluated. 0 
Lake Road Bike Lanes Fill in gaps in existing bicycle network 
with bike lanes. 
Main St Guilford Dr $3,142 Low No Capital Bicycle Low Project not evaluated. 0 
Harrison Street Bike Lanes Fill in gaps in existing bicycle network 
with bike lanes. 
Hwy 224 42nd Ave $13 Low No Capital Bicycle Low Project not evaluated. 0 
37th Avenue Bike Lanes Fill in gaps in existing bicycle network 
with bike lanes. 
Harrison St Hwy 224 $2,900 Low No Capital Bicycle Low Project not evaluated. 0 
Milwaukie TSP Appendix B: Prioritized Master Plan Project List December 4, 2007 Page B-9 
Project Name Project Description From To 
Estimated 
Cost 
($1,000s)1 
Priority 
Ranking2 
Is Project 
Funded?3 
Project 
Type 
TSP 
Chapter 
Citizen 
Working 
Group 
Ranking 
Other 
Input 
How well does project meet TSP Goals? 
(3 = very well, 0= not at all) 
Li
va
bi
lit
y 
Sa
fe
ty
 
Tr
av
el
 C
ho
ic
es
 
Q
ua
lit
y 
De
si
gn
 
Re
lia
bi
lit
y/
M
ob
ili
ty
 
Su
st
ai
na
bi
lit
y 
Ef
fic
ie
nt
 F
un
di
ng
 
Co
m
pa
tib
ili
ty
 
Ec
on
om
ic
 V
ita
lit
y 
TO
TA
L 
SC
O
RE
 
43rd Avenue Bike Lanes Fill in gaps in existing bicycle network 
with bike lanes. 
King Rd Filbert St $1,014 Low No Capital Bicycle Low Project not evaluated. 0 
Oatfield Road Bike Lanes Fill in gaps in existing bicycle network 
with bike lanes. 
Guilford Ct Lake Rd $348 Low No Capital Bicycle Low Project not evaluated. 0 
Linwood Avenue Bike Lanes 
(north) 
Fill in gaps in existing bicycle network 
with bike lanes. 
Queen Rd Johnson 
Creek Blvd 
$1,692 Low No Capital Bicycle Low Project not evaluated. 0 
Linwood Avenue Bike Lanes 
(south) 
Fill in gaps in existing bicycle network 
with bike lanes. 
Juniper St Harmony Rd $296 Low No Capital Bicycle Low Project not evaluated. 0 
Rusk Road Bike Lanes Fill in gaps in existing bicycle network 
with bike lanes. 
Lake Rd North 
Clackamas 
Park 
$936 Low No Capital Bicycle Low Project not evaluated. 0 
21st Avenue Bike Lanes Fill in gaps in existing bicycle network 
with bike lanes. 
Harrison St Lake Rd $50 Low No Capital Bicycle NA Downtown 
Plan 
Project not evaluated. 0 
Police Enforcement on Drivers Enforce laws related to bike lanes 
and bicycle safety. 
Citywide Citywide $10 Low No Operational Bicycle Low Project not evaluated. 0 
Bike Lane Striping Re-stripe existing bike lanes and 
stripe bike lanes on streets where 
buses and bicyclists share the road. 
Citywide Citywide $20 Low No Operational Bicycle 
& 
Transit 
Low Project not evaluated. 0 
Kellogg Creek Trail 
Improvements 
Resurface trail and provide 
wayfinding signage to/from trail. 
Milwaukie 
Riverfront 
Treatment 
Plant 
$623 Low No Capital Bicycle Low Project not evaluated. 0 
Hwy 224 Access Modifications 
at Freeman Way 
Modify access at Freeman Way to 
improve intersection functioning. 
Location 
specific 
Location 
specific 
$1,313 Low No Capital Automobi le Low Project not evaluated. 0 
Stanley Ave Connectivity at 
King 
Enhance connection along Stanley 
Ave at King Road. 
Location 
specific 
Location 
specific 
$53 Low No Capital Automobi le Low Project not evaluated. 0 
Stanley Ave Connectivity at 
Monroe 
Enhance connection along Stanley 
Avenue at Monroe Street. 
Location 
specific 
Location 
specific 
$53 Low No Capital Automobi le Low Project not evaluated. 0 
Harmony Road Grade 
Separation and Realignment 
at Linwood 
Grade separate Harmony Road from 
Union Pacific Railroad and align as a 
through east-west movement. 
Outcome of alignment and geometry 
is dependant upon the Harmony Roac 
Environmental Assessment project 
(scheduled for completion Fall 2008). 
Location 
specific 
Location 
specific 
$28,000 Low No Capital Freight 
& 
Automobile 
Low Project not evaluated. 0 
Regional Projects within or through the City of Milwaukie4 
Milwaukie Light Rail Extension 
or High Capacity Transit 
Improvements 
Construct light rail or high capacity 
transit improvements between 
Milwaukie and Portland. 
Rose Quarter 
MAX Station 
Milwaukie 
Town Center 
$515,000 
— 
No Capital Transit 
— 
2004 RTP Project not evaluated. 0 
Oregon City Light Rail 
Extension or High Capacity 
Transit Improvements 
Construct light rail or high capacity 
transit improvements between 
Milwaukie and Oregon City. 
Milwaukie 
Town Center 
Oregon City $577,500 
— 
No Capital 
— — 
2004 RTP Project not evaluated. 0 
Milwaukie Transportation 
Management Association 
Program 
Implement a transportation 
management association for 
employers. 
Milwaukie 
Town Center 
Milwaukie 
Town Center 
$200 
— 
No Operational Transit 
— 
2004 RTP Project not evaluated. 0 
Milwaukie TSP Appendix B: Prioritized Master Plan Project List December 4, 2007 Page B-10 
How well does project meet TSP Goals? 
(3 = very well, 0= not at all) 
Project Name Project Description From To 
Estimated 
Cost 
($1,000s)1 
Priority 
Ranking2 
Is Project 
Funded?3 
Project 
Type 
TSP 
Chapter 
Citizen 
Working 
Group 
Ranking 
Other 
Input Liv
ab
ili
ty
 
Sa
fe
ty
 
Tr
av
el
 C
ho
ic
es
 
Q
ua
lit
y 
De
si
gn
 
Re
lia
bi
lit
y/
M
ob
ili
ty
 
Su
st
ai
na
bi
lit
y 
Ef
fic
ie
nt
 F
un
di
ng
 
Co
m
pa
tib
ili
ty
 
Ec
on
om
ic
 V
ita
lit
y 
TO
TA
L 
SC
O
RE
 
Portland Traction Company 
Multi-Use Trail 
Plan, engineer, and construct multi-
use trail along Portland Traction 
Company right-of-way. 
Milwaukie Gladstone $1,386 __ No Capital __ __ 2004 RTP Project not evaluated. 0 
North Clackamas Greenway 
Corridor Study 
Study feasibility of corridor for multi-
use path construction (possibly along 
Kellogg Creek). 
Milwaukie Clackamas 
Regional 
Center 
__ __ 
No Capital __ __ 2004 RTP Project not evaluated. 0 
Linwood/Harmony/Lake Road 
Intersection Improvements 
Add northbound right turn lane and 
eastbound right turn lane. 
Location 
specific 
Location 
specific 
$28,000 __ No Capital __ __ 2004 RTP Project not evaluated. 0 
McLoughlin Boulevard 
Improvements 
Complete boulevard design 
improvements. 
Scott St Harrison St $3,300 
-
No Capital 
- -
2004 RTP Project not evaluated. 0 
Tillamook Branch Trestle Trail 
Study 
Study feasibility of east-west multi-
use trail construction. 
Milwaukie 
Town Center 
Lake Oswego 
Town Center 
- __ 
No Capital 
- __ 
2004 RTP Project not evaluated. 0 
Railroad Junction 
Improvements 
Implement track and signal 
improvements to allow for increased 
track speeds between UP Willsburg 
Junction and UP Albina Yards. 
Milwaukie UP Railroad 
Albina Yards 
$8,800 No Capital 2004 RTP Project not evaluated. 0 
Railroad Track Extension Extend two tracks from Willsburg 
Junction to Clackamas. 
Milwaukie I-205 $19,000 __ No Capital - __ 
2004 RTP Project not evaluated. 0 
1 In the case of operational projects, estimated costs are for entire 22-year planning period. 
2 Projects are ranked as either high, medium, or low. They are in no particular order within their ranking. 
3 Funded projects are listed on one of the mode-specif ic Action Plans in the TSP and are expected to be funded within the 22-year planning period through either direct or leveraged City funding. 
4 2004 Regional Transportation Plan (RTP) projects in the Milwaukie area that may or may not be shown on mode-specific master plans or project lists. 
Key: 
NDA = Neighborhood District Association 
NTMP = Neighborhood Traffic Management Program 
CIP = Capital Improvement Program 
STSP = Safe Trips to School Program 
RTP = Regional Transportation Plan 
Milwaukie TSP Appendix B: Prioritized Master Plan Project List December 4, 2007 Page B-11 
Appendix C 
Conceptual Design Options 
The Street Auto Network Working Group discussed the following design options during 
the TSP update process. These design options were developed to address current 
and/or future operational deficiencies at TSP study intersections. 
Milwaukie TSP Apx C: Conceptual Design Options Dec. 4, 2007 Page C-1 
Draft Concepts -- for Illustration Only 
1. SE Harrison Avenue / SE Main Street 
Measure of 
Effectiveness 
Alt. 1: 
Reconfigure Existing 
Intersection 
Alt. 2: 
Modify LOS Policy 
Traffic Operations 
City standard = LOS D 
Re-stripe Harrison Ave. 
approaches to provide space 
for right-turn lanes. Lanes line 
up wi th next block 
downstream. 
N o change 
Safety 
More lanes crossing crosswalk; 
could degrade pedestrian 
safety 
N o change 
Cost $ $ 
PREFERRED 
DKS Associates 
T R A N S P O R T AT ION S O L U T I O N S 
M i l w a u k i e TSP Update 
Traffic W G #4 | 30 June 2007 
Street N e t w o r k Al ternat ives 
Draft Concepts -- for Illustration Only 
2. SE Harrison Ave. / SE 42nd Avenue 
Measure of 
Effectiveness 
Alt. 1: 
Do Nothing 
Alt. 2: 
Install Traffic 
Signal 
Alt. 3: 
Re-direct Through 
Route Traffic & 
Signals 
Traffic Operations 
Ci ty Standard = 
LOS D 
Significant vehicle 
queues and delays for 
major approaches (SB 
42 nd and EB Harrison) 
during peak hours. 
Install traffic and 
pedestrian signals. No 
street widening required. 
Install traffic and 
pedestrian signals. Modi fy 
Harrison / 42nd and King / 
42nd to favor through 
route. 
Safety N o change. 
Pedestrian crossings 
should be safer and 
more convenient during 
peak hours. 
Curb extensions on minor 
legs would shorten 
crossing area for 
pedestrians, and help to 
indicate through route. 
Cost None. $$ $$$ 
DKS Associates 
T R A N S P O R T AT ION S O L U T I O N S 
M i l w a u k i e TSP Update 
Traffic W G #4 | 30 June 2007 
Street N e t w o r k Al ternat ives 
Draft Concepts -- for Illustration Only 
3. SE Johnson Creek Blvd. / SE 32nd Avenue 
Measure of Alt. 1: Alt. 2: 
Effectiveness Roundabout Traffic Signal 
Traffic Operations 
Port land Standard = 
LOS D 
Design roundabout at existing 
intersection. Requires property 
acquisition and impacts to private 
building. 
Install traffic and pedestrian signals 
at existing intersection. Requires 
additional EB approach lane 
beginning west of bridge and 
possible bridge widening 
Safety 
Effective design would 
substantially reduce vehicle queues 
and blockage of minor side streets. 
Proximity to bridge makes design 
more complex. 
Effective design would reduce delays 
and vehicle queues. 
Cost $$$ $$$ 
DKS Associates 
T R A N S P O R T AT ION S O L U T I O N S 
M i l w a u k i e TSP Update 
Traffic W G #4 | 30 June 2007 
Street N e t w o r k Al ternat ives 
Draft Concepts -- for Illustration Only 
4. SE Johnson Creek Blvd. / SE Linwood Avenue 
Measure of 
Effectiveness 
Alt. 1: 
Do Nothing 
Alt. 2: 
Add Right-turn lanes 
Traffic Operations 
Port land Standard = LOS D 
2030 conditions drop to LOS E. 
Vehicle queues and delays during 
peak hours could be excessive. 
Widen JCB approaches to provide 
for standard right-turn pockets. 
May need to acquire ROW. 
Relocate traffic signal poles, as 
needed. 
Safety No change. 
Widening wi l l extend crosswalk 
lengths and t ime to cross. Need 
to integrate for trail crossing on 
south leg into design. 
Cost None. $$ 
PREFERRED 
DKS Associates 
T R A N S P O R T AT ION S O L U T I O N S 
M i l w a u k i e TSP Update 
Traffic W G #4 | 30 June 2007 
Street N e t w o r k Al ternat ives 
Draft Concepts -- for Illustration Only 
5. SE King Road / SE Linwood Avenue 
Measure of 
Effectiveness 
Alt. 1: 
Modify Traffic Signal 
Phasing on King Road 
Alt. 2: 
Reduce City LOS 
Mobility Standard 
Traffic Operations 
City Standard = LOS D 
Modify traffic controls to provide 
protect left-turn (green arrow) and 
protected left-turn (flashing yel low 
arrow) on King Road approaches 
Does not attain LOS D. 
Modi fy city standard to al low 
for LOS E conditions during 
peak hours at traffic signals. 
Safety N o change N o change 
Cost $$ $ 
PREFERRED 
DKS Associates 
T R A N S P O R T AT ION S O L U T I O N S 
M i l w a u k i e TSP Update 
Traffic W G #4 | 30 June 2007 
Street N e t w o r k Al ternat ives 
Draft Concepts -- for Illustration On ly Traffic W G #4 | 30 June 2007 
6. ORE 99E / River Road 
Measure of 
Effectiveness 
Alt. 1: 
Reconfigure 
Existing Intersection 
Alt. 2: 
Reconstruct 
Intersection 
Alt. 3: 
Defer Decision 
Traffic Operations 
Standard: v/c = 
0.99 
Widen River /Road 
approach to add 2nd NB 
left turn lane 
Consolidate 22 nd Avenue, 
River Road & Bluebird 
legs, possibly acquire 
building north of Bluebird; 
shown. 
Make no specific 
recommendations; defer 
improvement plan to other 
ODOT studies underway. 
Safety 
Re-design NB River Road 
approach to move Ped 
Xing to full signal control; 
Make NB 99E traffic stop 
at signal 
Make conventional 
intersection near existing 
Bluebird Lane connection. 
No change 
Cost $$ $$$ 
DKS Associates 
T R A N S P O R T A T I O N S O L U T I O N S 
All projects on state facilities require 
review and approval by ODOT. 
M i l w a u k i e TSP Update Street Ne twork Alternatives 
Draft Concepts -- for Illustration Only Traffic W G #4 | 30 June 2007 
7. ORE 224 / Harrison to Oak 
Measure of 
Effectiveness 
Alt. 1: 
7-Lane ORE 224 
Alt. 2: 
7-Lanes Plus Harrison 
O/C 
Alt. 3: 
Divergent Diamond 
Traffic Operations 
ODOT Standard = 
v/c 0.99 
Complies with Mobi l i ty 
standards for highway 
traffic; status quo for cross-
city travel 
Less interruptions of ORE 
224; superior circulation for 
cross-city trips on Harrison 
Construct freeway ramps and 
collector distributor roads 
(yellow); Construct over (under) 
crossings to highway at 
Harrison and at International. 
Construct backage road from 
37th to Monroe for commercial 
area.. Limit access at Monroe 
and Oak to new C-D road. 
Safety 
Extends pedestrian and bike 
crossing length; same 
barrier issues as today. 
Provide grade separated 
crossing option for non-auto 
travel. Better safety and less 
delays. 
Provides two grade separated 
crossings. Would need access 
management plan on city street 
approaches to I/C 
Cost $$$ $$$ $$$$ 
DKS Associates 
T R A N S P O R T A T I O N S O L U T I O N S 
All projects on state facilities require 
review and approval by ODOT. 
Milwaukie TSP Update Street Network Alternatives 
Draft Concepts -- for Illustration Only Traffic W G #4 | 30 June 2007 
8. Harrison Avenue / ORE 224 
Measure of 
Effectiveness 
Alt. 1: 
At-Grade 
Alt. 2: 
Cross Over ORE 224 
with No Ramps 
Traffic Operations 
O D O T Standard = v/c 0 .99 
Assumes seven-lane section on 
ORE 224. 
Complies with min imum 
mobil i ty standard. 
Removal of at-grade 
intersection and access to King 
Road. Highway operates same 
as mainline section. 
Safety 
Wider approaches on ORE 
224 extend crossing times for 
pedestrians and bikes. 
Uninterrupted flow of 
pedestrians and bikes to either 
side of city. Bridge structure 
would also cross RR tracks. 
Cost $$$ $$$ 
DKS Associates 
T R A N S P O R T A T I O N S O L U T I O N S 
All projects on state facilities require 
review and approval by ODOT. 
M i l w a u k i e TSP Upda te Street N e t w o r k Al ternat ives 
Draft Concepts -- for Illustration Only Traffic W G #4 | 30 June 2007 
9. International Way - 37th Ave. / ORE 224 
Measure of 
Effectiveness 
Alt. 1: 
Do Nothing 
Alt. 2a: 
Re-Route 37th 
Connection 
Alt. 2b: 
Re-Route 
International Way 
Connection 
Traffic 
Operations 
ODOT Standard 
= v/c 0.99 
Highway marginally 
exceeds peak hour standard 
(1.05) 
The reconfigured intersection 
more efficient. Extension of 
Winthorp impacts wetlands 
area. Could add turn lanes on 
International Way. 
The reconfigured 
intersection more efficient. 
Primary connection to 37th 
Ave. Re-route of 
International Way traffic 
north. 
Safety 
High level of conflicts wi th 
two closely spaced full 
access intersections. Vehicle 
queues and truck operations 
compound safety issues. 
Significant safety improvements 
for autos, trucks and 
pedestrians. 
Significant safety 
improvements for autos, 
trucks and pedestrians. 
Cost None $$$ $$ 
DKS Associates 
T R A N S P O R T A T I O N S O L U T I O N S 
All projects on state facilities require 
review and approval by ODOT. 
Milwaukie TSP Update Street Network Alternatives 
Draft Concepts -- for Illustration Only Traffic W G #4 | 30 June 2007 
10. ORE 224 / SE Freeman Avenue 
Measure of 
Effectiveness 
Alt. 1: 
Do Nothing 
Alt. 2: 
Restrict Access on 
Freeman to Right-turns 
only 
Traffic Operations 
O D O T Standard = v/c 0 .99 
Exceeds highway maximum 
congestion level (1.12 during 
peak hours.. 
Eliminating traffic signal would 
reduce interruptions for regional 
and freight traffic; some local 
traffic re-routed to Lake Rd. or 
Edison or 37th 
Safety No change 
Vehicle conflicts and safety should 
be improved. Removal of 
pedestrian facilities could reduce 
safety. 
Cost None $$ 
DKS Associates 
T R A N S P O R T A T I O N S O L U T I O N S 
All projects on state facilities require 
review and approval by ODOT. 
M i l w a u k i e TSP Upda te Street N e t w o r k Al ternat ives 
DKS Associates 
T R A N S P O R T A T I O N S O L U T I O N S 
MEMORANDUM 
DATE: August 3, 2007 
TO: Freight Working Group, City of Milwaukie 
FROM: Alan Snook, AICP 
Michael Tomasini, E.I.T. 
SUBJECT: Milwaukie TSP Update Task 8 Freight Access Alternatives P06097x008x008 
The purpose of this Memorandum is to outline different freight access alternatives for the northern 
industrial area in the City of Milwaukie. An alternatives analysis was done to look at the potential 
impacts to freight operations resulting from different combinations of access management, bridge 
construction and roadway realignment projects, as well as the impact of two potential light rail transit 
(LRT) alignments. This memorandum contains a short description of the methodology used to compare 
the quantitative and qualitative impacts of each alternative, a brief account of the common themes 
between each alternative, and an overview of the special aspects of each alternative and an evaluation 
matrix which compares the alternatives based on criteria developed earlier in the evaluation phase of 
this project. 
Study Area and Methodology 
A total of nine alternatives were looked at for this analysis and a study area included the city's northern 
industrial lands. The northern industrial area of Milwaukie is bounded by the city's northern city limit, 
Highway 224 to the south, the Tillamook Line railroad tracks to the east and 17th Avenue to the west. 
Figure 1 shows the study area in relation to surrounding regional facilities, such as SE McLoughlin 
Boulevard (Highway 99E) and Highway 224. 
Although nine alternatives were analyzed, there were, in essence four main alternatives, A, B, C, and D, 
which contained different roadway alignment options and/or a slight modification to the alternative 
alignment. The remaining five alternatives came about as a result of having two light rail alignment 
options. Therefore, each main alternative was analyzed twice, once with the Locally Preferred 
Alternative (LPA) light rail alignment and a second time with the Tillamook Branch alignment. The 
exception to this is with Alternate B, in which the LPA option was analyzed with two different roadway 
alignment options. 
1400 SW Fifth Avenue 
Suite 500 
Portland, OR 97201 
(503) 243-3500 
((503) 243-1934 fax 
www.dksassociates.com 
Milwaukie TSP Apx C: Conceptual Design Options Dec. 4, 2007 Page C-12 
Milwaukie TSP Apx C: Conceptual Design Options Dec. 4, 2007 Page C-13 
Milwaukie TSP Update 
Task 8: Freight Access Alternatives 
August 3, 2007 
Page 3 of 4 
For each alternative, key criteria were analyzed, including: 
• Freight operations; 
• Traffic throughput on SE McLoughlin Boulevard (Highway 99E); 
• Local side street traffic operations, access, crossing improvements, and safety; 
• Resource limitations; 
• Out of direction travel; 
• Pedestrian connectivity; 
• Bicycle connectivity; 
• Transit access/egress and conflicts; and 
• Robustness of the alternative. 
Synchro traffic analysis software was used to measure the effects of the different roadway alignments 
and the impact of the light rail operations for many of the qualitative criteria, such as traffic and freight 
operations. ArcGIS (Geographic Information Systems) software was used in part to measure the amount 
of out of direction travel that would be experienced for each subgroup within the study area. While 
engineering judgment was used for the remaining qualitative criteria (side street crossing, safety, bicycle 
and pedestrian connectivity, and transit access/egress and conflicts), a quantitative assessment was 
conducted for the other criteria. All of the data from the technical analysis for each alternative is located 
in the Freight Technical Appendix. 
Alternatives Described 
The following gives a brief description of each alternative that was developed and analyzed for this 
assessment. 
Alternates A1 and A2 
The only difference between alternates A1 (LPA LRT) and A2 (Tillamook LRT), as can be seen in 
Figures A1 and A2 are the LRT alignments. The main themes for Alternates A1 and A2 are the 
construction of an overpass at SE Ochoco Street with auxiliary lanes connecting SE Ochoco Street to SE 
McLoughlin Boulevard and the complete closure of the SE McLoughlin Boulevard/SE Milport Road 
intersection for all movements except through traffic on SE McLoughlin Boulevard. As a result of this 
closure, the intersection of SE Milport Road/SE Main Street would also be closed, leaving SE Main 
Street as a through street. SE Frontage Road would be converted to a cul-de-sac at the north and the 
intersection of SE Milport Road/SE Frontage Road would be turned into a through street. The 
intersection of SE Ochoco Street/SE Main Street would be closed and SE Main Street would be 
converted to cul-de-sacs on either side of SE Ochoco Street. Finally, a new roadway extension of SE 
25th Avenue would connect SE Main Street to SE Ochoco Street. 
Alternates B1, B2, and B1a 
Alternates B1 and B2 are similar to the "A" Alternates in that they involve the construction of an 
overpass for SE Ochoco Street with auxiliary lanes accessing SE McLoughlin Boulevard. The 
difference is that the auxiliary lanes are located further north of the overpass, and the auxiliary lane for 
southbound traffic on SE McLoughlin Boulevard connects with SE Frontage Road and does not require 
this roadway to become a cul-de-sac. Furthermore, the intersection of SE Ochoco Street/SE Main Street 
DKS Associates 
T R A N S P O R T A T I O N S O L U T I O N S 
Milwaukie TSP Apx C: Conceptual Design Options Dec. 4, 2007 Page C-14 
DKS Associates 
T R A N S P O R T A T I O N S O L U T I O N S 
Milwaukie TSP Update 
Task 8: Freight Access Alternatives 
August 3, 2007 
Page 4 of 4 
remains open and the intersection of SE McLoughlin Boulevard/SE Milport Road is only subject to a 
partial closure. Through movements on SE McLoughlin Boulevard and right turning traffic would be 
allowed to access SE McLoughlin Boulevard from SE Milport Road. 
Alternates B1 and B2 differ only by the LRT alignment. Alternate B1a and B1 both have the LPA LRT 
alignment, their only difference is in the road network. The auxiliary lane in Alternate B1a connects 
with SE McBrod Avenue instead of SE Frontage Road. A cul-de-sac is also created at SE Frontage 
Road in this alternative. Figures B1, B1a, and B2 show the alignments for the different alternatives. 
A l t e r n a t e s C 1 a n d C 2 
Alternates C1 and C2 would include the construction of a Highway 224 overpass with Highway 224 
being grade separated from the full access intersection of SE McLoughlin Boulevard/SE Milport Road. 
The intersection of SE Milport Road/SE Main Street would be moved and SE Main Street would be 
realigned to allow for more storage space and increased intersection spacing. Auxiliary lanes would be 
constructed to allow right-in/right-out access from north of SE Ochoco Street (SE Moores Street). The 
partial closure of the intersection of SE McLoughlin Boulevard/SE Ochoco Street would only allow 
north/south through movements on SE McLoughlin Boulevard. These alternatives can be seen in 
Figures C1 and C2. 
A l t e r n a t e s D1 a n d D 2 
The "D" Alternatives would include the construction of an overpass of SE McLoughlin Boulevard at SE 
Ochoco Street with no direct access to SE McLoughlin Boulevard. The intersection of SE McLoughlin 
Boulevard/SE Milport Road would be converted into a full access intersection with. A cul-de-sac would 
be constructed at the southern end of SE Frontage Road, and the intersection of SE Milport Road/SE 
Frontage Road would be closed to access onto SE Frontage Road. As with Alternate C1 and C2, the 
intersection of SE Milport Road/SE Main Street would be moved to the southeast and SE Main Street 
would be realigned to allow for increased intersection spacing and increased storage length for both of 
the "D" Alternatives. Figures D1 and D2 show the proposed roadway alignments for both alternatives. 
Milwaukie TSP Apx C: Conceptual Design Options Dec. 4, 2007 Page C-15 
I Alternative A1: 
Create an overpass at SE Ochoco 
Street with additional connectivity 
to the east and connections to Hwy 
99E via signals to industrial areas 
east and west of Hwy 99 E. 
Signalized access would be slightly 
elevated due to grade change. 
Close access at SE Milport Road. 
High Capacity Transit is located 
along the South Corridor LPA. 
D 
l r 
I 
• * 
.r, / ' f 
\ 
\ j * g f J 
- . t ' v 
L I 
L 
• . % ^  
• . - , 
h 
LEGEND 
^ ^ ^ m - At -gradeRoadway 
- Elevated Roadway 
- Elevated Area 
- Potential High Capacity Transit 
^ - Full Access Signal 
^ - C losed Roadway 
P - Park-and-Ride Approximate Scale 
1 100 200 feet 
Information Sources: DKSAssociates 
FREIGHT ACCESS 
ALTERNATIVE A1 
Milwaukie TSP Apx C: Conceptual Design Options Dec. 4, 2007 Page C-16 
I Alternative A2: 
Create an overpass at SE Ochoco 
Street with additional connectivity 
to the east and connections to Hwy 
99E via signals to industrial areas 
east and west of Hwy 99 E. 
Signalized access would be slightly 
elevated due to grade change. 
Close access at SE Milport Road. 
High Capacity Transit is located 
along the Tillamook aliginment. 
D 
I 
J 
~ / I V • * 
r l 
; \ 
* 0 
V t " 
LEGEND 
^ ^ ^ m - At -gradeRoadway 
- Elevated Roadway 
- Elevated Area 
- Potential High Capacity Transit 
^ - Full Access Signal 
^ - C losed Roadway 
P - Park-and-Ride Approximate Scale 
1 100 200 fee 
Information Sources: DKSAssociates 
FREIGHT ACCESS 
ALTERNATIVE A2 
Milwaukie TSP Apx C: Conceptual Design Options Dec. 4, 2007 Page C-17 
« 
I Alternative B1: 
I Create an overpass at SE Ochoco 
Street with connections via signals 
to industrial areas east and west of 
Hwy 99E. Signalized access would 
be slightly elevated due to grade 
change. Close access at SE 
Milport Road. High Capacity 
Transit is located along the South 
Corridor LPA. 
M ^ i i I 
3 3 d 5 $ 5 
DRAFT! 
JUNE 13 2007 
r f r 1 ' 
• 1 
• 4 j» * 
V 
L
I I I 
1 
I jZp 
i n n 
I L * ' * 
-—-v m 
AJL. 
LEGEND 
^ ^ ^ m - At -gradeRoadway 
- Elevated Roadway 
- Elevated Area 
- Potential High Capacity Transit 
^ - Full Access Signal 
^ - C losed Roadway 
P - Park-and-Ride Approximate Scale 
1 100 200 feet 
Information Sources: DKSAssociates 
FREIGHT ACCESS 
ALTERNATIVE B1 
Milwaukie TSP Apx C: Conceptual Design Options Dec. 4, 2007 Page C-18 
I Alternative B1: 
Create an overpass at SE Ochoco 
Street with connections via signals 
to industrial areas east and west of 
Hwy 99E. Signalized access would 
be slightly elevated on the east 
side due to grade change. Signal 
on west side would be at-grade. 
Close access at SE Milport Road. 
High Capacity Transit is located 
along the South Corridor LPA. -
• • ^ • m a o 
fK | 
3 3 d 5 $ 5 
DRAFT! 
JUNE 13 2007 
' M ' 
h'1 « 
I: 
mm 
mil1 
i Z * -
n / * 
M l I 
' 
i p h 
* 1 1 1 i ! i £ I 
LEGEND 
- A t -gradeRoadway 
- Elevated Roadway 
- Elevated Area 
• J - New Crossing Over Creek 
P 
^ - Full Access Signal 
^ - C losed Roadway 
- Park-and-Ride 
• - - Potential High Capacity Transit 
Approximate Scale 
> 100 200 feet 
information Sources: DKSAssodates 
FREIGHT ACCESS 
ALTERNATIVE B1a 
F I G U R E 
B1a 
Milwaukie TSP Apx C: Conceptual Design Options Dec. 4, 2007 Page C-19 
1 Alternative B2: 
Create an overpass at SE Ochoco 
Street with connections via signals 
to industrial areas east and west of 
Hwy 99E. Signalized access would 
be slightly elevated due to grade 
change. Close access at SE 
L Milport Road. High Capacity 
| Transit is located along the 
Tillamook alignment. 
imm i i " * 
I : 
. mm tHH & 
l • J :U DRAFT 
JUNE 132007 
; ! I 
• S L ^ 
• 1 - ' m CPS 
* * 
l i d 
LEGEND 
^ ^ ^ m - At -gradeRoadway 
- Elevated Roadway 
- Elevated Area 
- Potential High Capacity Transit 
^ - Full Access Signal 
^ - C losed Roadway 
P - Park-and-Ride Approximate Scale 
1 100 200 fee 
Information Sources: DKSAssociates 
FREIGHT ACCESS 
ALTERNATIVE B2 
Milwaukie TSP Apx C: Conceptual Design Options Dec. 4, 2007 Page C-20 
Alternative C1: 
Extend the Hwy 224 off-ramp past 
SE Milport Road. Create a new 
flyover ramp southbound Hwy 99E 
to Hwy 224 eastbound (close 
existing loop ramp). Intersection of 
SE Milport Road/Hwy 99E remains 
open and have full access. Access 
on Hwy 99E at SE Ochoco Street is 
closed and realigned to SE Moores 
Street with some form of restricted 
access. High Capacity Transit is 
located along the South Corridor 
LPA. 
I E i M i f 
i ' Aft E H 
Li 
J 
vgna! oB 
•Wer/Oa; 
i\ / 
J u 
« _ 
E X r 
LEGEND 
^ ^ ^ m - At -gradeRoadway 
^ ^ ^ m - Elevated Roadway 
- Elevated Area 
\ - Rest r ic ted A c c e s s Intersect ion 
• (Right- in /Right-out , No Access , 
Right- in, C losed, Ove rpass ) 
§ 
P 
Full Access Signal 
^ - C losed Roadway 
- Park-and-Ride 
• - - Potential High Capacity Transit 
Approximate Scale 
> 100 200 fee 
information Sources: DKSAssodates 
FREIGHT ACCESS 
ALTERNATIVE C1 
F I G U R E 
C1 
Milwaukie TSP Apx C: Conceptual Design Options Dec. 4, 2007 Page C-21 
m i e m i M K 
Alternative C2: 
Extend the Hwy 224 off-ramp past 
SE Milport Road. Create a new 
flyover ramp southbound Hwy 99E 
to Hwy 224 eastbound (close 
existing loop ramp). Intersection of 
SE Milport Road/Hwy 99E remains 
open and have full access. Access 
on Hwy 99E at SE Ochoco Street is 
closed and realigned to SE Moores 
Street with some form of restricted 
access. High Capacity Transit is 
located along the Tillamook 
alignment. 
m 
Li 
J 
vgna! oB 
rMGL%uWihuBlycl,"> 
ibvkrpai 
i\ 
' I 
I IM 
* 
LEGEND 
^ ^ ^ m - At -gradeRoadway 
- Elevated Roadway 
- Elevated Area 
- Rest r ic ted A c c e s s Intersect ion 
• • (Right- in /Right-out , No Access , 
Right- in, C losed, Ove rpass ) 
^ - Full Access Signal 
^ - C losed Roadway 
- Park-and-Ride P 
_i- - Potential High Capacity Transit 
Information Sources: DKSAssodates 
Approximate Scale 
1 100 200 fee 
FREIGHT ACCESS 
ALTERNATIVE C2 
Milwaukie TSP Apx C: Conceptual Design Options Dec. 4, 2007 Page C-22 
m i e m i M K 
Alternative D1: 
Create an overpass at SE Ochoco 
Street with connections via signals 
to industrial areas east and west of 
Hwy 99E. Signalized access would 
be slightly elevated due to grade 
change. Intersection at SE Milport 
Road is full access signal. 
Realigned Milport Road on east 
side of Hwy 99E allows for 
additional vehicle/truck storage 
space. High Capacity Transit is 
located along the South Corridor 
LPA. 
iitfn"1-
• HH ** 
H 
JE 
p n 
I * > • r y . 
LEGEND 
^ ^ ^ m - At -gradeRoadway 
- Elevated Roadway 
- Elevated Area 
- Potential High Capacity Transit 
^ - Full Access Signal 
^ - C losed Roadway 
P - Park-and-Ride Approximate Scale 
information Sources: DKSAssodates 
FREIGHT ACCESS 
ALTERNATIVE D1 
F I G U R E 
D1 
Milwaukie TSP Apx C: Conceptual Design Options Dec. 4, 2007 Page C-23 
m i e m i M K 
Alternative D2: 
Create an overpass at SE Ochoco 
Street with connections via signals 
to industrial areas east and west of 
Hwy 99E. Signalized access would 
be slightly elevated due to grade 
change. Intersection at SE Milport 
Road is full access signal. 
Realigned Milport Road on east 
side of Hwy 99E allows for 
additional vehicle/truck storage 
space. High Capacity Transit is 
located along the Tillamook 
alignment. 
iitfn"1-
DRAFT 
JUNE 13 2007 
n ^ r 
* 
• 1 
9 
• HH ** 
H 
• V"ffl 
J 
* K i 
h 
4 
r 
LEGEND 
^ ^ ^ m - At -gradeRoadway 
^ ^ ^ m - Elevated Roadway 
- Elevated Area 
- Potential High Capacity Transit 
^ - Full Access Signal 
^ - C losed Roadway 
P - Park-and-Ride Approximate Scale 
Information Sources: DKSAssodates 
FREIGHT ACCESS 
ALTERNATIVE D2 
Milwaukie TSP Apx C: Conceptual Design Options Dec. 4, 2007 Page C-24 
Table 1-1: Freight Evaluation Comparison Matrix 
Alternative A1 A2 B1 B1a B2 C1 C2 D1 D2 
E v a j U a t i o n C r i t e r i a ^ ^ ^ ^ \ 
Ochoco overpass with 
closure at Milport. LRT on 
LPA alignment 
Ochoco overpass with 
closure at Milport. LRT on 
Tillamook alignment 
Ochoco overpass with full 
connection to frontage 
road. Right-out at Milport. 
LRT on LPA alignment. 
Ochoco overpass with 
access at McBroad. 
Right-out at Milport. LRT 
on LPA alignment. 
Ochoco overpass with full 
connection to frontage 
road. LRT on Tillamook 
alignment. 
Hwy 224 overpass, full 
access intersection at 
Milport. Ochoco closed 
with right-in/right-out 
access at Moores. LRT 
on LPA alignment. 
Hwy 224 overpass, full 
access intersection at 
Milport. Ochoco closed 
with right-in/right-out 
access at Moores. LRT 
on Tillamook alignment. 
Ochoco overpass, with no 
access at 99E. Full 
access intersection at 
Milport. LRT on LPA 
alignment. 
Ochoco overpass, with no 
access at 99E. Full 
access intersection at 
Milport. LRT on Tillamook 
alignment. 
Freight operations • • • 0 • 0 0 • • 
Traffic operations 99E 
throughput 
• • • • • 0 0 • • 
ia ri 
<u 
ri 
o 
Traffic operations local 
access and crossing 
improvements 
• • • • • 0 0 • • 
^ a 
£ ri 
CL 
Safety • • 0 • 0 • • • • 
Resource limitations 0 0 • • • • • • • 
Out of direction travel for 
access to/from sub-areas 
• • • • • • • • • 
ri e t 'C 
o ;>> 
Pedestrian connectivity • • • • • • • 0 0 
Bicycle connectivity • • • • • • • 0 0 
(0 •o n o o e CO 
Transit access/egress and 
conflicts 
• 0 • • 0 • 0 • • 
Robust solution • • 0 0 0 • • • • 
Overall Rating 0 0 0 • • • • 
Milwaukie TSP Apx C: Conceptual Design Options Dec. 4, 2007 Page C-25 
Appendix D 
Glossary of Technical Terms 
Access Management: Measures regulating access to streets, roads, and highways from public 
roads and private driveways. Measures may include, but are not limited to: restrictions on the 
type and amount of access to roadways and use of physical controls (such as signals and 
channelization) to reduce impacts of approach traffic on the main facility. 
Accessway: A facility that provides pedestrian and/or bicycle passage between streets, from a 
street to a building, or to other destinations such as schools, parks, or transit stops. 
Average Daily Traffic (ADT): Measurement of the average number of vehicles passing a 
certain point each day on a highway, road, or street. 
Alternative Modes: Transportation alternatives other than single-occupant automobiles. 
Alternative travel modes include travel by rail, transit, bicycle, and walking. 
Arterial Street: High-volume, moderate-speed streets that carry vehicles within a city and 
between adjacent cities in surrounding metropolitan area. Arterials link major commercial, 
residential, industrial, and institutional areas. They are typically spaced about one mile apart to 
assure mobility and reduce the incidence of cut-through traffic on neighborhood routes and local 
streets. 
Bicycle Facility: Any facility provided for the benefit of bicycle travel, including bikeways and 
parking facilities. 
Bicycle Network: A system of connected bikeways that provide access to and from local and 
regional destinations. 
Bike Lane: A portion of the roadway that has been designated by striping and pavement 
markings for the preferential or exclusive use of bicyclists. 
Capacity: The maximum number of vehicles or individuals that can traverse a given segment of 
a transportation facility with prevailing roadway and traffic conditions. 
Central Business District (CBD): Traditional downtown area. Usually characterized by slow 
traffic speeds, on-street parking, and a compact street grid system. 
Collector Street: Moderate-volume, moderate-speed streets that provide access and 
circulation within and between residential neighborhoods, commercial areas, and industrial 
areas. They serve a citywide function of connectivity and are typically spaced about one-half 
mile apart. They distribute trips between a neighborhood street system and an arterial street 
system, linking a wide range of land uses. 
Congestion Mitigation/Air Quality (CMAQ) Program: Jointly administered by the Federal 
Highway Administration (FHWA) and the Federal Transit Administration (FTA), was 
reauthorized in 2005 under the Safe, Accountable, Flexible, and Efficient Transportation Equity 
Act: A Legacy for Users (SAFETEA-LU). The SAFETEA-LU CMAQ program provides over $8.6 
billion in funds to state and transit agencies to invest in projects that reduce criteria air pollutants 
regulated from transportation-related sources. 
Milwaukie Transportation System Plan 
Appendix D: Glossary of Technical Terms 
Page D-1 
December 4, 2007 
Crosswalk: Portion of a roadway designated for pedestrian crossing. Can be either marked or 
unmarked. Unmarked crosswalks are the natural extension of the shoulder, curb line, or 
sidewalk at an intersection. 
Demand Management: Actions that are designed to change travel behavior in order to improve 
performance of transportation facilities and to reduce need for additional road capacity. Methods 
may include subsidizing transit for the journey to work trip, charging for parking, starting a van or 
car pool system, or instituting flexible work hours. 
Grade: A measure of the steepness of a roadway, bikeway, or walkway, usually expressed in a 
percentage form of the ratio between vertical rise to horizontal distance. A 5% grade, for 
example, means that the facility rises 5 feet in height over 100 feet in length. 
Grade Separation: Vertical separation of one transportation facility from another at the point of 
intersection that prevents conflicts between modes and/or traffic moving at different speeds. 
Impervious Surfaces: Hard surfaces that do not allow water to soak into the ground, increasing 
the amount of stormwater running into the drainage system. 
Level of Service (LOS): A qualitative measure describing the perception of operation 
conditions within a traffic stream by motorists and/or passengers. An LOS rating of "A" to "F" 
describes the traffic flow on streets and at intersections, ranging from LOS A (representing 
virtually free flowing conditions) to LOS F (representing forced flow conditions and congestion). 
Local Street: Low-volume, low-speed streets that emphasize access to adjacent land uses over 
mobility. Most local streets in a city are adjacent to residential uses and serve residential 
transportation needs; however, local streets can also serve industrial areas. 
Metropolitan Planning Organization (MPO): An organization in each federally recognized 
urbanized area (population over 50,000) designated by the Governor, which has the 
responsibility for planning, programming, and coordinating the distribution of federal 
transportation resources. 
Multimodal: A street or path designed for use by several modes of travel. 
Multiuse Path: A path separated from motor vehicle traffic by an open space or barrier used by 
bicyclists, pedestrians, joggers, skaters, and other nonmotorized travelers. 
National Highway System (NHS): Interconnected urban and rural principal arterial streets and 
highways that serve major population centers, ports, airports, and other major travel 
destinations and that meet national defense requirements and serve interstate and interregional 
travel. 
Neighborhood Route: Moderate-volume, low-speed streets. They do not provide citywide 
circulation, as they mainly serve the immediate neighborhood in which they are located. They 
typically have residential frontage. Neighborhood routes are similar to local streets in design, but 
they are generally longer in length and have higher traffic volumes. 
Peak Period or Peak Hour: The period of the day with the highest number of travelers. This is 
normally between 4-6 PM on weekdays. 
Pedestrian Connection: A continuous, unobstructed, reasonably direct route between two 
points that is intended and suitable for pedestrian use. These connections could include 
sidewalks, walkways, accessways, stairways, and pedestrian bridges. 
Milwaukie Transportation System Plan 
Appendix D: Glossary of Technical Terms 
Page D-1 
December 4, 2007 
Pedestrian Facility: A facility that facilitates pedestrian travel, including walkways, crosswalks, 
signs, and signals. 
Pedestrian Scale: Site and building design elements that are oriented and scaled to the 
pedestrian. 
Regional Routes: High-volume, generally high-speed facilities. These routes may be used for 
travel within a city, but typically they are used for trips between cities, especially those that are 
separated by a significant distance. 
Right-of-way (ROW): A general term denoting publicly owned land or property upon which 
public facilities and infrastructure is placed. 
Shared Roadway: A type of bikeway where bicyclists and motor vehicles share a travel lane. 
Sight Distance: The distance a person can see along an unobstructed line of site. 
Traffic Control Device: Sign, signal, or other fixture placed on or adjacent to a roadway that 
regulates, warns, or guides traffic. Can be either permanent or temporary. 
Transportation Analysis Zone (TAZ): A geographic sub-area used to assess travel demands 
using a travel-demand forecasting model. Often defined by the transportation network and US 
Census blocks. 
Transportation Disadvantaged: Individuals who have difficulty obtaining transportation 
because of their age, income, physical, or mental disability. 
Transportation System Plan: A long-range plan that contains a city's long-term transportation 
goals and policies for pedestrians, cyclists, drivers, transit users, and freight carriers. It also 
provides for the coordination of transportation improvements at the local level and the 
integration of the local transportation system with the regional transportation system. 
Urban Area: The area immediately surrounding an incorporated city or rural community that is 
urban in character, regardless of size. 
Milwaukie Transportation System Plan 
Appendix D: Glossary of Technical Terms 
Page D-1 
December 4, 2007 
Appendix E 
Levels of Service (LOS) Descriptions 
TRAFFIC LEVELS OF SERVICE 
Analysis of traffic volumes is useful to understand the general nature of traffic in an area, but, by 
itself, does not indicate the ability of the street network to carry additional traffic or the quality of 
service afforded by specific facilities. To this end, the concept of level of service (LOS) was 
developed to subjectively describe street and/or intersection performance. Bottlenecks are most 
often found at intersections, and the ability of the street network to carry traffic efficiently is 
generally diminished in their vicinities. As a result, LOS is most often evaluated at intersections, 
but key corridors can be evaluated as well. 
LOS categories are similar to report card ratings. Levels of Service A, B, and C indicate 
conditions where traffic moves without significant delays over periods of peak travel demand. 
Levels of service D, E, and F represent progressively worse peak hour operating conditions. 
Most urban communities set level of service D as the minimum acceptable level of service for 
peak hour operation and plan for level of service C or better for all other times of the day. The 
Highway Capacity Manual provides LOS calculation methodologies for both intersections and 
arterials.1 
1 Highway Capacity Manual 2000, Transportation Research Board, Washington D.C., 2000, Chapters 16 and 17. 
Milwaukie Transportation System Plan 
Appendix E: LOS Descriptions 
Page E-1 
December 4, 2007 
UNSIGNALIZED INTERSECTIONS 
All-Way Stop Controlled 
Level of service for all-way stop controlled intersection operations are reported for each 
intersection leg. This method calculates a delay value for each approach to the intersection. 
The following table describes the amount of delay associated with each level of service for all-
way stop controlled intersections. 
Level of 
Service 
Delay 
(seconds/vehicle) 
A 0-10 
B >10-15 
C >15-25 
D >25-35 
E >35-50 
F >50 
Source: Highway Capacity Manual 2000, Exhibit 17-22 
Two-Way Stop Controlled 
For two-way stop controlled intersections, level of service is reported for both major and minor 
streets. The LOS evaluation assesses available and critical gaps in the traffic stream, which are 
necessary for minor street traffic to be able to enter the major street traffic flow. It is not unusual 
for an intersection to experience level of service E or F conditions for the minor street left turn 
movement. However, poor level of service experienced by a few vehicles does not necessarily 
mean that the intersection as a whole is not operating within acceptable parameters. 
The following table describes the amount of delay associated with each level of service for two-
way stop controlled intersections. 
Level of 
Service 
Delay 
(seconds/vehicle) Description 
A 0-10 Little or no delay 
B >10-15 Short traffic delays 
C >15-25 Average traffic delays 
D >25-35 Long traffic delays 
E >35-50 Very long traffic delays 
F >50 Extreme delays potentially affecting other traffic movements in the intersection 
Source: Highway Capacity Manual 2000, Exhibit 17-2 
Milwaukie Transportation System Plan 
Appendix E: LOS Descriptions 
Page E-1 
December 4, 2007 
SIGNALIZED INTERSECTIONS 
For signalized intersections, level of service is evaluated based upon average vehicle delay 
experienced by vehicles entering the intersection. Per the Highway Capacity Manual 2000, 
control delay (or signal delay) includes initial deceleration delay, queue move-up time, stopped 
delay, and final acceleration delay. As delay increases, the level of service decreases. 
Calculations for signalized and unsignalized intersections are different due to variations in traffic 
flow that are caused by different traffic control devices. 
Level of 
Service 
Delay 
(seconds/vehicle) Description 
A 0-10 Free Flow/Insignificant Delays: No approach phase is fully utilized by traffic 
and no vehicle waits longer than one red indication. Most vehicles do not stop 
at all. Progression is extremely favorable and most vehicles arrive during the 
green phase. 
B >10-20 Stable Operation/Minimal Delays: An occasional approach phase is fully 
utilized. Many drivers begin to feel somewhat restricted within platoons of 
vehicles. This level generally occurs with good progression, short cycle 
lengths, or both. 
C >20-35 Stable Operation/Acceptable Delays: Major approach phases fully utilized. 
Most drivers feel somewhat restricted. Higher delays may result from fair 
progression, longer cycle lengths, or both. Individual cycle failures may begin 
to appear at this level, and the number of vehicles stopping is significant. 
D >35-55 Approaching Unstable/Tolerable Delays: The influence of congestion 
becomes more noticeable. Drivers may have to wait through more than one 
red signal indication. Longer delays may result from some combination of 
unfavorable progression, long cycle lengths, or high v/c ratios. The proportion 
of vehicles not stopping declines, and individual cycle failures are noticeable. 
E >55-80 Unstable Operation/Significant Delays: Volumes at or near capacity. 
Vehicles may wait though several signal cycles. Long queues form upstream 
from intersection. These high delay values generally indicate poor progression, 
long cycle lengths, and high v/c ratios. Individual cycle failures are a frequent 
occurrence. 
F >80 Forced Flow/Excessive Delays: Represents jammed conditions. Queues 
may block upstream intersections. This level occurs when arrival flow rates 
exceed intersection capacity, and is considered to be unacceptable to most 
drivers. Poor progression, long cycle lengths, and v/c ratios approaching 1.0 
may contribute to these high delay levels. 
Source: Highway Capacity Manual 2000, Exhibit 16-2 
Milwaukie Transportation System Plan 
Appendix E: LOS Descriptions 
Page E-1 
December 4, 2007 
Appendix F 
Transportation 
System Plan 
Metro Model 
TOVNSPORTATION 
ANALYSIS ZONES 
December 2007 
LEGEND 
Original Metro Transportation 
Analysis Zones 
Transportation Analys is 
#### Zone Number 
Other Map Features 
Major Streets 
Streets 
Railroad 
Water 
r 1 
I | City Limits 
N DKS Associates 
T R A N S P O R T A T I O N S O L U T I O N S 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-1 
Transportation 
System Plan 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-2 
2005 and 2030 Metro Land Use Data (Disaggregated) 
Metro Taz DKS TAZ 2005 HH 2005 RET 2005 OTH 2030 HH 2030 RET 2030 OTH 
155 155 1 0 13 2 0 38 
155 9551 2 0 0 4 0 5 
155 9552 8 3 2 14 6 10 
Total 11 3 15 20 6 53 
155 Control 11 3 15 20 6 53 
624 624 0 0 50 0 0 50 
624 6241 350 0 0 375 0 0 
624 6242 160 0 103 173 0 191 
624 6243 75 0 0 80 0 0 
Total 585 0 153 628 0 241 
624 Control 585 0 153 628 0 241 
625 625 0 75 645 2 100 680 
625 6251 0 50 428 0 69 452 
Total 0 125 1073 2 169 1132 
625 Control 0 125 1073 2 169 1132 
626 626 0 0 50 0 0 60 
626 6261 0 20 90 0 27 115 
626 6262 60 18 90 291 24 115 
626 6263 72 0 0 291 0 0 
626 6264 0 40 0 90 54 0 
626 6265 0 0 90 0 0 115 
626 6266 0 0 10 0 0 55 
626 6267 0 40 90 0 54 115 
626 6268 0 40 90 0 53 115 
626 6269 0 40 90 90 53 115 
626 6299 0 18 89 0 25 115 
Total 132 216 689 762 290 920 
626 Control 132 216 689 762 290 920 
627 627 63 3 50 72 5 66 
627 6271 76 18 590 86 22 795 
627 6272 208 0 0 236 0 0 
627 6273 208 0 50 236 0 66 
627 6274 76 0 295 86 0 398 
Total 631 21 985 716 27 1325 
627 Control 631 21 985 716 27 1325 
628 628 200 133 47 215 169 400 
628 6281 300 15 0 310 25 44 
628 6282 200 0 0 210 0 100 
Total 700 148 47 735 194 544 
628 Control 700 148 47 735 194 544 
629 629 0 30 30 0 60 50 
902 6291 39 312 217 60 393 346 
Total 39 342 247 60 453 396 
629 Control 39 342 247 60 453 396 
630 630 250 0 50 280 0 80 
630 6301 80 5 100 100 11 346 
630 6302 182 0 350 261 0 380 
Total 512 5 500 641 11 806 
630 Control 512 5 500 641 11 806 
631 631 0 0 410 0 0 445 
631 6311 8 20 110 27 35 119 
631 6312 0 10 175 0 16 190 
631 6313 0 0 297 0 0 322 
631 6314 0 0 175 0 0 190 
Total 8 30 1167 27 51 1266 
631 Control 8 30 1167 27 51 1266 
632 632 364 8 100 386 13 149 
632 6321 121 0 24 129 0 42 
632 6322 121 0 24 128 0 42 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 
Original Metro TAZ Total 
Original Metro TAZ Total 
Original Metro TAZ Total 
Original Metro TAZ Total 
Original Metro TAZ Total 
Original Metro TAZ Total 
Original Metro TAZ Total 
Original Metro TAZ Total 
Original Metro TAZ Total 
Page F-3 
2005 and 2030 Metro Land Use Data (Disaggregated) 
Metro Taz DKS TAZ 2005 HH 2005 RET 2005 OTH 2030 HH 2030 RET 2030 OTH 
632 6323 121 0 24 129 0 42 
Total 727 8 172 772 13 275 
632 Control 727 8 172 772 13 275 
633 633 162 0 0 165 0 0 
633 6331 40 0 40 53 0 55 
633 6332 145 0 0 160 0 0 
633 6333 202 0 0 210 0 0 
633 6334 145 0 69 160 0 75 
633 6335 115 0 0 125 0 0 
Total 809 0 109 873 0 130 
633 Control 809 0 109 873 0 130 
634 634 236 0 22 256 0 29 
634 6341 290 0 32 315 0 44 
Total 526 0 54 571 0 73 
634 Control 526 0 54 571 0 73 
635 635 0 180 24 0 230 85 
635 6351 171 0 0 193 0 0 
635 6352 150 0 0 160 0 0 
635 6353 150 0 20 170 0 35 
635 6354 50 0 0 60 0 0 
635 6355 83 30 40 95 58 60 
635 6356 58 0 0 66 0 0 
635 6357 50 0 10 57 0 25 
635 6358 100 0 0 115 0 0 
635 6359 0 0 0 20 0 0 
635 6399 17 0 0 20 0 0 
Total 829 210 94 956 288 205 
635 Control 829 210 94 956 288 205 
636 636 190 0 299 230 0 306 
636 6361 144 0 0 152 0 0 
636 6362 40 0 0 50 0 0 
Total 374 0 299 432 0 306 
636 Control 374 0 299 432 0 306 
637 637 1 20 900 28 82 1185 
637 6371 0 280 559 0 330 641 
Total 1 300 1459 28 412 1826 
637 Control 1 300 1459 28 412 1826 
638 638 25 0 67 20 1 72 
638 6381 167 0 0 152 0 0 
Total 192 0 67 172 1 72 
638 Control 192 0 67 172 1 72 
639 639 271 0 29 262 0 25 
639 6391 120 0 90 116 0 84 
639 6392 151 0 0 148 0 0 
Total 542 0 119 526 0 109 
639 Control 542 0 119 526 0 109 
641 641 0 42 1700 0 60 1780 
641 6411 0 100 465 0 137 471 
641 6412 42 0 0 70 0 0 
641 6413 0 0 110 0 0 115 
Total 42 142 2275 70 197 2366 
641 Control 42 142 2275 70 197 2366 
642 642 230 0 75 245 0 100 
642 6421 210 0 146 233 0 209 
Total 440 0 221 478 0 309 
642 Control 440 0 221 478 0 309 
643 643 100 0 0 115 0 0 
643 6431 100 0 20 115 0 30 
643 6432 85 0 0 100 0 0 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 
Original Metro TAZ Total 
Original Metro TAZ Total 
Original Metro TAZ Total 
Original Metro TAZ Total 
Original Metro TAZ Total 
Original Metro TAZ Total 
Original Metro TAZ Total 
Original Metro TAZ Total 
Original Metro TAZ Total 
Original Metro TAZ Total 
Page F-4 
2005 and 2030 Metro Land Use Data (Disaggregated) 
Metro Taz DKS TAZ 2005 HH 2005 RET 2005 OTH 2030 HH 2030 RET 2030 OTH 
643 6433 143 53 31 160 71 52 
Total 428 53 51 490 71 82 
643 Control 428 53 51 490 71 82 
644 644 35 0 69 36 0 75 
644 6441 100 0 69 106 0 100 
Total 135 0 138 142 0 175 
644 Control 135 0 138 142 0 175 
645 645 278 0 89 304 0 104 
Total 278 0 89 304 0 104 
645 Control 278 0 89 304 0 104 
646 646 284 17 103 297 22 113 
Total 284 17 103 297 22 113 
646 Control 284 17 103 297 22 113 
647 647 186 0 424 195 0 419 
647 6471 62 0 424 68 0 420 
Total 248 0 848 263 0 839 
647 Control 248 0 848 263 0 839 
648 648 360 14 680 380 35 870 
648 6481 120 80 226 130 120 295 
Total 480 94 906 510 155 1165 
648 Control 480 94 906 510 155 1165 
657 657 80 0 0 82 0 0 
657 6571 78 0 35 85 0 40 
657 6572 80 6 21 83 8 26 
657 6573 80 0 0 80 0 0 
Total 318 6 56 330 8 66 
657 Control 318 6 56 330 8 66 
660 660 559 6 0 574 7 5 
660 6601 0 0 0 10 0 0 
660 6602 15 0 32 65 0 34 
Total 574 6 32 649 7 39 
660 Control 574 6 32 649 7 39 
684 684 565 185 247 608 248 408 
684 6841 10 20 0 20 25 0 
684 6842 565 101 247 608 150 408 
Total 1140 306 494 1236 423 816 
684 Control 1140 306 494 1236 423 816 
685 685 182 30 12 208 40 21 
685 6851 240 20 0 250 26 0 
Total 422 50 12 458 66 21 
685 Control 422 50 12 458 66 21 
686 686 545 13 600 550 28 664 
686 6861 271 0 75 274 0 125 
686 6862 545 0 62 550 0 100 
Total 1361 13 737 1374 28 889 
686 Control 1361 13 737 1374 28 889 
Original Metro TAZ Total 
Original Metro TAZ Total 
Original Metro TAZ Total 
Original Metro TAZ Total 
Original Metro TAZ Total 
Original Metro TAZ Total 
Original Metro TAZ Total 
Original Metro TAZ Total 
Original Metro TAZ Total 
Original Metro TAZ Total 
Original Metro TAZ Total 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-5 
Total Vehicle Summary 
All Traffic Data 
Services Inc. 
Clay Carney 
(503) 833-2740 
Hwy 99E & SE Ochoco St 
Wednesday, November 29, 2006 
3:00 PM to 6:00 PM 
15-Minute Interval Summary 
3:00 PM to 6:00 PM 
In 
3,277 
Out 
1,843 
110 3,167 0 
HV 20.5% 
PHF 0.78 
Out 129 
In 166 
89 
30 
47 
48 
4 — 19 
11 
78 In 
45 Out 
HV 20.5% 
PHF 0.78 • i t r * 
0 1,706 15 
Out In 
3,225 1,721 
Peak Hour Summary 
4:30 PM to 5:30 PM 
Interval 
Start 
Time 
Northbound 
Hwy 99E 
Southbound 
Hwy 99E 
Eastbound 
SE Ochoco St 
Westbound 
SE Ochoco St Interval 
Total L T R Bikes L T R Bikes L T R Bikes L T R Bikes 
3:00 PM 0 350 12 0 0 537 44 0 21 8 13 0 6 6 13 0 1,010 
3:15 PM 0 334 5 0 0 642 36 0 18 6 8 0 5 5 10 0 1,069 
3:30 PM 0 389 7 0 0 691 45 0 32 9 18 0 8 2 32 0 1,233 
3:45 PM 0 393 3 0 0 779 39 0 16 8 5 0 6 2 12 0 1,263 
4:00 PM 0 393 4 0 0 760 46 0 25 7 18 0 16 5 20 0 1,294 
4:15 PM 0 378 8 0 0 805 30 0 18 5 6 0 5 4 12 0 1,271 
4:30 PM 0 407 7 0 0 792 37 0 24 11 18 0 4 8 10 0 1,318 
4:45 PM 0 432 6 0 0 767 33 0 18 7 9 0 2 4 6 0 1,284 
5:00 PM 0 474 2 0 0 790 15 0 26 8 14 0 4 4 17 0 1,354 
5:15 PM 0 393 0 0 0 818 25 0 21 4 6 0 1 3 15 0 1,286 
5:30 PM 0 349 3 0 0 683 22 0 14 6 13 0 5 2 10 0 1,107 
5:45 PM 0 353 4 0 0 690 28 0 9 5 3 0 3 4 4 0 1,103 
Total 
Survey 
0 4,645 61 0 0 8,754 400 0 242 84 131 0 65 49 161 0 14,592 
Pedestrians 
Crosswalk 
North South East West 
0 0 0 0 
0 0 0 0 
1 0 0 0 
0 1 1 0 
0 0 0 0 
0 0 1 2 
0 0 0 0 
0 0 0 0 
0 0 0 0 
1 0 1 0 
0 0 0 0 
0 0 0 1 
2 1 3 3 
Peak Hour Summary 
4:30 PM to 5:30 PM 
By 
Approach 
Northbound 
Hwy 99E 
Southbound 
Hwy 99E 
Eastbound 
SE Ochoco St 
Westbound 
SE Ochoco St Total 
Pedestrians 
Crosswalk 
In Out Total Bikes In Out Total Bikes In Out Total Bikes In Out Total Bikes North South East West 
Volume 1,721 3,225 4,946 0 3,277 1,843 5,120 0 166 129 295 0 78 45 123 0 5,242 1 0 1 0 
%HV 3.1% 2.7% 20.5% 20.5% 3.6% 
PHF 0.90 0.97 0.78 0.78 0.97 
By 
Movement 
Northbound 
Hwy 99E 
Southbound 
Hwy 99E 
Eastbound 
SE Ochoco St 
Westbound 
SE Ochoco St Total 
L T R Total L T R Total L T R Total L T R Total 
Volume 0 1,706 15 1,721 0 3,167 110 3,277 89 30 47 166 11 19 48 78 5,242 
%HV 0.0% 2.8% 33.3% 3.1% 0.0% 1.8% 27.3% 2.7% 10.1% 66.7% 10.6% 20.5% 36.4% 5.3% 22.9% 20.5% 3.6% 
PHF 0.00 0.90 0.54 0.90 0.00 0.97 0.74 0.97 0.86 0.68 0.65 0.78 0.69 0.59 0.71 0.78 0.97 
Rolling Hour Summary 
3:00 PM to 6:00 PM 
Interval 
Start 
Time 
Northbound 
Hwy 99E 
Southbound 
Hwy 99E 
Eastbound 
SE Ochoco St 
Westbound 
SE Ochoco St Interval 
Total L T R Bikes L T R Bikes L T R Bikes L T R Bikes 
3:00 PM 0 1,466 27 0 0 2,649 164 0 87 31 44 0 25 15 67 0 4,575 
3:15 PM 0 1,509 19 0 0 2,872 166 0 91 30 49 0 35 14 74 0 4,859 
3:30 PM 0 1,553 22 0 0 3,035 160 0 91 29 47 0 35 13 76 0 5,061 
3:45 PM 0 1,571 22 0 0 3,136 152 0 83 31 47 0 31 19 54 0 5,146 
4:00 PM 0 1,610 25 0 0 3,124 146 0 85 30 51 0 27 21 48 0 5,167 
4:15 PM 0 1,691 23 0 0 3,154 115 0 86 31 47 0 15 20 45 0 5,227 
4:30 PM 0 1,706 15 0 0 3,167 110 0 89 30 47 0 11 19 48 0 5,242 
4:45 PM 0 1,648 11 0 0 3,058 95 0 79 25 42 0 12 13 48 0 5,031 
5:00 PM 0 1,569 9 0 0 2,981 90 0 70 23 36 0 13 13 46 0 4,850 
Pedestrians 
Crosswalk 
North South East West 
1 1 1 0 
1 1 1 0 
1 1 2 2 
0 1 2 2 
0 0 1 2 
0 0 1 2 
1 0 1 0 
1 0 1 0 
1 0 1 1 
0 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-13 
Total Vehicle Summary 
All Traffic Data 
Services Inc. 
Clay Carney 
(503) 833-2740 
Hwy 99E & SE Ochoco St 
Wednesday, November 29, 2006 
3:00 PM to 6:00 PM 
Heavy Vehicle 15-Minute Interval Summary 
3:00 PM to 6:00 PM 
Out 31 
In 34 
^ 11 
« - 1 
• i t r * 
Out In 
67 53 
Peak Hour Summary 
4:30 PM to 5:30 PM 
78 In 
45 Out 
30 58 0 
9 
20 
4 5 
0 48 5 
Interval 
Start 
Time 
Northbound 
Hwy 99E 
Southbound 
Hwy 99E 
Eastbound 
SE Ochoco St 
Westbound 
SE Ochoco St Interval 
Total L T R Total L T R Total L T R Total L T R Total 
3:00 PM 0 18 5 23 0 21 10 31 1 5 0 6 2 2 3 7 67 
3:15 PM 0 19 1 20 0 19 8 27 0 2 3 5 1 2 3 6 58 
3:30 PM 0 16 5 21 0 29 9 38 5 3 0 8 1 0 5 6 73 
3:45 PM 0 18 0 18 0 37 8 45 1 2 1 4 1 1 2 4 71 
4:00 PM 0 18 2 20 0 23 12 35 1 2 0 3 3 1 6 10 68 
4:15 PM 0 23 2 25 0 18 3 21 3 3 0 6 0 1 4 5 57 
4:30 PM 0 13 2 15 0 16 11 27 4 8 0 12 2 1 2 5 59 
4:45 PM 0 10 2 12 0 20 7 27 3 4 2 9 1 0 3 4 52 
5:00 PM 0 18 1 19 0 11 5 16 0 5 3 8 1 0 3 4 47 
5:15 PM 0 7 0 7 0 11 7 18 2 3 0 5 0 0 3 3 33 
5:30 PM 0 5 0 5 0 13 7 20 0 6 0 6 0 1 3 4 35 
5:45 PM 0 17 1 18 0 13 8 21 1 4 1 6 0 1 1 2 47 
Total 
Survey 
0 182 21 203 0 231 95 326 21 47 10 78 12 10 38 60 667 
Heavy Vehicle Peak Hour Summary 
4:30 PM to 5:30 PM 
By 
Approach 
Northbound 
Hwy 99E 
Southbound 
Hwy 99E 
Eastbound 
SE Ochoco St 
Westbound 
SE Ochoco St Total 
In Out Total In Out Total In Out Total In Out Total 
Volume 53 67 120 88 68 156 34 31 65 16 25 41 191 
PHF 0.21 0.19 0.29 0.20 0.23 
By 
Movement 
Northbound 
Hwy 99E 
Southbound 
Hwy 99E 
Eastbound 
SE Ochoco St 
Westbound 
SE Ochoco St Total 
L T R Total L T R Total L T R Total L T R Total 
Volume 0 48 5 53 0 58 30 88 9 20 5 34 4 1 11 16 191 
PHF 0.00 0.20 0.11 0.21 0.00 0.16 0.26 0.19 0.23 0.29 0.25 0.29 0.20 0.06 0.21 0.20 0.23 
Heavy Vehicle Rolling Hour Summary 
3:00 PM to 6:00 PM 
Interval 
Start 
Time 
Northbound 
Hwy 99E 
Southbound 
Hwy 99E 
Eastbound 
SE Ochoco St 
Westbound 
SE Ochoco St Interval 
Total L T R Total L T R Total L T R Total L T R Total 
3:00 PM 0 71 11 82 0 106 35 141 7 12 4 23 5 5 13 23 269 
3:15 PM 0 71 8 79 0 108 37 145 7 9 4 20 6 4 16 26 270 
3:30 PM 0 75 9 84 0 107 32 139 10 10 1 21 5 3 17 25 269 
3:45 PM 0 72 6 78 0 94 34 128 9 15 1 25 6 4 14 24 255 
4:00 PM 0 64 8 72 0 77 33 110 11 17 2 30 6 3 15 24 236 
4:15 PM 0 64 7 71 0 65 26 91 10 20 5 35 4 2 12 18 215 
4:30 PM 0 48 5 53 0 58 30 88 9 20 5 34 4 1 11 16 191 
4:45 PM 0 40 3 43 0 55 26 81 5 18 5 28 2 1 12 15 167 
5:00 PM 0 47 2 49 0 48 27 75 3 18 4 25 1 2 10 13 162 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-13 
P e a k H o u r S u m m a r y 
All Traffic Data 
Services Inc. 
Clay Carney 
(503) 833-2740 
Hwy 99E & SE Ochoco St 
4:30 PM to 5:30 PM 
Wednesday, November 29, 2006 
SE Ochoco St 
129 
166 
Bikes 0 
E 9 9 
r 
89 * 
30 * 
47 
Bikes 
0 
3277 
110 3167 0 
1843 
Peds 1 
Peds 0 
3225 
0 1706 15 
1721 
R 48 
* 19 
11 
s d e P 
Bikes 
0 
Bikes 0 
78 
45 
SE Ochoco St 
E 9 9 
r 
Approach PHF HV% Volume 
EB 0.78 20.5% 166 
W B 0.78 20.5% 78 
NB 0.90 3.1% 1,721 
SB 0.97 2.7% 3,277 
Intersection 0.97 3.6% 5,242 
Count Period: 3:00 PM to 6:00 PM 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-8 
Total Vehicle Summary 
All Traffic Data 
Services Inc. 
Clay Carney 
(503) 833-2740 
Hwy 99E & SE Milport Rd 
Wednesday, November 29, 2006 
3:00 PM to 6:00 PM 
15-Minute Interval Summary 
3:00 PM to 6:00 PM 
i m 3,148 N o 
Out 
1,662 
4 3,144 0 
HV 0.0% 
PHF 0.78 
Out 19 
In 126 
J 
"V 
HV 5.6 
PHF 0.85 • i t r * 
0 1,619 3 
Out In 
3,228 1,622 
« - 1 5 
22 
% 2 
.1 .9 4. 0. 
78 In 
45 Out 
Peak Hour Summary 
4:15 PM to 5:15 PM 
Interval 
Start 
Time 
Northbound 
Hwy 99E 
Southbound 
Hwy 99E 
Eastb 
SE Mil 
ound 
port Rd 
Westb 
SE Mil 
ound 
port Rd Interval 
Total L T R Bikes L T R Bikes L T R Bikes L T R Bikes 
3:00 PM 0 323 0 0 0 599 1 0 8 8 11 0 12 5 9 0 976 
3:15 PM 0 370 0 0 0 621 0 0 4 14 11 0 8 5 7 0 1,040 
3:30 PM 0 329 1 0 0 761 1 0 6 7 10 0 15 9 8 0 1,147 
3:45 PM 0 387 0 0 0 795 1 0 2 11 7 0 3 4 3 0 1,213 
4:00 PM 0 349 0 0 0 813 1 0 9 11 17 0 10 5 5 0 1,220 
4:15 PM 0 402 2 0 0 776 0 0 4 11 11 0 5 7 5 0 1,223 
4:30 PM 0 339 1 0 0 835 1 0 8 9 16 0 9 2 3 0 1,223 
4:45 PM 0 442 0 0 0 734 3 0 7 14 9 0 3 5 3 0 1,220 
5:00 PM 0 436 0 0 0 799 0 0 8 3 26 0 5 1 5 0 1,283 
5:15 PM 0 390 3 0 0 737 1 0 7 7 22 0 8 1 2 0 1,178 
5:30 PM 0 349 0 0 0 747 1 0 3 7 12 0 5 3 2 0 1,129 
5:45 PM 0 368 1 0 0 635 1 0 4 10 6 0 1 5 2 0 1,033 
Total 
Survey 
0 4,484 8 0 0 8,852 11 0 70 112 158 0 84 52 54 0 13,885 
Pedestrians 
Crosswalk 
North South East West 
0 0 0 0 
0 0 0 0 
1 1 0 0 
1 0 0 0 
0 0 0 2 
0 1 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 1 
0 0 0 2 
0 0 0 1 
0 0 0 0 
2 2 0 6 
Peak Hour Summary 
4:15 PM to 5:15 PM 
By 
Approach 
Northbound 
Hwy 99E 
Southbound 
Hwy 99E 
Eastbound 
SE Milport Rd 
Westbound 
SE Milport Rd Total 
Pedestrians 
Crosswalk 
In Out Total Bikes In Out Total Bikes In Out Total Bikes In Out Total Bikes North South East West 
Volume 1,622 3,228 4,850 0 3,148 1,662 4,810 0 126 19 145 0 53 40 93 0 4,949 0 1 0 1 
%HV 4.1% 2.4% 5.6% 0.0% 3.0% 
PHF 0.92 0.94 0.85 0.78 0.96 
By 
Movement 
Northbound 
Hwy 99E 
Southbound 
Hwy 99E 
Eastb 
SE Mil 
ound 
port Rd 
Westb 
SE Mil 
ound 
port Rd Total 
L T R Total L T R Total L T R Total L T R Total 
Volume 0 1,619 3 1,622 0 3,144 4 3,148 27 37 62 126 22 15 16 53 4,949 
%HV 0.0% 4.1% 0.0% 4.1% 0.0% 2.3% 75.0% 2.4% 11.1% 8.1% 1.6% 5.6% 0.0% 0.0% 0.0% 0.0% 3.0% 
PHF 0.00 0.92 0.38 0.92 0.00 0.94 0.33 0.94 0.84 0.66 0.60 0.85 0.61 0.54 0.80 0.78 0.96 
Rolling Hour Summary 
3:00 PM to 6:00 PM 
Interval 
Start 
Time 
Northbound 
Hwy 99E 
Southbound 
Hwy 99E 
Eastb 
SE Mil 
ound 
port Rd 
Westb 
SE Mil 
ound 
port Rd Interval 
Total L T R Bikes L T R Bikes L T R Bikes L T R Bikes 
3:00 PM 0 1,409 1 0 0 2,776 3 0 20 40 39 0 38 23 27 0 4,376 
3:15 PM 0 1,435 1 0 0 2,990 3 0 21 43 45 0 36 23 23 0 4,620 
3:30 PM 0 1,467 3 0 0 3,145 3 0 21 40 45 0 33 25 21 0 4,803 
3:45 PM 0 1,477 3 0 0 3,219 3 0 23 42 51 0 27 18 16 0 4,879 
4:00 PM 0 1,532 3 0 0 3,158 5 0 28 45 53 0 27 19 16 0 4,886 
4:15 PM 0 1,619 3 0 0 3,144 4 0 27 37 62 0 22 15 16 0 4,949 
4:30 PM 0 1,607 4 0 0 3,105 5 0 30 33 73 0 25 9 13 0 4,904 
4:45 PM 0 1,617 3 0 0 3,017 5 0 25 31 69 0 21 10 12 0 4,810 
5:00 PM 0 1,543 4 0 0 2,918 3 0 22 27 66 0 19 10 11 0 4,623 
Pedestrians 
Crosswalk 
North South East West 
2 1 0 0 
2 1 0 2 
2 2 0 2 
1 1 0 2 
0 1 0 2 
0 1 0 1 
0 0 0 3 
0 0 0 4 
0 0 0 4 
0 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-13 
Heavy Vehicle Summary 
All Traffic Data 
Services Inc. 
Clay Carney 
(503) 833-2740 
Hwy 99E & SE Milport Rd 
Wednesday, November 29, 2006 
3:00 PM to 6:00 PM 
Heavy Vehicle 15-Minute Interval Summary 
3:00 PM to 6:00 PM 
Out 3 
In 7 
In Out 
74 69 
3 71 0 
J 
•V 
• i t r * 
0 66 0 
Out In 
72 66 
Peak Hour Summary 
4:15 PM to 5:15 PM 
0 In 
3 Out 
0 
0 
0 
Interval 
Start 
Time 
Northbound 
Hwy 99E 
Southbound 
Hwy 99E 
Eastb 
SE Mil 
ound 
port Rd 
Westb 
SE Mil 
ound 
port Rd Interval 
Total L T R Total L T R Total L T R Total L T R Total 
3:00 PM 0 22 0 22 0 23 0 23 0 0 1 1 3 1 0 4 50 
3:15 PM 0 19 0 19 0 23 0 23 1 1 0 2 1 0 0 1 45 
3:30 PM 0 18 0 18 0 31 0 31 3 0 1 4 0 0 0 0 53 
3:45 PM 0 18 0 18 0 39 0 39 0 1 1 2 0 0 0 0 59 
4:00 PM 0 19 0 19 0 27 0 27 1 1 0 2 0 0 0 0 48 
4:15 PM 0 24 0 24 0 18 0 18 1 2 1 4 0 0 0 0 46 
4:30 PM 0 12 0 12 0 18 1 19 1 0 0 1 0 0 0 0 32 
4:45 PM 0 12 0 12 0 21 2 23 0 0 0 0 0 0 0 0 35 
5:00 PM 0 18 0 18 0 14 0 14 1 1 0 2 0 0 0 0 34 
5:15 PM 0 7 0 7 0 10 1 11 0 0 0 0 1 0 0 1 19 
5:30 PM 0 5 0 5 0 13 0 13 0 0 0 0 0 0 0 0 18 
5:45 PM 0 17 0 17 0 14 0 14 1 0 0 1 0 0 0 0 32 
Total 
Survey 
0 191 0 191 0 251 4 255 9 6 4 19 5 1 0 6 471 
Heavy Vehicle Peak Hour Summary 
4:15 PM to 5:15 PM 
By 
Approach 
Northbound 
Hwy 99E 
Southbound 
Hwy 99E 
Eastbound 
SE Milport Rd 
Westbound 
SE Milport Rd Total 
In Out Total In Out Total In Out Total In Out Total 
Volume 66 72 138 74 69 143 7 3 10 0 3 3 147 
PHF 0.27 0.19 0.22 0.00 0.23 
By 
Movement 
Northbound 
Hwy 99E 
Southbound 
Hwy 99E 
Eastbound 
SE Milport Rd 
Westbound 
SE Milport Rd Total 
L T R Total L T R Total L T R Total L T R Total 
Volume 0 66 0 66 0 71 3 74 3 3 1 7 0 0 0 0 147 
PHF 0.00 0.27 0.00 0.27 0.00 0.18 0.25 0.19 0.19 0.19 0.13 0.22 0.00 0.00 0.00 0.00 0.23 
Heavy Vehicle Rolling Hour Summary 
3:00 PM to 6:00 PM 
Interval 
Start 
Time 
Northbound 
Hwy 99E 
Southbound 
Hwy 99E 
Eastb 
SE Mil 
ound 
port Rd 
Westb 
SE Mil 
ound 
port Rd Interval 
Total L T R Total L T R Total L T R Total L T R Total 
3:00 PM 0 77 0 77 0 116 0 116 4 2 3 9 4 1 0 5 207 
3:15 PM 0 74 0 74 0 120 0 120 5 3 2 10 1 0 0 1 205 
3:30 PM 0 79 0 79 0 115 0 115 5 4 3 12 0 0 0 0 206 
3:45 PM 0 73 0 73 0 102 1 103 3 4 2 9 0 0 0 0 185 
4:00 PM 0 67 0 67 0 84 3 87 3 3 1 7 0 0 0 0 161 
4:15 PM 0 66 0 66 0 71 3 74 3 3 1 7 0 0 0 0 147 
4:30 PM 0 49 0 49 0 63 4 67 2 1 0 3 1 0 0 1 120 
4:45 PM 0 42 0 42 0 58 3 61 1 1 0 2 1 0 0 1 106 
5:00 PM 0 47 0 47 0 51 1 52 2 1 0 3 1 0 0 1 103 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-10 
P e a k H o u r S u m m a r y 
All Traffic Data 
Services Inc. 
Clay Carney 
(503) 833-2740 
Hwy 99E & SE Milport Rd 
4:15 PM to 5:15 PM 
Wednesday, November 29, 2006 
uj 
9 9 
r 
SE Milport Rd 
19 
126 
Bikes 0 
27 
37 
62 
Bikes 
0 
3148 
4 3144 0 
1662 
Peds 0 
s d e P 
Peds 1 
3228 
0 1619 3 
1622 
Bikes 
0 
R 16 
15 
22 
Bikes 0 
53 
40 
SE Milport Rd 
E 9 9 
r 
Approach PHF HV% Volume 
EB 0.85 5.6% 126 
W B 0.78 0.0% 53 
NB 0.92 4.1% 1,622 
SB 0.94 2.4% 3,148 
Intersection 0.96 3.0% 4,949 
Count Period: 3:00 PM to 6:00 PM 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-11 
Total Vehicle Summary 
All Traffic Data 
Services Inc. 
Clay Carney 
(503) 833-2740 
Hwy 99E & SE Harrison St 
Wednesday, November 29, 2006 
3:00 PM to 6:00 PM 
15-Minute Interval Summary 
3:00 PM to 6:00 PM 
In 
1,825 
Out 
838 
14 1,678 133 
HV 3.0 
PHF 0.8 
Out 305 
In 589 
17 
91 
481 
J 
"V 
32 
4 — 59 
179 
270 In 
371 Out 
HV 1. 
PHF 0.91 l * i t 
232 789 147 t o o 
Out In 
2,338 1,16! 
Peak Hour Summary 
4:15 PM to 5:15 PM 
Interval 
Start 
Time 
Northbound 
Hwy 99E 
Southbound 
Hwy 99E 
Eastbound 
SE Harrison St 
Westbound 
SE Harrison St Interval 
Total L T R Bikes L T R Bikes L T R Bikes L T R Bikes 
3:00 PM 63 164 41 0 34 266 2 0 8 19 90 0 40 10 14 0 751 
3:15 PM 53 188 28 0 45 359 6 0 0 12 67 0 27 14 15 0 814 
3:30 PM 59 183 43 0 31 358 1 0 7 15 103 0 44 9 18 0 871 
3:45 PM 50 188 39 0 30 423 7 0 3 23 83 0 44 9 16 0 915 
4:00 PM 57 190 40 0 39 390 5 0 9 13 131 0 54 15 9 0 952 
4:15 PM 57 186 31 0 43 446 3 0 3 16 113 0 44 13 8 0 963 
4:30 PM 64 174 49 0 36 367 5 0 4 26 132 1 41 16 7 0 921 
4:45 PM 57 206 35 0 33 461 0 0 5 24 114 0 41 15 9 0 1,000 
5:00 PM 54 223 32 0 21 404 6 0 5 25 122 0 53 15 8 0 968 
5:15 PM 58 168 38 0 51 438 2 0 4 23 98 0 39 15 10 0 944 
5:30 PM 54 168 30 0 24 403 1 0 3 18 111 0 45 14 16 0 887 
5:45 PM 47 164 30 0 22 404 2 0 3 17 92 0 37 14 8 0 840 
Total 
Survey 
673 2,202 436 0 409 4,719 40 0 54 231 1,256 1 509 159 138 0 10,826 
Pedestrians 
Crosswalk 
North South East West 
0 1 0 4 
0 0 0 1 
0 2 1 1 
0 1 0 7 
0 2 0 2 
0 4 1 2 
0 3 3 1 
0 0 0 1 
0 2 0 4 
0 1 0 0 
0 0 0 4 
0 0 0 1 
0 16 5 28 
Peak Hour Summary 
4:15 PM to 5:15 PM 
By 
Approach 
Northbound 
Hwy 99E 
Southbound 
Hwy 99E 
Eastbound 
SE Harrison St 
Westbound 
SE Harrison St Total 
Pedestrians 
Crosswalk 
In Out Total Bikes In Out Total Bikes In Out Total Bikes In Out Total Bikes North South East West 
Volume 1,168 2,338 3,506 0 1,825 838 2,663 0 589 305 894 1 270 371 641 0 3,852 0 9 4 8 
%HV 3.7% 2.1% 1.9% 3.0% 2.6% 
PHF 0.94 0.92 0.91 0.89 0.96 
By 
Movement 
Northbound 
Hwy 99E 
Southbound 
Hwy 99E 
Eastbound 
SE Harrison St 
Westbound 
SE Harrison St Total 
L T R Total L T R Total L T R Total L T R Total 
Volume 232 789 147 1,168 133 1,678 14 1,825 17 91 481 589 179 59 32 270 3,852 
%HV 1.7% 4.6% 2.0% 3.7% 3.0% 2.0% 0.0% 2.1% 5.9% 6.6% 0.8% 1.9% 1.7% 6.8% 3.1% 3.0% 2.6% 
PHF 0.91 0.88 0.75 0.94 0.77 0.91 0.58 0.92 0.85 0.88 0.91 0.91 0.84 0.92 0.89 0.89 0.96 
Rolling Hour Summary 
3:00 PM to 6:00 PM 
Interval 
Start 
Time 
Northbound 
Hwy 99E 
Southbound 
Hwy 99E 
Eastbound 
SE Harrison St 
Westbound 
SE Harrison St Interval 
Total L T R Bikes L T R Bikes L T R Bikes L T R Bikes 
3:00 PM 225 723 151 0 140 1,406 16 0 18 69 343 0 155 42 63 0 3,351 
3:15 PM 219 749 150 0 145 1,530 19 0 19 63 384 0 169 47 58 0 3,552 
3:30 PM 223 747 153 0 143 1,617 16 0 22 67 430 0 186 46 51 0 3,701 
3:45 PM 228 738 159 0 148 1,626 20 0 19 78 459 1 183 53 40 0 3,751 
4:00 PM 235 756 155 0 151 1,664 13 0 21 79 490 1 180 59 33 0 3,836 
4:15 PM 232 789 147 0 133 1,678 14 0 17 91 481 1 179 59 32 0 3,852 
4:30 PM 233 771 154 0 141 1,670 13 0 18 98 466 1 174 61 34 0 3,833 
4:45 PM 223 765 135 0 129 1,706 9 0 17 90 445 0 178 59 43 0 3,799 
5:00 PM 213 723 130 0 118 1,649 11 0 15 83 423 0 174 58 42 0 3,639 
Pedestrians 
Crosswalk 
North South East West 
0 4 1 13 
0 5 1 11 
0 9 2 12 
0 10 4 12 
0 9 4 6 
0 9 4 8 
0 6 3 6 
0 3 0 9 
0 3 0 9 
0 
9 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-12 
Total Vehicle Summary 
All Traffic Data 
Services Inc. 
Clay Carney 
(503) 833-2740 
Hwy 99E & SE Harrison St 
Wednesday, November 29, 2006 
3:00 PM to 6:00 PM 
Heavy Vehicle 15-Minute Interval Summary 
3:00 PM to 6:00 PM 
Out 8 
In 11 
In Out 
38 38 
• i t r * 
78 In 
45 Out 
Out In 
41 43 
Peak Hour Summary 
4:15 PM to 5:15 PM 
0 34 4 
6 4 
3 4 
4 36 3 
Interval 
Start 
Time 
Northbound 
Hwy 99E 
Southbound 
Hwy 99E 
Eastbound 
SE Harrison St 
Westbound 
SE Harrison St Interval 
Total L T R Total L T R Total L T R Total L T R Total 
3:00 PM 1 5 1 7 0 12 1 13 1 1 2 4 2 1 1 4 28 
3:15 PM 0 8 0 8 0 14 0 14 0 1 3 4 1 1 1 3 29 
3:30 PM 0 10 1 11 0 14 0 14 0 2 1 3 0 1 0 1 29 
3:45 PM 2 10 3 15 1 15 0 16 0 2 3 5 3 1 1 5 41 
4:00 PM 2 14 1 17 4 10 1 15 0 2 6 8 3 1 0 4 44 
4:15 PM 2 9 1 12 2 11 0 13 0 2 1 3 0 1 1 2 30 
4:30 PM 2 10 1 13 0 7 0 7 1 1 2 4 2 1 0 3 27 
4:45 PM 0 8 0 8 2 7 0 9 0 1 1 2 0 1 0 1 20 
5:00 PM 0 9 1 10 0 9 0 9 0 2 0 2 1 1 0 2 23 
5:15 PM 2 2 1 5 1 6 0 7 0 1 1 2 0 1 0 1 15 
5:30 PM 0 3 0 3 0 8 0 8 0 0 0 0 0 1 0 1 12 
5:45 PM 1 4 2 7 0 2 1 3 0 1 1 2 1 1 0 2 14 
Total 
Survey 
12 92 12 116 10 115 3 128 2 16 21 39 13 12 4 29 312 
Heavy Vehicle Peak Hour Summary 
4:15 PM to 5:15 PM 
By 
Approach 
Northbound 
Hwy 99E 
Southbound 
Hwy 99E 
Eastbound 
SE Harrison St 
Westbound 
SE Harrison St Total 
In Out Total In Out Total In Out Total In Out Total 
Volume 43 41 84 38 38 76 11 8 19 8 13 21 100 
PHF 0.24 0.21 0.17 0.18 0.22 
By 
Movement 
Northbound 
Hwy 99E 
Southbound 
Hwy 99E 
Eastbound 
SE Harrison St 
Westbound 
SE Harrison St Total 
L T R Total L T R Total L T R Total L T R Total 
Volume 4 36 3 43 4 34 0 38 1 6 4 11 3 4 1 8 100 
PHF 0.17 0.26 0.15 0.24 0.14 0.20 0.00 0.21 0.25 0.25 0.10 0.17 0.13 0.33 0.13 0.18 0.22 
Heavy Vehicle Rolling Hour Summary 
3:00 PM to 6:00 PM 
Interval 
Start 
Time 
Northbound 
Hwy 99E 
Southbound 
Hwy 99E 
Eastbound 
SE Harrison St 
Westbound 
SE Harrison St Interval 
Total L T R Total L T R Total L T R Total L T R Total 
3:00 PM 3 33 5 41 1 55 1 57 1 6 9 16 6 4 3 13 127 
3:15 PM 4 42 5 51 5 53 1 59 0 7 13 20 7 4 2 13 143 
3:30 PM 6 43 6 55 7 50 1 58 0 8 11 19 6 4 2 12 144 
3:45 PM 8 43 6 57 7 43 1 51 1 7 12 20 8 4 2 14 142 
4:00 PM 6 41 3 50 8 35 1 44 1 6 10 17 5 4 1 10 121 
4:15 PM 4 36 3 43 4 34 0 38 1 6 4 11 3 4 1 8 100 
4:30 PM 4 29 3 36 3 29 0 32 1 5 4 10 3 4 0 7 85 
4:45 PM 2 22 2 26 3 30 0 33 0 4 2 6 1 4 0 5 70 
5:00 PM 3 18 4 25 1 25 1 27 0 4 2 6 2 4 0 6 64 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-13 
P e a k H o u r S u m m a r y 
All Traffic Data 
Services Inc. 
Clay Carney 
(503) 833-2740 
Hwy 99E & SE Harrison St 
4:15 PM to 5:15 PM 
Wednesday, November 29, 2006 
uj 
9 9 
r 
SE Harrison St 
305 
589 
Bikes 1 
17 
91 
481 
Bikes 
0 
1825 
14 1678 133 
838 
Peds 0 
Peds 9 
2338 
R t 
s d e P 
232 789 147 
1168 
Bikes 
0 
R 32 
59 
179 
Bikes 0 
270 
371 
SE Harrison St 
E 9 9 
r 
H 
Approach PHF HV% Volume 
EB 0.91 1.9% 589 
W B 0.89 3.0% 270 
NB 0.94 3.7% 1,168 
SB 0.92 2.1% 1,825 
Intersection 0.96 2.6% 3,852 
Count Period: 3:00 PM to 6:00 PM 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-14 
Total Vehicle Summary 
All Traffic Data 
Services Inc. 
Clay Carney 
(503) 833-2740 
Hwy 99E & SE Monroe St 
Wednesday, November 29, 2006 
3:00 PM to 6:00 PM 
15-Minute Interval Summary 
3:00 PM to 6:00 PM 
^ In Out 
cb S 2,235 1,174 
2,235 0 
HV 10.1% 
PHF 0.94 
Out 0 
In 0 
J 
"V 
22 
r 5 7 
79 In 
45 Out 
HV 0.0 
PHF 0.00 • i t r * 
1,152 45 
Out In 
2,292 1,197 
Peak Hour Summary 
4:15 PM to 5:15 PM 
Interval 
Start 
Time 
Northbound 
Hwy 99E 
Southbound 
Hwy 99E 
Eastbound 
SE Monroe St 
Westbound 
SE Monroe St Interval 
Total T R Bikes L T Bikes Bikes L R Bikes 
3:00 PM 280 16 0 0 415 0 0 14 14 0 739 
3:15 PM 240 14 0 0 434 0 0 17 10 0 715 
3:30 PM 298 13 0 0 520 0 0 7 13 0 851 
3:45 PM 226 5 0 0 536 0 0 12 14 0 793 
4:00 PM 296 13 0 0 583 0 0 10 4 0 906 
4:15 PM 276 10 0 0 591 1 0 13 5 0 895 
4:30 PM 289 5 0 0 540 0 0 16 4 0 854 
4:45 PM 263 11 1 0 512 0 0 10 10 0 806 
5:00 PM 324 19 0 0 592 0 0 18 3 0 956 
5:15 PM 242 14 0 0 544 0 0 19 8 0 827 
5:30 PM 254 12 0 0 558 0 0 12 7 0 843 
5:45 PM 234 8 0 0 543 0 0 13 7 0 805 
Total 
Survey 
3,222 140 1 0 6,368 1 0 161 99 0 9,990 
Pedestrians 
Crosswalk 
North South East West 
0 3 0 0 
0 0 0 0 
0 0 1 1 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 1 3 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 3 2 4 
Peak Hour Summary 
4:15 PM to 5:15 PM 
By 
Approach 
Northbound 
Hwy 99E 
Southbound 
Hwy 99E 
Eastbound 
SE Monroe St 
Westbound 
SE Monroe St Total 
In Out Total Bikes In Out Total Bikes In Out Total Bikes In Out Total Bikes 
Volume 1,197 2,292 3,489 1 2,235 1,174 3,409 1 0 0 0 0 79 45 124 0 3,511 
%HV 3.8% 1.9% 0.0% 10.1% 2.7% 
PHF 0.87 0.94 0.00 0.94 0.92 
Pedestrians 
Crosswalk 
North South East West 
0 0 1 3 
By 
Movement 
Northbound Southbound Eastbound Westbound 
Hwy 99E Hwy 99E SE Monroe St SE Monroe St Total 
T R Total L T Total Total L R Total 
Volume 1,152 45 1,197 0 2,235 2,235 0 57 22 79 3,511 
%HV NA 4.0% 0.0% 3.8% 0.0% 1.9% NA 1.9% NA NA NA 0.0% 14.0% NA 0.0% 10.1% 2.7% 
PHF 0.89 0.59 0.87 0.00 0.94 0.94 0.00 0.79 0.55 0.94 0.92 
Rolling Hour Summary 
3:00 PM to 6:00 PM 
Interval 
Start 
Time 
Northbound 
Hwy 99E 
Southbound 
Hwy 99E 
Eastbound 
SE Monroe St 
Westbound 
SE Monroe St Interval 
Total T R Bikes L T Bikes Bikes L R Bikes 
3:00 PM 1,044 48 0 0 1,905 0 0 50 51 0 3,098 
3:15 PM 1,060 45 0 0 2,073 0 0 46 41 0 3,265 
3:30 PM 1,096 41 0 0 2,230 1 0 42 36 0 3,445 
3:45 PM 1,087 33 0 0 2,250 1 0 51 27 0 3,448 
4:00 PM 1,124 39 1 0 2,226 1 0 49 23 0 3,461 
4:15 PM 1,152 45 1 0 2,235 1 0 57 22 0 3,511 
4:30 PM 1,118 49 1 0 2,188 0 0 63 25 0 3,443 
4:45 PM 1,083 56 1 0 2,206 0 0 59 28 0 3,432 
5:00 PM 1,054 53 0 0 2,237 0 0 62 25 0 3,431 
Pedestrians 
Crosswalk 
North South East West 
0 3 1 1 
0 0 1 1 
0 0 1 1 
0 0 0 0 
0 0 1 3 
0 0 1 3 
0 0 1 3 
0 0 1 3 
0 0 0 0 
0 
0 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-15 
Total Vehicle Summary 
All Traffic Data 
Services Inc. 
Clay Carney 
(503) 833-2740 
Hwy 99E & SE Monroe St 
Wednesday, November 29, 2006 
3:00 PM to 6:00 PM 
Heavy Vehicle 15-Minute Interval Summary 
3:00 PM to 6:00 PM 
Out 0 
In 0 
In Out 
42 46 
42 0 
J 
•V 
t . 0 
< -
r 8 
• i t r * 
46 0 
Out In 
50 46 
Peak Hour Summary 
4:15 PM to 5:15 PM 
78 In 
45 Out 
Interval Northbound Southbound Eastbound Westbound 
Start Hwy 99E Hwy 99E SE Monroe St SE Monroe St Interval 
Time T R Total L T Total Total L R Total Total 
3:00 PM 8 0 8 0 15 15 0 2 0 2 25 
3:15 PM 9 1 10 0 18 18 0 2 0 2 30 
3:30 PM 12 0 12 0 15 15 0 2 0 2 29 
3:45 PM 13 0 13 0 20 20 0 2 0 2 35 
4:00 PM 13 1 14 0 19 19 0 3 0 3 36 
4:15 PM 13 0 13 0 14 14 0 1 0 1 28 
4:30 PM 13 0 13 0 12 12 0 3 0 3 28 
4:45 PM 8 0 8 0 10 10 0 2 0 2 20 
5:00 PM 12 0 12 0 6 6 0 2 0 2 20 
5:15 PM 6 0 6 0 10 10 0 4 0 4 20 
5:30 PM 2 0 2 0 8 8 0 4 0 4 14 
5:45 PM 6 1 7 0 5 5 0 2 0 2 14 
Total 
Survey 
115 3 118 0 152 152 0 29 0 29 299 
Heavy Vehicle Peak Hour Summary 
4:15 PM to 5:15 PM 
By 
Approach 
Northbound 
Hwy 99E 
Southbound 
Hwy 99E 
Eastbound 
SE Monroe St 
Westbound 
SE Monroe St Total 
In Out Total In Out Total In Out Total In Out Total 
Volume 46 50 96 42 46 88 0 0 0 8 0 8 96 
PHF 0.29 0.19 0.00 0.20 0.24 
By 
Movement 
Northbound Southbound Eastbound Westbound 
Hwy 99E Hwy 99E SE Monroe St SE Monroe St Total 
T R Total L T Total Total L R Total 
Volume 46 0 46 0 42 42 0 8 0 8 96 
PHF 0.29 0.00 0.29 0.00 0.19 0.19 0.00 0.20 0.00 0.20 0.24 
Heavy Vehicle Rolling Hour Summary 
3:00 PM to 6:00 PM 
Interval Northbound Southbound Eastbound Westbound 
Start Hwy 99E Hwy 99E SE Monroe St SE Monroe St Interval 
Time T R Total L T Total Total L R Total Total 
3:00 PM 42 1 43 0 68 68 0 8 0 8 119 
3:15 PM 47 2 49 0 72 72 0 9 0 9 130 
3:30 PM 51 1 52 0 68 68 0 8 0 8 128 
3:45 PM 52 1 53 0 65 65 0 9 0 9 127 
4:00 PM 47 1 48 0 55 55 0 9 0 9 112 
4:15 PM 46 0 46 0 42 42 0 8 0 8 96 
4:30 PM 39 0 39 0 38 38 0 11 0 11 88 
4:45 PM 28 0 28 0 34 34 0 12 0 12 74 
5:00 PM 26 1 27 0 29 29 0 12 0 12 68 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-13 
P e a k H o u r S u m m a r y 
All Traffic Data 
Services Inc. 
Clay Carney 
(503) 833-2740 
Hwy 99E & SE Monroe St 
4:15 PM to 5:15 PM 
Wednesday, November 29, 2006 
uj 9 9 y 
s Bikes 
* 1 
2235 0 
Peds 0 
1174 
22 
0 
Bikes 0 
79 
s d e P 
45 
Bikes 0 
2292 
Peds 0 
1152 45 
1197 
Bikes 
1 
SE Monroe St 
E 9 9 
% 
Approach PHF HV% Volume 
EB 0.00 0.0% 0 
W B 0.94 10.1% 79 
NB 0.87 3.8% 1,197 
SB 0.94 1.9% 2,235 
Intersection 0.92 2.7% 3,511 
Count Period: 3:00 PM to 6:00 PM 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-17 
Total Vehicle Summary 
All Traffic Data 
Services Inc. 
Clay Carney 
(503) 833-2740 
Hwy 99E & SE Washington St 
Tuesday, December 05, 2006 
3:00 PM to 6:00 PM 
15-Minute Interval Summary 
3:00 PM to 6:00 PM 
^ In Out 
SS cd 2,242 1,205 
N o 
1 2,138 103 
HV 2.2 
PHF 0.9 
Out 3 
In 4 
J 
"V 
t _ 7 4 
« - 1 
202 
277 In 
275 Out 
HV 0.0 
PHF 0.50 t t> 
1 1,131 170 to o 
Out In 
2,342 1,302 P 
Peak Hour Summary 
3:45 PM to 4:45 PM 
Interval Northbound Southbound Eastbound Westbound 
Start Hwy 99E Hwy 99E SE Washington St SE Washington St Interval 
Time L T R Bikes L T R Bikes L T R Bikes L T R Bikes Total 
3:00 PM 0 274 43 0 19 387 1 0 2 0 0 0 43 0 15 0 784 
3:15 PM 0 265 47 0 27 461 2 0 0 0 2 0 45 0 14 0 863 
3:30 PM 0 255 37 0 33 455 0 0 0 2 1 0 56 0 18 0 857 
3:45 PM 0 293 48 0 32 528 0 0 0 0 0 0 57 0 15 0 973 
4:00 PM 0 263 30 0 29 543 1 0 0 0 0 0 43 0 21 0 930 
4:15 PM 1 302 51 0 19 512 0 0 0 1 1 0 52 1 19 0 959 
4:30 PM 0 273 41 0 23 555 0 0 0 1 1 0 50 0 19 0 963 
4:45 PM 0 279 25 0 26 516 0 0 0 0 0 0 38 0 23 0 907 
5:00 PM 0 273 30 0 32 533 1 0 0 1 0 0 42 0 20 0 932 
5:15 PM 0 289 40 0 22 570 1 0 0 0 0 0 36 0 21 0 979 
5:30 PM 0 274 32 0 29 518 0 0 0 0 0 0 50 0 14 0 917 
5:45 PM 0 250 25 0 24 508 0 0 0 0 1 0 30 0 9 0 847 
Total 
Survey 
1 3,290 449 0 315 6,086 6 0 2 5 6 0 542 1 208 0 10,911 
Pedestrians 
Crosswalk 
North South East West 
0 1 1 0 
0 1 1 0 
0 3 1 0 
0 1 0 0 
1 0 1 0 
1 0 0 4 
1 2 1 0 
2 1 0 1 
0 0 0 1 
3 3 3 0 
0 3 0 0 
0 0 0 0 
8 15 8 6 
Peak Hour Summary 
3:45 PM to 4:45 PM 
By 
Approach 
Northbound Southbound Eastbound Westbound Pedestrians 
Hwy 99E Hwy 99E SE Washington St SE Washington St Total Crosswalk 
In Out Total Bikes In Out Total Bikes In Out Total Bikes In Out Total Bikes North South East West 
Volume 1,302 2,342 3,644 0 2,242 1,205 3,447 0 4 3 7 0 277 275 552 0 3,825 3 3 2 4 
%HV 3.8% 2.5% 0.0% 2.2% 3.0% 
PHF 0.92 0.97 0.50 0.96 0.98 
By 
Movement 
Northbound 
Hwy 99E 
Southbound 
Hwy 99E 
Eastbound 
SE Washington St 
Westbound 
SE Washington St Total 
L T R Total L T R Total L T R Total L T R Total 
Volume 1 1,131 170 1,302 103 2,138 1 2,242 0 2 2 4 202 1 74 277 3,825 
%HV 0.0% 4.1% 2.4% 3.8% 3.9% 2.5% 0.0% 2.5% 0.0% 0.0% 0.0% 0.0% 2.0% 0.0% 2.7% 2.2% 3.0% 
PHF 0.25 0.94 0.83 0.92 0.80 0.96 0.25 0.97 0.00 0.50 0.50 0.50 0.89 0.25 0.88 0.96 0.98 
Rolling Hour Summary 
3:00 PM to 6:00 PM 
Interval Northbound Southbound Eastbound Westbound 
Start Hwy 99E Hwy 99E SE Washington St SE Washington St Interval 
Time L T R Bikes L T R Bikes L T R Bikes L T R Bikes Total 
3:00 PM 0 1,087 175 0 111 1,831 3 0 2 2 3 0 201 0 62 0 3,477 
3:15 PM 0 1,076 162 0 121 1,987 3 0 0 2 3 0 201 0 68 0 3,623 
3:30 PM 1 1,113 166 0 113 2,038 1 0 0 3 2 0 208 1 73 0 3,719 
3:45 PM 1 1,131 170 0 103 2,138 1 0 0 2 2 0 202 1 74 0 3,825 
4:00 PM 1 1,117 147 0 97 2,126 1 0 0 2 2 0 183 1 82 0 3,759 
4:15 PM 1 1,127 147 0 100 2,116 1 0 0 3 2 0 182 1 81 0 3,761 
4:30 PM 0 1,114 136 0 103 2,174 2 0 0 2 1 0 166 0 83 0 3,781 
4:45 PM 0 1,115 127 0 109 2,137 2 0 0 1 0 0 166 0 78 0 3,735 
5:00 PM 0 1,086 127 0 107 2,129 2 0 0 1 1 0 158 0 64 0 3,675 
Pedestrians 
Crosswalk 
North South East West 
0 6 3 0 
1 5 3 0 
2 4 2 4 
3 3 2 4 
5 3 2 5 
4 3 1 6 
6 6 4 2 
5 7 3 2 
3 6 3 1 
3 
3 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-18 
Heavy Vehicle Summary 
All Traffic Data 
Services Inc. 
Clay Carney 
(503) 833-2740 
Hwy 99E & SE Washington St 
Tuesday, December 05, 2006 
3:00 PM to 6:00 PM 
Heavy Vehicle 15-Minute Interval Summary 
3:00 PM to 6:00 PM 
Out 0 
In 0 
In Out 
57 48 
t . 2 
« - 0 
• i t r * 
6 In 
8 Out 
Out 
57 
In 
50 
Peak Hour Summary 
3:45 PM to 4:45 PM 
0 53 4 
4 0 
0 46 4 
Interval Northbound Southbound Eastbound Westbound 
Start Hwy 99E Hwy 99E SE Washington St SE Washington St Interval 
Time L T R Total L T R Total L T R Total L T R Total Total 
3:00 PM 0 20 0 20 1 12 1 14 0 0 0 0 2 0 0 2 36 
3:15 PM 0 11 1 12 3 13 1 17 0 0 0 0 1 0 0 1 30 
3:30 PM 0 9 1 10 1 20 0 21 0 0 0 0 0 0 1 1 32 
3:45 PM 0 12 1 13 4 14 0 18 0 0 0 0 0 0 0 0 31 
4:00 PM 0 12 0 12 0 19 0 19 0 0 0 0 1 0 0 1 32 
4:15 PM 0 12 2 14 0 9 0 9 0 0 0 0 0 0 0 0 23 
4:30 PM 0 10 1 11 0 11 0 11 0 0 0 0 3 0 2 5 27 
4:45 PM 0 9 1 10 0 11 0 11 0 0 0 0 0 0 1 1 22 
5:00 PM 0 10 2 12 0 12 0 12 0 0 0 0 1 0 1 2 26 
5:15 PM 0 9 0 9 2 8 0 10 0 0 0 0 0 0 0 0 19 
5:30 PM 0 5 1 6 0 8 0 8 0 0 0 0 0 0 1 1 15 
5:45 PM 0 5 1 6 0 8 0 8 0 0 0 0 0 0 1 1 15 
Total 
Survey 
0 124 11 135 11 145 2 158 0 0 0 0 8 0 7 15 308 
Heavy Vehicle Peak Hour Summary 
3:45 PM to 4:45 PM 
By 
Approach 
Northbound Southbound Eastbound Westbound 
Hwy 99E Hwy 99E SE Washington St SE Washington St Total 
In Out Total In Out Total In Out Total In Out Total 
Volume 50 57 107 57 48 105 0 0 0 6 8 14 113 
PHF 0.30 0.25 0.00 0.19 0.29 
By 
Movement 
Northbound Southbound Eastbound Westbound 
Hwy 99E Hwy 99E SE Washington St SE Washington St Total 
L T R Total L T R Total L T R Total L T R Total 
Volume 0 46 4 50 4 53 0 57 0 0 0 0 4 0 2 6 113 
PHF 0.00 0.29 0.25 0.30 0.13 0.25 0.00 0.25 0.00 0.00 0.00 0.00 0.25 0.00 0.13 0.19 0.29 
Heavy Vehicle Rolling Hour Summary 
3:00 PM to 6:00 PM 
Interval 
Start 
Time 
Northbound 
Hwy 99E 
Southbound 
Hwy 99E 
Eastbound 
SE Washington St 
Westbound 
SE Washington St Interval 
Total L T R Total L T R Total L T R Total L T R Total 
3:00 PM 0 52 3 55 9 59 2 70 0 0 0 0 3 0 1 4 129 
3:15 PM 0 44 3 47 8 66 1 75 0 0 0 0 2 0 1 3 125 
3:30 PM 0 45 4 49 5 62 0 67 0 0 0 0 1 0 1 2 118 
3:45 PM 0 46 4 50 4 53 0 57 0 0 0 0 4 0 2 6 113 
4:00 PM 0 43 4 47 0 50 0 50 0 0 0 0 4 0 3 7 104 
4:15 PM 0 41 6 47 0 43 0 43 0 0 0 0 4 0 4 8 98 
4:30 PM 0 38 4 42 2 42 0 44 0 0 0 0 4 0 4 8 94 
4:45 PM 0 33 4 37 2 39 0 41 0 0 0 0 1 0 3 4 82 
5:00 PM 0 29 4 33 2 36 0 38 0 0 0 0 1 0 3 4 75 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-19 
P e a k H o u r S u m m a r y 
All Traffic Data 
• mm • • s i o i o i i o 
Services Inc. 
Clay Carney 
(503) 833-2740 
Hwy 99E & SE Washington St 
3:45 PM to 4:45 PM 
Tuesday, December 05, 2006 
uj 
o» 
o» 
r 
SE Washington St 
Bikes 
0 
2242 
1 2138 103 
Bikes 0 
1205 
Peds 3 
s d e P 
Peds 3 
2342 
1 1131 170 
1302 
Bikes 
0 
R 74 
202 
Bikes 0 
277 
275 
SE Washington St 
E o» 
o» 
r 
3 1 
Approach PHF HV% Volume 
EB 0.50 0.0% 4 
W B 0.96 2.2% 277 
NB 0.92 3.8% 1,302 
SB 0.97 2.5% 2,242 
Intersection 0.98 3.0% 3,825 
Count Period: 3:00 PM to 6:00 PM 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-20 
Total Vehicle Summary ^  In Out 
All Traffic Data 
Services Inc. 
Clay Carney 
(503) 833-2740 
SE Main St & SE Harrison St 
Wednesday, November 29, 2006 
3:00 PM to 6:00 PM 
15-Minute Interval Summary 
3:00 PM to 6:00 PM 
0 In Out 
.7
% 4 
.8 241 179 8. 0. 
V 
H 
F 
H 
66 70 105 
HV 2.5% 
PHF 0.84 
Out 279 
In 354 
45 
221 
88 
J 
"V 
81 
4 — 192 
28 
326 In 
177 Out 
HV 2.5 
PHF 0.84 • i t r * 
21 53 56 1
1 0. 
Out In V H 
F 
H 
186 130 P 
Peak Hour Summary 
4:45 PM to 5:45 PM 
Interval 
Start 
Time 
Northbound 
SE Main St 
Southbound 
SE Main St 
Eastbound 
SE Harrison St 
Westbound 
SE Harrison St Interval 
Total L T R Bikes L T R Bikes L T R Bikes L T R Bikes 
3:00 PM 5 7 6 0 22 19 9 0 14 56 21 0 12 46 18 0 235 
3:15 PM 6 8 11 0 17 15 16 0 12 54 20 0 11 39 21 0 230 
3:30 PM 6 12 14 0 19 17 13 2 11 67 13 0 9 50 26 0 257 
3:45 PM 4 14 11 0 10 14 11 0 13 61 21 0 16 50 21 0 246 
4:00 PM 13 15 7 0 18 22 25 0 13 53 23 0 12 49 24 0 274 
4:15 PM 7 11 9 0 19 20 12 0 14 53 22 0 9 43 14 0 233 
4:30 PM 5 9 11 1 29 22 11 0 9 67 24 0 8 43 17 0 255 
4:45 PM 5 16 13 0 15 15 15 0 18 58 17 0 13 49 16 0 250 
5:00 PM 4 11 14 0 31 23 18 0 10 52 21 0 6 50 23 0 263 
5:15 PM 6 13 11 0 29 14 10 0 5 71 29 0 2 46 21 0 257 
5:30 PM 6 13 18 0 30 18 23 0 12 40 21 0 7 47 21 0 256 
5:45 PM 6 10 7 0 22 15 14 0 14 41 17 0 13 40 12 0 211 
Total 
Survey 
73 139 132 1 261 214 177 2 145 673 249 0 118 552 234 0 2,967 
Pedestrians 
Crosswalk 
North South East West 
7 1 2 7 
5 7 3 1 
4 9 8 1 
11 9 6 3 
0 4 7 3 
7 3 3 1 
5 1 5 3 
0 3 0 0 
6 5 0 1 
2 3 0 1 
27 1 1 1 
4 2 2 0 
78 48 37 22 
Peak Hour Summary 
4:45 PM to 5:45 PM 
By 
Approach 
Northbound 
SE Main St 
Southbound 
SE Main St 
Eastbound 
SE Harrison St 
Westbound 
SE Harrison St Total 
Pedestrians 
Crosswalk 
In Out Total Bikes In Out Total Bikes In Out Total Bikes In Out Total Bikes North South East West 
Volume 130 186 316 0 241 179 420 0 354 279 633 0 301 382 683 0 1,026 35 12 1 3 
%HV 11.5% 8.7% 2.5% 2.7% 5.2% 
PHF 0.88 0.84 0.84 0.95 0.98 
By 
Movement 
Northbound 
SE Main St 
Southbound 
SE Main St 
Eastbound 
SE Harrison St 
Westbound 
SE Harrison St Total 
L T R Total L T R Total L T R Total L T R Total 
Volume 21 53 56 130 105 70 66 241 45 221 88 354 28 192 81 301 1,026 
%HV 19.0% 18.9% 1.8% 11.5% 6.7% 18.6% 1.5% 8.7% 0.0% 3.6% 1.1% 2.5% 14.3% 1.0% 2.5% 2.7% 5.2% 
PHF 0.88 0.83 0.78 0.88 0.85 0.76 0.72 0.84 0.63 0.78 0.76 0.84 0.54 0.96 0.88 0.95 0.98 
Rolling Hour Summary 
3:00 PM to 6:00 PM 
Interval 
Start 
Time 
Northbound 
SE Main St 
Southbound 
SE Main St 
Eastbound 
SE Harrison St 
Westbound 
SE Harrison St Interval 
Total L T R Bikes L T R Bikes L T R Bikes L T R Bikes 
3:00 PM 21 41 42 0 68 65 49 2 50 238 75 0 48 185 86 0 968 
3:15 PM 29 49 43 0 64 68 65 2 49 235 77 0 48 188 92 0 1,007 
3:30 PM 30 52 41 0 66 73 61 2 51 234 79 0 46 192 85 0 1,010 
3:45 PM 29 49 38 1 76 78 59 0 49 234 90 0 45 185 76 0 1,008 
4:00 PM 30 51 40 1 81 79 63 0 54 231 86 0 42 184 71 0 1,012 
4:15 PM 21 47 47 1 94 80 56 0 51 230 84 0 36 185 70 0 1,001 
4:30 PM 20 49 49 1 104 74 54 0 42 248 91 0 29 188 77 0 1,025 
4:45 PM 21 53 56 0 105 70 66 0 45 221 88 0 28 192 81 0 1,026 
5:00 PM 22 47 50 0 112 70 65 0 41 204 88 0 28 183 77 0 987 
Pedestrians 
Crosswalk 
North South East West 
27 26 19 12 
20 29 24 8 
22 25 24 8 
23 17 21 10 
12 11 15 7 
18 12 8 5 
13 12 5 5 
35 12 1 3 
39 11 3 3 
35 
12 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-21 
Heavy Vehicle Summary 
All Traffic Data 
Services Inc. 
Clay Carney 
(503) 833-2740 
SE Main St & SE Harrison St 
Wednesday, November 29, 2006 
3:00 PM to 6:00 PM 
Heavy Vehicle 15-Minute Interval Summary 
3:00 PM to 6:00 PM 
In Out 
21 12 
Out 7 
In 9 
t . 2 
« - 2 
• i t r * 
Out In 
18 15 
Peak Hour Summary 
4:45 PM to 5:45 PM 
8 In 
16 Out 
1 13 7 
4 
4 10 1 
Interval 
Start 
Time 
Northbound 
SE Main St 
Southbound 
SE Main St 
Eastbound 
SE Harrison St 
Westbound 
SE Harrison St Interval 
Total L T R Total L T R Total L T R Total L T R Total 
3:00 PM 1 2 0 3 1 2 1 4 1 1 0 2 2 3 0 5 14 
3:15 PM 1 1 1 3 0 2 1 3 0 1 0 1 1 1 1 3 10 
3:30 PM 1 1 1 3 0 2 0 2 0 2 0 2 0 0 2 2 9 
3:45 PM 1 3 1 5 2 3 0 5 3 3 1 7 3 3 1 7 24 
4:00 PM 1 0 1 2 1 2 1 4 0 5 2 7 1 1 2 4 17 
4:15 PM 2 0 4 0 2 0 2 2 1 2 5 2 0 1 3 14 
4:30 PM 1 3 0 4 2 3 2 7 0 3 0 3 0 0 0 0 14 
4:45 PM 1 5 0 6 0 4 0 4 0 3 1 4 1 1 0 2 16 
5:00 PM 1 2 1 4 3 4 1 8 0 3 0 3 1 0 0 1 16 
5:15 PM 1 1 0 2 1 1 0 2 0 2 0 2 1 1 1 3 9 
5:30 PM 1 2 0 3 3 4 0 7 0 0 0 0 1 0 1 2 12 
5:45 PM 1 1 0 2 0 3 0 3 0 2 0 2 1 1 0 2 9 
Total 
Survey 
13 23 5 41 13 32 6 51 6 26 6 38 14 11 9 34 164 
Heavy Vehicle Peak Hour Summary 
4:45 PM to 5:45 PM 
By 
Approach 
Northbound 
SE Main St 
Southbound 
SE Main St 
Eastbound 
SE Harrison St 
Westbound 
SE Harrison St Total 
In Out Total In Out Total In Out Total In Out Total 
Volume 15 18 33 21 12 33 9 7 16 8 16 24 53 
PHF 0.27 0.28 0.12 0.14 0.24 
By 
Movement 
Northbound 
SE Main St 
Southbound 
SE Main St 
Eastbound 
SE Harrison St 
Westbound 
SE Harrison St Total 
L T R Total L T R Total L T R Total L T R Total 
Volume 4 10 1 15 7 13 1 21 0 8 1 9 4 2 2 8 53 
PHF 0.25 0.25 0.08 0.27 0.25 0.30 0.08 0.28 0.00 0.20 0.05 0.12 0.17 0.13 0.10 0.14 0.24 
Heavy Vehicle Rolling Hour Summary 
3:00 PM to 6:00 PM 
Interval 
Start 
Time 
Northbound 
SE Main St 
Southbound 
SE Main St 
Eastbound 
SE Harrison St 
Westbound 
SE Harrison St Interval 
Total L T R Total L T R Total L T R Total L T R Total 
3:00 PM 4 7 3 14 3 9 2 14 4 7 1 12 6 7 4 17 57 
3:15 PM 4 5 4 13 3 9 2 14 3 11 3 17 5 5 6 16 60 
3:30 PM 5 6 3 14 3 9 1 13 5 11 5 21 6 4 6 16 64 
3:45 PM 5 8 2 15 5 10 3 18 5 12 5 22 6 4 4 14 69 
4:00 PM 5 10 1 16 3 11 3 17 2 12 5 19 4 2 3 9 61 
4:15 PM 5 12 1 18 5 13 3 21 2 10 3 15 4 1 1 6 60 
4:30 PM 4 11 1 16 6 12 3 21 0 11 1 12 3 2 1 6 55 
4:45 PM 4 10 1 15 7 13 1 21 0 8 1 9 4 2 2 8 53 
5:00 PM 4 6 1 11 7 12 1 20 0 7 0 7 4 2 2 8 46 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-22 
P e a k H o u r S u m m a r y 
All Traffic Data 
Services Inc. 
Clay Carney 
(503) 833-2740 
SE Main St & SE Harrison St 
4:45 PM to 5:45 PM 
Wednesday, November 29, 2006 
SE Harrison St 
279 
354 
Bikes 0 
<0 
i 
Ui 
<0 
45 * 
221 * 
88 
Bikes 
0 
241 
66 70 105 
Peds 35 
Peds 12 
186 
179 
21 53 56 
130 
s d e P 
Bikes 
0 
R 81 
* 192 
28 
Bikes 0 
301 
382 
SE Harrison St 
Approach PHF HV% Volume 
EB 0.84 2.5% 354 
W B 0.95 2.7% 301 
NB 0.88 11.5% 130 
SB 0.84 8.7% 241 
Intersection 0.98 5.2% 1,026 
Count Period: 3:00 PM to 6:00 PM 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-23 
Total Vehicle Summary ^  In Out 
All Traffic Data 
Services Inc. 
Clay Carney 
(503) 833-2740 
SE 17th Ave & Hwy 224 
Wednesday, November 29, 2006 
3:00 PM to 6:00 PM 
15-Minute Interval Summary 
3:00 PM to 6:00 PM 
In Out 
5 1,047 574 
541 506 
HV 2.5% 
PHF 0.84 
Out 0 
In 0 
J 
"V 
325 
r 6 7 
326 In 
177 Out 
HV 0.0 
PHF 0.00 
0 
• i t r * 
249 66 
Out In 
608 315 
Peak Hour Summary 
4:30 PM to 5:30 PM 
Interval Northbound Southbound Eastbound Westbound 
Start SE 17th Ave SE 17th Ave Hwy 224 Hwy 224 Interval 
Time T R Bikes L T Bikes Bikes L R Bikes Total 
3:00 PM 64 18 0 84 89 0 0 18 64 0 337 
3:15 PM 63 17 0 86 72 0 0 20 78 0 336 
3:30 PM 55 11 1 113 104 0 0 13 95 0 391 
3:45 PM 59 15 0 107 102 0 0 19 78 0 380 
4:00 PM 68 15 0 111 135 1 0 18 81 0 428 
4:15 PM 63 16 0 100 142 0 0 17 56 0 394 
4:30 PM 67 18 0 126 146 0 0 24 67 0 448 
4:45 PM 63 15 0 113 138 0 0 14 78 0 421 
5:00 PM 59 20 0 152 137 0 0 13 100 0 481 
5:15 PM 60 13 1 115 120 0 0 16 80 0 404 
5:30 PM 57 19 0 108 116 0 0 20 53 0 373 
5:45 PM 62 10 0 128 111 0 0 17 64 0 392 
Total 
Survey 
740 187 2 1,343 1,412 1 0 209 894 0 4,785 
Pedestrians 
Crosswalk 
North South East West 
0 0 0 0 
0 0 0 0 
0 0 1 0 
0 0 0 0 
0 0 0 0 
0 0 1 0 
0 0 0 0 
0 0 0 0 
0 0 1 0 
0 0 1 0 
0 0 0 0 
0 0 1 0 
0 0 5 0 
Peak Hour Summary 
4:30 PM to 5:30 PM 
By 
Approach 
Northbound 
SE 17th Ave 
Southbound 
SE 17th Ave 
Eastbound 
Hwy 224 
Westbound 
Hwy 224 Total 
In Out Total Bikes In Out Total Bikes In Out Total Bikes In Out Total Bikes 
Volume 315 608 923 1 1,047 574 1,621 0 0 0 0 0 392 572 964 0 1,754 
%HV 1.9% 1.7% 0.0% 1.8% 1.8% 
PHF 0.93 0.91 0.00 0.87 0.91 
Pedestrians 
Crosswalk 
North South East West 
0 0 2 0 
By 
Movement 
Northbound Southbound Eastbound Westbound 
SE 17th Ave SE 17th Ave Hwy 224 Hwy 224 Total 
T R Total L T Total Total L R Total 
Volume 249 66 315 506 541 1,047 0 67 325 392 1,754 
%HV NA 2.4% 0.0% 1.9% 1.8% 1.7% NA 1.7% NA NA NA 0.0% 1.5% NA 1.8% 1.8% 1.8% 
PHF 0.93 0.83 0.93 0.83 0.93 0.91 0.00 0.70 0.81 0.87 0.91 
Rolling Hour Summary 
3:00 PM to 6:00 PM 
Interval Northbound Southbound Eastbound Westbound 
Start SE 17th Ave SE 17th Ave Hwy 224 Hwy 224 Interval 
Time T R Bikes L T Bikes Bikes L R Bikes Total 
3:00 PM 241 61 1 390 367 0 0 70 315 0 1,444 
3:15 PM 245 58 1 417 413 1 0 70 332 0 1,535 
3:30 PM 245 57 1 431 483 1 0 67 310 0 1,593 
3:45 PM 257 64 0 444 525 1 0 78 282 0 1,650 
4:00 PM 261 64 0 450 561 1 0 73 282 0 1,691 
4:15 PM 252 69 0 491 563 0 0 68 301 0 1,744 
4:30 PM 249 66 1 506 541 0 0 67 325 0 1,754 
4:45 PM 239 67 1 488 511 0 0 63 311 0 1,679 
5:00 PM 238 62 1 503 484 0 0 66 297 0 1,650 
Pedestrians 
Crosswalk 
North South East West 
0 0 1 0 
0 0 1 0 
0 0 2 0 
0 0 1 0 
0 0 1 0 
0 0 2 0 
0 0 2 0 
0 0 2 0 
0 0 3 0 
0 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-24 
Heavy Vehicle Summary 
All Traffic Data 
Services Inc. 
Clay Carney 
(503) 833-2740 
SE 17th Ave & Hwy 224 
Wednesday, November 29, 2006 
3:00 PM to 6:00 PM 
Heavy Vehicle 15-Minute Interval Summary 
3:00 PM to 6:00 PM 
In Out 
18 12 
Out 0 
In 0 
J I 
J fir t . 6 
< -
•V s r 1 
• i t r * 
6 0 
Out In 
10 6 
Peak Hour Summary 
4:30 PM to 5:30 PM 
7 In 
9 Out 
9 9 
Interval Northbound Southbound Eastbound Westbound 
Start SE 17th Ave SE 17th Ave Hwy 224 Hwy 224 Interval 
Time T R Total L T Total Total L R Total Total 
3:00 PM 1 2 3 3 2 5 0 1 3 4 12 
3:15 PM 1 0 1 3 1 4 0 3 4 7 12 
3:30 PM 1 1 2 1 3 4 0 0 2 2 8 
3:45 PM 1 3 4 1 4 5 0 1 1 2 11 
4:00 PM 2 0 2 1 6 7 0 1 1 2 11 
4:15 PM 4 1 5 3 4 7 0 0 1 1 13 
4:30 PM 2 0 2 3 5 8 0 0 3 13 
4:45 PM 1 0 1 3 0 3 0 0 1 1 5 
5:00 PM 1 0 1 0 2 2 0 0 1 1 4 
5:15 PM 2 0 2 3 2 5 0 1 1 2 9 
5:30 PM 1 0 1 2 0 2 0 0 0 3 
5:45 PM 3 0 3 1 3 4 0 0 1 1 8 
Total 
Survey 
20 7 27 24 32 56 0 7 19 26 109 
Heavy Vehicle Peak Hour Summary 
4:30 PM to 5:30 PM 
By 
Approach 
Northbound 
SE 17th Ave 
Southbound 
SE 17th Ave 
Eastbound 
Hwy 224 
Westbound 
Hwy 224 Total 
In Out Total In Out Total In Out Total In Out Total 
Volume 6 10 16 18 12 30 0 0 0 7 9 16 31 
PHF 0.14 0.20 0.00 0.13 0.21 
By 
Movement 
Northbound Southbound Eastbound Westbound 
SE 17th Ave SE 17th Ave Hwy 224 Hwy 224 Total 
T R Total L T Total Total L R Total 
Volume 6 0 6 9 9 18 0 1 6 7 31 
PHF 0.19 0.00 0.14 0.25 0.15 0.20 0.00 0.06 0.17 0.13 0.21 
Heavy Vehicle Rolling Hour Summary 
3:00 PM to 6:00 PM 
Interval Northbound Southbound Eastbound Westbound 
Start SE 17th Ave SE 17th Ave Hwy 224 Hwy 224 Interval 
Time T R Total L T Total Total L R Total Total 
3:00 PM 4 6 10 8 10 18 0 5 10 15 43 
3:15 PM 5 4 9 6 14 20 0 5 8 13 42 
3:30 PM 8 5 13 6 17 23 0 2 5 7 43 
3:45 PM 9 4 13 8 19 27 0 2 6 8 48 
4:00 PM 9 1 10 10 15 25 0 1 6 7 42 
4:15 PM 8 1 9 9 11 20 0 0 6 6 35 
4:30 PM 6 0 6 9 9 18 0 1 6 7 31 
4:45 PM 5 0 5 8 4 12 0 1 3 4 21 
5:00 PM 7 0 7 6 7 13 0 1 3 4 24 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-25 
P e a k H o u r S u m m a r y 
All Traffic Data 
Services Inc. 
Clay Carney 
(503) 833-2740 
SE 17th Ave & Hwy 224 
4:30 PM to 5:30 PM 
Wednesday, November 29, 2006 
ve 
g 
uj 
<0 
Bikes 
0 
1047 
541 506 
Peds 0 
s d e P 
574 
325 
Bikes 0 
67 
392 
s d e P 
572 
Bikes 0 
608 
Peds 0 
249 66 
315 
Hwy 224 
Bikes 
1 
ve 
g 
UJ 
<0 
Approach PHF HV% Volume 
EB 0.00 0.0% 0 
W B 0.87 1.8% 392 
NB 0.93 1.9% 315 
SB 0.91 1.7% 1,047 
Intersection 0.91 1.8% 1,754 
Count Period: 3:00 PM to 6:00 PM 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-26 
Total Vehicle Summary ^  In Out 
All Traffic Data 
Services Inc. 
Clay Carney 
(503) 833-2740 
Hwy 224 & SE Harrison St 
Thursday, December 07, 2006 
3:00 PM to 6:00 PM 
15-Minute Interval Summary 
3:00 PM to 6:00 PM 
m a> 1,902 
CO o 
Out 
976 
8 1,631 263 
HV 2.5% 
PHF 0.84 
Out 354 
In 352 
8 
265 
79 
J 
"V 
117 
4 — 282 
69 
326 In 
177 Out 
HV 4.8 
PHF 0.87 t f .8% 6 .8 
64 851 68 3
. 0. 
Out In V H 
F 
H 
1,779 983 P 
Peak Hour Summary 
3:45 PM to 4:45 PM 
Interval 
Start 
Time 
Northbound 
Hwy 224 
Southbound 
Hwy 224 
Eastbound 
SE Harrison St 
Westbound 
SE Harrison St Interval 
Total L T R Bikes L T R Bikes L T R Bikes L T R Bikes 
3:00 PM 26 190 22 0 44 276 8 0 0 80 32 0 23 62 30 0 793 
3:15 PM 20 180 19 0 41 328 6 0 5 77 19 0 28 66 22 0 811 
3:30 PM 20 207 25 0 36 324 6 0 1 89 20 0 19 50 42 0 839 
3:45 PM 23 212 25 0 66 359 3 0 4 57 25 0 12 82 27 0 895 
4:00 PM 13 197 19 0 74 449 1 0 0 58 17 0 17 76 34 0 955 
4:15 PM 12 261 14 0 53 435 1 0 0 71 19 0 19 62 30 1 977 
4:30 PM 16 181 10 0 70 388 3 0 4 79 18 0 21 62 26 0 878 
4:45 PM 19 171 14 0 74 367 3 0 2 78 23 0 22 64 32 0 869 
5:00 PM 9 232 17 0 59 398 3 0 3 72 27 0 23 46 26 1 915 
5:15 PM 10 176 18 0 51 389 3 0 1 75 18 0 29 40 29 0 839 
5:30 PM 9 219 15 1 51 421 2 0 3 83 17 0 15 61 19 0 915 
5:45 PM 14 144 16 0 65 348 0 0 0 69 18 0 16 60 31 0 781 
Total 
Survey 
191 2,370 214 1 684 4,482 39 0 23 888 253 0 244 731 348 2 10,467 
Pedestrians 
Crosswalk 
North South East West 
1 5 0 0 
4 1 0 0 
1 3 1 0 
1 2 0 0 
0 1 0 0 
0 0 0 0 
2 2 1 1 
0 0 0 0 
3 1 1 0 
0 1 1 0 
0 1 0 0 
1 2 0 0 
13 19 4 1 
Peak Hour Summary 
3:45 PM to 4:45 PM 
By 
Approach 
Northbound 
Hwy 224 
Southbound 
Hwy 224 
Eastbound 
SE Harrison St 
Westbound 
SE Harrison St Total 
Pedestrians 
Crosswalk 
In Out Total Bikes In Out Total Bikes In Out Total Bikes In Out Total Bikes North South East West 
Volume 983 1,779 2,762 0 1,902 976 2,878 0 352 354 706 0 468 596 1,064 1 3,705 3 5 1 1 
%HV 3.8% 3.5% 4.8% 3.6% 3.7% 
PHF 0.86 0.91 0.87 0.92 0.95 
By 
Movement 
Northbound 
Hwy 224 
Southbound 
Hwy 224 
Eastbound 
SE Harrison St 
Westbound 
SE Harrison St Total 
L T R Total L T R Total L T R Total L T R Total 
Volume 64 851 68 983 263 1,631 8 1,902 8 265 79 352 69 282 117 468 3,705 
%HV 6.3% 3.9% 0.0% 3.8% 1.5% 3.7% 12.5% 3.5% 0.0% 5.3% 3.8% 4.8% 4.3% 3.5% 3.4% 3.6% 3.7% 
PHF 0.70 0.82 0.68 0.86 0.89 0.91 0.67 0.91 0.50 0.84 0.79 0.87 0.82 0.86 0.86 0.92 0.95 
Rolling Hour Summary 
3:00 PM to 6:00 PM 
Interval 
Start 
Time 
Northbound 
Hwy 224 
Southbound 
Hwy 224 
Eastbound 
SE Harrison St 
Westbound 
SE Harrison St Interval 
Total L T R Bikes L T R Bikes L T R Bikes L T R Bikes 
3:00 PM 89 789 91 0 187 1,287 23 0 10 303 96 0 82 260 121 0 3,338 
3:15 PM 76 796 88 0 217 1,460 16 0 10 281 81 0 76 274 125 0 3,500 
3:30 PM 68 877 83 0 229 1,567 11 0 5 275 81 0 67 270 133 1 3,666 
3:45 PM 64 851 68 0 263 1,631 8 0 8 265 79 0 69 282 117 1 3,705 
4:00 PM 60 810 57 0 271 1,639 8 0 6 286 77 0 79 264 122 1 3,679 
4:15 PM 56 845 55 0 256 1,588 10 0 9 300 87 0 85 234 114 2 3,639 
4:30 PM 54 760 59 0 254 1,542 12 0 10 304 86 0 95 212 113 1 3,501 
4:45 PM 47 798 64 1 235 1,575 11 0 9 308 85 0 89 211 106 1 3,538 
5:00 PM 42 771 66 1 226 1,556 8 0 7 299 80 0 83 207 105 1 3,450 
Pedestrians 
Crosswalk 
North South East West 
7 11 1 0 
6 7 1 0 
2 6 1 0 
3 5 1 1 
2 3 1 1 
5 3 2 1 
5 4 3 1 
3 3 2 0 
4 5 2 0 
3 
5 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-27 
Heavy Vehicle Summary 
All Traffic Data 
Services Inc. 
Clay Carney 
(503) 833-2740 
Hwy 224 & SE Harrison St 
Thursday, December 07, 2006 
3:00 PM to 6:00 PM 
Heavy Vehicle 15-Minute Interval Summary 
3:00 PM to 6:00 PM 
Out 15 
In 17 
In Out 
66 37 
• i t r * 
17 In 
18 Out 
Out 
67 
In 
37 
Peak Hour Summary 
3:45 PM to 4:45 PM 
1 61 4 
4 0 
14 10 
3 3 
4 33 0 
Interval 
Start 
Time 
Northbound 
Hwy 224 
Southbound 
Hwy 224 
Eastbound 
SE Harrison St 
Westbound 
SE Harrison St Interval 
Total L T R Total L T R Total L T R Total L T R Total 
3:00 PM 2 13 1 16 2 25 1 28 0 5 0 5 1 4 3 8 57 
3:15 PM 2 16 2 20 3 27 0 30 0 3 2 5 2 6 0 8 63 
3:30 PM 1 16 0 17 1 14 0 15 0 3 2 5 1 0 2 3 40 
3:45 PM 1 16 0 17 1 16 0 17 0 2 2 4 1 5 0 6 44 
4:00 PM 0 4 0 4 0 25 0 25 0 5 1 6 1 1 2 4 39 
4:15 PM 1 6 0 7 2 10 0 12 0 3 0 3 0 1 2 3 25 
4:30 PM 2 7 0 9 1 10 1 12 0 4 0 4 1 3 0 4 29 
4:45 PM 1 6 0 7 1 4 1 6 0 5 0 5 0 2 0 2 20 
5:00 PM 1 7 0 8 0 8 0 8 0 4 0 4 0 3 0 3 23 
5:15 PM 0 6 0 6 0 6 0 6 0 3 0 3 0 5 0 5 20 
5:30 PM 0 8 0 8 0 7 0 7 0 4 0 4 0 2 1 3 22 
5:45 PM 0 2 0 2 0 9 0 9 0 2 0 2 0 4 1 5 18 
Total 
Survey 
11 107 3 121 11 161 3 175 0 43 7 50 7 36 11 54 400 
Heavy Vehicle Peak Hour Summary 
3:45 PM to 4:45 PM 
By 
Approach 
Northbound 
Hwy 224 
Southbound 
Hwy 224 
Eastbound 
SE Harrison St 
Westbound 
SE Harrison St Total 
In Out Total In Out Total In Out Total In Out Total 
Volume 37 67 104 66 37 103 17 15 32 17 18 35 137 
PHF 0.17 0.23 0.28 0.22 0.21 
By 
Movement 
Northbound 
Hwy 224 
Southbound 
Hwy 224 
Eastbound 
SE Harrison St 
Westbound 
SE Harrison St Total 
L T R Total L T R Total L T R Total L T R Total 
Volume 4 33 0 37 4 61 1 66 0 14 3 17 3 10 4 17 137 
PHF 0.20 0.17 0.00 0.17 0.17 0.23 0.13 0.23 0.00 0.27 0.13 0.28 0.19 0.23 0.20 0.22 0.21 
Heavy Vehicle Rolling Hour Summary 
3:00 PM to 6:00 PM 
Interval 
Start 
Time 
Northbound 
Hwy 224 
Southbound 
Hwy 224 
Eastbound 
SE Harrison St 
Westbound 
SE Harrison St Interval 
Total L T R Total L T R Total L T R Total L T R Total 
3:00 PM 6 61 3 70 7 82 1 90 0 13 6 19 5 15 5 25 204 
3:15 PM 4 52 2 58 5 82 0 87 0 13 7 20 5 12 4 21 186 
3:30 PM 3 42 0 45 4 65 0 69 0 13 5 18 3 7 6 16 148 
3:45 PM 4 33 0 37 4 61 1 66 0 14 3 17 3 10 4 17 137 
4:00 PM 4 23 0 27 4 49 2 55 0 17 1 18 2 7 4 13 113 
4:15 PM 5 26 0 31 4 32 2 38 0 16 0 16 1 9 2 12 97 
4:30 PM 4 26 0 30 2 28 2 32 0 16 0 16 1 13 0 14 92 
4:45 PM 2 27 0 29 1 25 1 27 0 16 0 16 0 12 1 13 85 
5:00 PM 1 23 0 24 0 30 0 30 0 13 0 13 0 14 2 16 83 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-28 
P e a k H o u r S u m m a r y 
All Traffic Data 
Services Inc. 
Clay Carney 
(503) 833-2740 
Hwy 224 & SE Harrison St 
3:45 PM to 4:45 PM 
Thursday, December 07, 2006 
•sc 
CM 
CM 
SE Harrison St 
Bikes 
0 
1902 
8 1631 263 
354 
352 
Bikes 0 
265 
79 
976 
Peds 3 
Peds 5 
1779 
s d e P 
64 851 68 
983 
Bikes 
0 
R 117 
282 
69 
Bikes 1 
468 
596 
SE Harrison St 
2 2 
r 
H 
8 
Approach PHF HV% Volume 
EB 0.87 4.8% 352 
W B 0.92 3.6% 468 
NB 0.86 3.8% 983 
SB 0.91 3.5% 1,902 
Intersection 0.95 3.7% 3,705 
Count Period: 3:00 PM to 6:00 PM 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-29 
Total Vehicle Summary 
All Traffic Data 
Services Inc. 
Clay Carney 
(503) 833-2740 
Hwy 224 & SE Monroe St 
Tuesday, December 05, 2006 
3:00 PM to 6:00 PM 
15-Minute Interval Summary 
3:00 PM to 6:00 PM 
In 
1,953 
Out 
1,293 
20 1,924 9 
HV 1.3% 
PHF 0.78 
Out 83 
In 138 
J 
"V 
HV 1. 
PHF 0.84 • i t r * 
30 1,254 3 
Out In 
2,040 1,287 
t _ 2 4 
<4— 33 
21 
% 3 
.7 .9 2. 0. 
78 In 
40 Out 
Peak Hour Summary 
4:30 PM to 5:30 PM 
Interval 
Start 
Time 
Northbound 
Hwy 224 
Southbound 
Hwy 224 
Eastbound 
SE Monroe St 
Westbound 
SE Monroe St Interval 
Total L T R Bikes L T R Bikes L T R Bikes L T R Bikes 
3:00 PM 4 221 0 0 3 367 3 0 4 3 16 0 5 5 9 0 640 
3:15 PM 16 181 3 0 3 393 3 0 6 11 32 0 4 16 15 1 683 
3:30 PM 7 234 5 0 3 382 5 0 2 13 30 0 12 12 19 0 724 
3:45 PM 9 236 7 0 7 422 5 0 3 8 14 0 9 8 9 0 737 
4:00 PM 8 296 3 0 2 469 2 0 3 8 12 1 4 6 7 0 820 
4:15 PM 9 268 2 0 8 395 4 0 5 9 19 0 2 10 9 0 740 
4:30 PM 9 281 2 0 3 451 3 0 1 4 26 0 7 10 8 2 805 
4:45 PM 8 299 0 0 3 454 7 0 7 8 22 0 2 11 5 0 826 
5:00 PM 8 334 0 0 2 492 5 0 5 11 25 1 8 7 4 0 901 
5:15 PM 5 340 1 0 1 527 5 0 2 5 22 0 4 5 7 0 924 
5:30 PM 7 268 1 0 1 454 3 0 3 9 18 0 6 6 10 0 786 
5:45 PM 8 257 1 0 2 413 4 0 4 7 24 0 6 7 1 0 734 
Total 
Survey 
98 3,215 25 0 38 5,219 49 0 45 96 260 2 69 103 103 3 9,320 
Pedestrians 
Crosswalk 
North South East West 
0 0 0 0 
1 0 0 2 
0 1 0 0 
2 0 0 0 
1 1 0 1 
4 0 0 0 
4 1 0 0 
1 1 0 0 
3 1 0 0 
0 1 0 4 
2 0 0 3 
0 1 0 5 
18 7 0 15 
Peak Hour Summary 
4:30 PM to 5:30 PM 
By 
Approach 
Northbound 
Hwy 224 
Southbound 
Hwy 224 
Eastbound 
SE Monroe St 
Westbound 
SE Monroe St Total 
Pedestrians 
Crosswalk 
In Out Total Bikes In Out Total Bikes In Out Total Bikes In Out Total Bikes North South East West 
Volume 1,287 2,040 3,327 0 1,953 1,293 3,246 0 138 83 221 1 78 40 118 2 3,456 8 4 0 4 
%HV 2.7% 2.7% 1.4% 1.3% 2.6% 
PHF 0.93 0.92 0.84 0.78 0.94 
By 
Movement 
Northbound 
Hwy 224 
Southbound 
Hwy 224 
Eastbound 
SE Monroe St 
Westbound 
SE Monroe St Total 
L T R Total L T R Total L T R Total L T R Total 
Volume 30 1,254 3 1,287 9 1,924 20 1,953 15 28 95 138 21 33 24 78 3,456 
%HV 0.0% 2.8% 0.0% 2.7% 11.1% 2.6% 5.0% 2.7% 0.0% 0.0% 2.1% 1.4% 0.0% 0.0% 4.2% 1.3% 2.6% 
PHF 0.83 0.92 0.38 0.93 0.75 0.91 0.71 0.92 0.54 0.64 0.91 0.84 0.66 0.75 0.75 0.78 0.94 
Rolling Hour Summary 
3:00 PM to 6:00 PM 
Interval 
Start 
Time 
Northbound 
Hwy 224 
Southbound 
Hwy 224 
Eastbound 
SE Monroe St 
Westbound 
SE Monroe St Interval 
Total L T R Bikes L T R Bikes L T R Bikes L T R Bikes 
3:00 PM 36 872 15 0 16 1,564 16 0 15 35 92 0 30 41 52 1 2,784 
3:15 PM 40 947 18 0 15 1,666 15 0 14 40 88 1 29 42 50 1 2,964 
3:30 PM 33 1,034 17 0 20 1,668 16 0 13 38 75 1 27 36 44 0 3,021 
3:45 PM 35 1,081 14 0 20 1,737 14 0 12 29 71 1 22 34 33 2 3,102 
4:00 PM 34 1,144 7 0 16 1,769 16 0 16 29 79 1 15 37 29 2 3,191 
4:15 PM 34 1,182 4 0 16 1,792 19 0 18 32 92 1 19 38 26 2 3,272 
4:30 PM 30 1,254 3 0 9 1,924 20 0 15 28 95 1 21 33 24 2 3,456 
4:45 PM 28 1,241 2 0 7 1,927 20 0 17 33 87 1 20 29 26 0 3,437 
5:00 PM 28 1,199 3 0 6 1,886 17 0 14 32 89 1 24 25 22 0 3,345 
Pedestrians 
Crosswalk 
North South East West 
3 1 0 2 
4 2 0 3 
7 2 0 1 
11 2 0 1 
10 3 0 1 
12 3 0 0 
8 4 0 4 
6 3 0 7 
5 3 0 12 
8 
4 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-30 
Heavy Vehicle Summary 
All Traffic Data 
Services Inc. 
Clay Carney 
(503) 833-2740 
Hwy 224 & SE Monroe St 
Tuesday, December 05, 2006 
3:00 PM to 6:00 PM 
Heavy Vehicle 15-Minute Interval Summary 
3:00 PM to 6:00 PM 
Out 1 
In 2 
In Out 
57 48 
6 
• i t r * 
In 
8 Out 
Out In 
52 35 
Peak Hour Summary 
4:30 PM to 5:30 PM 
1 50 1 
0 
0 0 
0 2 
0 35 0 
Interval 
Start 
Time 
Northbound 
Hwy 224 
Southbound 
Hwy 224 
Eastbound 
SE Monroe St 
Westbound 
SE Monroe St Interval 
Total L T R Total L T R Total L T R Total L T R Total 
3:00 PM 0 13 0 13 0 21 0 21 0 0 0 0 1 0 0 1 35 
3:15 PM 1 17 0 18 0 19 0 19 1 0 1 2 2 0 1 3 42 
3:30 PM 0 16 0 16 1 20 1 22 0 0 1 1 0 0 1 1 40 
3:45 PM 0 12 1 13 0 15 1 16 0 0 0 0 1 0 0 1 30 
4:00 PM 0 17 0 17 0 24 0 24 0 0 0 0 0 0 1 1 42 
4:15 PM 0 16 0 16 0 15 0 15 0 0 0 0 0 0 0 0 31 
4:30 PM 0 15 0 15 0 12 0 12 0 0 1 1 0 0 1 1 29 
4:45 PM 0 7 0 7 1 13 0 14 0 0 0 0 0 0 0 0 21 
5:00 PM 0 5 0 5 0 12 1 13 0 0 1 1 0 0 0 0 19 
5:15 PM 0 8 0 8 0 13 0 13 0 0 0 0 0 0 0 0 21 
5:30 PM 0 7 0 7 0 6 0 6 0 0 0 0 0 0 0 0 13 
5:45 PM 0 8 0 8 0 7 0 7 0 0 1 1 0 0 0 0 16 
Total 
Survey 
1 141 1 143 2 177 3 182 1 0 5 6 4 0 4 8 339 
Heavy Vehicle Peak Hour Summary 
4:30 PM to 5:30 PM 
By 
Approach 
Northbound 
Hwy 224 
Southbound 
Hwy 224 
Eastbound 
SE Monroe St 
Westbound 
SE Monroe St Total 
In Out Total In Out Total In Out Total In Out Total 
Volume 35 52 87 52 36 88 2 1 3 1 1 2 90 
PHF 0.18 0.21 0.17 0.05 0.19 
By 
Movement 
Northbound 
Hwy 224 
Southbound 
Hwy 224 
Eastbound 
SE Monroe St 
Westbound 
SE Monroe St Total 
L T R Total L T R Total L T R Total L T R Total 
Volume 0 35 0 35 1 50 1 52 0 0 2 2 0 0 1 1 90 
PHF 0.00 0.18 0.00 0.18 0.25 0.21 0.13 0.21 0.00 0.00 0.25 0.17 0.00 0.00 0.13 0.05 0.19 
Heavy Vehicle Rolling Hour Summary 
3:00 PM to 6:00 PM 
Interval 
Start 
Time 
Northbound 
Hwy 224 
Southbound 
Hwy 224 
Eastbound 
SE Monroe St 
Westbound 
SE Monroe St Interval 
Total L T R Total L T R Total L T R Total L T R Total 
3:00 PM 1 58 1 60 1 75 2 78 1 0 2 3 4 0 2 6 147 
3:15 PM 1 62 1 64 1 78 2 81 1 0 2 3 3 0 3 6 154 
3:30 PM 0 61 1 62 1 74 2 77 0 0 1 1 1 0 2 3 143 
3:45 PM 0 60 1 61 0 66 1 67 0 0 1 1 1 0 2 3 132 
4:00 PM 0 55 0 55 1 64 0 65 0 0 1 1 0 0 2 2 123 
4:15 PM 0 43 0 43 1 52 1 54 0 0 2 2 0 0 1 1 100 
4:30 PM 0 35 0 35 1 50 1 52 0 0 2 2 0 0 1 1 90 
4:45 PM 0 27 0 27 1 44 1 46 0 0 1 1 0 0 0 0 74 
5:00 PM 0 28 0 28 0 38 1 39 0 0 2 2 0 0 0 0 69 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-31 
P e a k H o u r S u m m a r y 
All Traffic Data 
Services Inc. 
Clay Carney 
(503) 833-2740 
Hwy 224 & SE Monroe St 
4:30 PM to 5:30 PM 
Tuesday, December 05, 2006 
•sc 
CM 
CM 
SE Monroe St 
83 
138 
Bikes 1 
15 
28 
95 
Bikes 
0 
1953 
20 1924 9 
1293 
Peds 8 
s d e P 
Peds 4 
2040 
30 1254 3 
1287 
Bikes 
0 
R 24 
33 
21 
Bikes 2 
78 
40 
SE Monroe St 
2 2 
r 
Approach PHF HV% Volume 
EB 0.84 1.4% 138 
W B 0.78 1.3% 78 
NB 0.93 2.7% 1,287 
SB 0.92 2.7% 1,953 
Intersection 0.94 2.6% 3,456 
Count Period: 3:00 PM to 6:00 PM 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-32 
Total Vehicle Summary 
All Traffic Data 
Services Inc. 
Clay Carney 
(503) 833-2740 
Hwy 224 & SE Oak St 
Thursday, November 30, 2006 
3:00 PM to 6:00 PM 
15-Minute Interval Summary 
3:00 PM to 6:00 PM 
m co 1,904 
N o 
Out 
1,097 
38 1,629 237 
HV 2.8 
PHF 0.9 
Out 375 
In 326 
17 J 
N 
142 
227 1 1 4 — 234 
82 ^ 125 
501 In 
581 Out 
HV 1.2% 
PHF 0.8 
l * i t 
103 938 117 * o 
Out In 1,836 1,158 0-
Peak Hour Summary 
4:15 PM to 5:15 PM 
Interval 
Start 
Time 
Northbound 
Hwy 224 
Southbound 
Hwy 224 
Eastbound 
SE Oak St 
Westbound 
SE Oak St Interval 
Total L T R Bikes L T R Bikes L T R Bikes L T R Bikes 
3:00 PM 25 197 39 0 39 317 12 0 1 37 18 1 26 72 27 0 810 
3:15 PM 31 165 29 0 39 344 11 0 6 56 22 0 40 62 18 0 823 
3:30 PM 25 210 29 0 54 306 6 0 2 89 22 0 32 82 32 0 889 
3:45 PM 21 181 26 0 42 375 7 0 6 56 20 0 33 54 24 1 845 
4:00 PM 24 228 42 0 51 442 5 0 1 55 22 0 32 48 18 0 968 
4:15 PM 30 240 29 0 64 444 8 0 0 63 22 0 33 56 45 0 1,034 
4:30 PM 32 215 30 0 60 360 11 0 7 50 21 0 34 50 41 0 911 
4:45 PM 20 223 32 0 50 395 13 0 3 64 25 0 25 74 29 2 953 
5:00 PM 21 260 26 0 63 430 6 0 7 50 14 0 33 54 27 1 991 
5:15 PM 22 222 33 0 73 400 9 0 0 48 16 0 32 78 31 0 964 
5:30 PM 22 231 37 0 55 416 10 0 4 60 17 0 22 63 22 0 959 
5:45 PM 18 188 37 0 58 389 5 0 0 53 17 1 27 70 28 0 890 
Total 
Survey 
291 2,560 389 0 648 4,618 103 0 37 681 236 2 369 763 342 4 11,037 
Pedestrians 
Crosswalk 
North South East West 
0 0 2 0 
0 0 0 1 
0 2 0 1 
0 1 0 4 
0 4 1 1 
0 3 0 0 
0 0 1 1 
0 4 0 0 
0 0 0 0 
0 1 0 0 
0 0 0 0 
0 0 0 0 
0 15 4 8 
Peak Hour Summary 
4:15 PM to 5:15 PM 
By 
Approach 
Northbound 
Hwy 224 
Southbound 
Hwy 224 
Eastbound 
SE Oak St 
Westbound 
SE Oak St Total 
Pedestrians 
Crosswalk 
In Out Total Bikes In Out Total Bikes In Out Total Bikes In Out Total Bikes North South East West 
Volume 1,158 1,836 2,994 0 1,904 1,097 3,001 0 326 375 701 0 501 581 1,082 3 3,889 0 7 1 1 
%HV 4.7% 2.5% 1.2% 2.8% 3.1% 
PHF 0.94 0.92 0.89 0.93 0.94 
By 
Movement 
Northbound 
Hwy 224 
Southbound 
Hwy 224 
Eastbound 
SE Oak St 
Westbound 
SE Oak St Total 
L T R Total L T R Total L T R Total L T R Total 
Volume 103 938 117 1,158 237 1,629 38 1,904 17 227 82 326 125 234 142 501 3,889 
%HV 2.9% 4.9% 5.1% 4.7% 0.4% 2.9% 0.0% 2.5% 5.9% 0.9% 1.2% 1.2% 6.4% 0.4% 3.5% 2.8% 3.1% 
PHF 0.80 0.90 0.91 0.94 0.93 0.92 0.73 0.92 0.61 0.89 0.82 0.89 0.92 0.79 0.79 0.93 0.94 
Rolling Hour Summary 
3:00 PM to 6:00 PM 
Interval 
Start 
Time 
Northbound 
Hwy 224 
Southbound 
Hwy 224 
Eastbound 
SE Oak St 
Westbound 
SE Oak St Interval 
Total L T R Bikes L T R Bikes L T R Bikes L T R Bikes 
3:00 PM 102 753 123 0 174 1,342 36 0 15 238 82 1 131 270 101 1 3,367 
3:15 PM 101 784 126 0 186 1,467 29 0 15 256 86 0 137 246 92 1 3,525 
3:30 PM 100 859 126 0 211 1,567 26 0 9 263 86 0 130 240 119 1 3,736 
3:45 PM 107 864 127 0 217 1,621 31 0 14 224 85 0 132 208 128 1 3,758 
4:00 PM 106 906 133 0 225 1,641 37 0 11 232 90 0 124 228 133 2 3,866 
4:15 PM 103 938 117 0 237 1,629 38 0 17 227 82 0 125 234 142 3 3,889 
4:30 PM 95 920 121 0 246 1,585 39 0 17 212 76 0 124 256 128 3 3,819 
4:45 PM 85 936 128 0 241 1,641 38 0 14 222 72 0 112 269 109 3 3,867 
5:00 PM 83 901 133 0 249 1,635 30 0 11 211 64 1 114 265 108 1 3,804 
Pedestrians 
Crosswalk 
North South East West 
0 3 2 6 
0 7 1 7 
0 10 1 6 
0 8 2 6 
0 11 2 2 
0 7 1 1 
0 5 1 1 
0 5 0 0 
0 1 0 0 
0 
7 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-33 
Heavy Vehicle Summary 
All Traffic Data 
Services Inc. 
Clay Carney 
(503) 833-2740 
Hwy 224 & SE Oak St 
Thursday, November 30, 2006 
3:00 PM to 6:00 PM 
Heavy Vehicle 15-Minute Interval Summary 
3:00 PM to 6:00 PM 
Out 4 
In 4 
In Out 
48 52 
• i t r * 
14 In 
9 Out 
Out In 
56 55 
Peak Hour Summary 
4:15 PM to 5:15 PM 
0 47 1 
5 
2 
8 
3 46 6 
Interval 
Start 
Time 
Northbound 
Hwy 224 
Southbound 
Hwy 224 
Eastbound 
SE Oak St 
Westbound 
SE Oak St Interval 
Total L T R Total L T R Total L T R Total L T R Total 
3:00 PM 1 10 2 13 1 24 1 26 0 0 3 3 3 1 2 6 48 
3:15 PM 2 14 0 16 0 25 0 25 0 0 0 0 2 2 0 4 45 
3:30 PM 2 14 0 16 2 19 0 21 0 2 0 2 2 1 2 5 44 
3:45 PM 2 15 0 17 0 15 0 15 0 0 0 0 1 2 0 3 35 
4:00 PM 0 4 2 6 4 22 0 26 0 8 0 8 1 2 0 3 43 
4:15 PM 2 9 4 15 0 10 0 10 0 1 1 2 4 0 2 6 33 
4:30 PM 1 14 0 15 0 12 0 12 0 0 0 0 2 0 3 5 32 
4:45 PM 0 15 1 16 1 15 0 16 0 1 0 1 1 0 0 1 34 
5:00 PM 0 8 1 9 0 10 0 10 1 0 0 1 1 1 0 2 22 
5:15 PM 0 8 0 8 1 11 0 12 0 0 0 0 1 0 1 2 22 
5:30 PM 0 6 0 6 0 7 1 8 0 0 0 0 0 0 0 0 14 
5:45 PM 0 6 0 6 0 12 0 12 0 0 0 0 0 0 0 0 18 
Total 
Survey 
10 123 10 143 9 182 2 193 1 12 4 17 18 9 10 37 390 
Heavy Vehicle Peak Hour Summary 
4:15 PM to 5:15 PM 
By 
Approach 
Northbound 
Hwy 224 
Southbound 
Hwy 224 
Eastbound 
SE Oak St 
Westbound 
SE Oak St Total 
In Out Total In Out Total In Out Total In Out Total 
Volume 55 56 111 48 52 100 4 4 8 14 9 23 121 
PHF 0.28 0.17 0.10 0.23 0.22 
By 
Movement 
Northbound 
Hwy 224 
Southbound 
Hwy 224 
Eastbound 
SE Oak St 
Westbound 
SE Oak St Total 
L T R Total L T R Total L T R Total L T R Total 
Volume 3 46 6 55 1 47 0 48 1 2 1 4 8 1 5 14 121 
PHF 0.13 0.27 0.25 0.28 0.04 0.17 0.00 0.17 0.25 0.05 0.08 0.10 0.29 0.05 0.25 0.23 0.22 
Heavy Vehicle Rolling Hour Summary 
3:00 PM to 6:00 PM 
Interval 
Start 
Time 
Northbound 
Hwy 224 
Southbound 
Hwy 224 
Eastbound 
SE Oak St 
Westbound 
SE Oak St Interval 
Total L T R Total L T R Total L T R Total L T R Total 
3:00 PM 7 53 2 62 3 83 1 87 0 2 3 5 8 6 4 18 172 
3:15 PM 6 47 2 55 6 81 0 87 0 10 0 10 6 7 2 15 167 
3:30 PM 6 42 6 54 6 66 0 72 0 11 1 12 8 5 4 17 155 
3:45 PM 5 42 6 53 4 59 0 63 0 9 1 10 8 4 5 17 143 
4:00 PM 3 42 7 52 5 59 0 64 0 10 1 11 8 2 5 15 142 
4:15 PM 3 46 6 55 1 47 0 48 1 2 1 4 8 1 5 14 121 
4:30 PM 1 45 2 48 2 48 0 50 1 1 0 2 5 1 4 10 110 
4:45 PM 0 37 2 39 2 43 1 46 1 1 0 2 3 1 1 5 92 
5:00 PM 0 28 1 29 1 40 1 42 1 0 0 1 2 1 1 4 76 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-34 
P e a k H o u r S u m m a r y 
All Traffic Data 
Services Inc. 
Clay Carney 
(503) 833-2740 
Hwy 224 & SE Oak St 
4:15 PM to 5:15 PM 
Thursday, November 30, 2006 
•sc 
CM 
CM 
SE Oak St 
375 
326 
Bikes 0 
17 
227 
82 
Bikes 
0 
1904 
38 1629 237 
1097 
Peds 0 
s d e P 
Peds 7 
1836 
R t 
103 938 117 
1158 
Bikes 
0 
R 142 
234 
125 
Bikes 3 
501 
581 
SE Oak St 
2 2 
r 
Approach PHF HV% Volume 
EB 0.89 1.2% 326 
W B 0.93 2.8% 501 
NB 0.94 4.7% 1,158 
SB 0.92 2.5% 1,904 
Intersection 0.94 3.1% 3,889 
Count Period: 3:00 PM to 6:00 PM 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-35 
Total Vehicle Summary 
All Traffic Data 
Services Inc. 
Clay Carney 
(503) 833-2740 
SE 32nd Ave & SE Harrison St 
Thursday, December 07, 2006 
3:00 PM to 6:00 PM 
15-Minute Interval Summary 
3:00 PM to 6:00 PM 
to S, 351 
^ o 
Out 
331 
169 160 22 
HV 2.2 
PHF 0.9 
Out 439 
In 539 
157 
381 
1 
J 
"V 
HV 3.3 
PHF 0.9 • i t r * 
41 156 20 
18 
4 — 229 
21 
^ to 
4
.
 0
. 
268 In 
423 Out 
Out 
182 
In 
217 
Peak Hour Summary 
4:00 PM to 5:00 PM 
Interval 
Start 
Time 
Northbound 
SE 32nd Ave 
Southbound 
SE 32nd Ave 
Eastbound 
SE Harrison St 
Westbound 
SE Harrison St Interval 
Total L T R Bikes L T R Bikes L T R Bikes L T R Bikes 
3:00 PM 10 29 7 0 6 35 45 0 41 93 1 0 7 54 5 0 333 
3:15 PM 11 47 8 0 9 47 46 0 43 79 2 0 4 55 5 0 356 
3:30 PM 12 35 3 0 11 33 42 0 47 91 4 0 4 52 9 0 343 
3:45 PM 4 42 5 0 6 55 45 0 37 56 0 0 4 44 6 0 304 
4:00 PM 14 52 4 0 2 36 51 0 45 95 0 0 5 60 2 0 366 
4:15 PM 11 38 6 0 8 40 36 0 39 97 0 0 4 57 2 0 338 
4:30 PM 6 31 5 2 4 49 40 0 37 103 1 0 6 58 8 0 348 
4:45 PM 10 35 5 0 8 35 42 0 36 86 0 0 6 54 6 0 323 
5:00 PM 11 26 3 0 11 35 32 0 37 85 0 0 3 31 1 0 275 
5:15 PM 16 52 4 0 7 36 46 0 28 95 1 0 7 39 6 0 337 
5:30 PM 9 46 3 0 3 45 40 0 32 99 0 0 4 50 5 0 336 
5:45 PM 11 33 4 0 6 32 35 0 24 100 1 0 7 49 5 0 307 
Total 
Survey 
125 466 57 2 81 478 500 0 446 1,079 10 0 61 603 60 0 3,966 
Pedestrians 
Crosswalk 
North South East West 
2 1 7 0 
6 6 4 0 
0 4 8 0 
5 2 12 1 
1 0 7 0 
0 1 3 0 
3 1 7 0 
0 2 4 1 
8 1 6 0 
4 2 7 2 
0 1 5 0 
1 1 1 0 
30 22 71 4 
Peak Hour Summary 
4:00 PM to 5:00 PM 
By 
Approach 
Northbound 
SE 32nd Ave 
Southbound 
SE 32nd Ave 
Eastbound 
SE Harrison St 
Westbound 
SE Harrison St Total 
Pedestrians 
Crosswalk 
In Out Total Bikes In Out Total Bikes In Out Total Bikes In Out Total Bikes North South East West 
Volume 217 182 399 2 351 331 682 0 539 439 978 0 268 423 691 0 1,375 4 4 21 1 
%HV 4.1% 4.8% 3.3% 2.2% 3.6% 
PHF 0.78 0.94 0.96 0.93 0.94 
By 
Movement 
Northbound 
SE 32nd Ave 
Southbound 
SE 32nd Ave 
Eastbound 
SE Harrison St 
Westbound 
SE Harrison St Total 
L T R Total L T R Total L T R Total L T R Total 
Volume 41 156 20 217 22 160 169 351 157 381 1 539 21 229 18 268 1,375 
%HV 7.3% 3.8% 0.0% 4.1% 0.0% 5.6% 4.7% 4.8% 7.6% 1.6% 0.0% 3.3% 0.0% 2.2% 5.6% 2.2% 3.6% 
PHF 0.73 0.75 0.83 0.78 0.69 0.82 0.83 0.94 0.87 0.92 0.25 0.96 0.88 0.95 0.56 0.93 0.94 
Rolling Hour Summary 
3:00 PM to 6:00 PM 
Interval 
Start 
Time 
Northbound 
SE 32nd Ave 
Southbound 
SE 32nd Ave 
Eastbound 
SE Harrison St 
Westbound 
SE Harrison St Interval 
Total L T R Bikes L T R Bikes L T R Bikes L T R Bikes 
3:00 PM 37 153 23 0 32 170 178 0 168 319 7 0 19 205 25 0 1,336 
3:15 PM 41 176 20 0 28 171 184 0 172 321 6 0 17 211 22 0 1,369 
3:30 PM 41 167 18 0 27 164 174 0 168 339 4 0 17 213 19 0 1,351 
3:45 PM 35 163 20 2 20 180 172 0 158 351 1 0 19 219 18 0 1,356 
4:00 PM 41 156 20 2 22 160 169 0 157 381 1 0 21 229 18 0 1,375 
4:15 PM 38 130 19 2 31 159 150 0 149 371 1 0 19 200 17 0 1,284 
4:30 PM 43 144 17 2 30 155 160 0 138 369 2 0 22 182 21 0 1,283 
4:45 PM 46 159 15 0 29 151 160 0 133 365 1 0 20 174 18 0 1,271 
5:00 PM 47 157 14 0 27 148 153 0 121 379 2 0 21 169 17 0 1,255 
Pedestrians 
Crosswalk 
North South East West 
13 13 31 1 
12 12 31 1 
6 7 30 1 
9 4 29 1 
4 4 21 1 
11 5 20 1 
15 6 24 3 
12 6 22 3 
13 5 19 2 
4 
4 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-36 
Heavy Vehicle Summary 
All Traffic Data 
Services Inc. 
Clay Carney 
(503) 833-2740 
SE 32nd Ave & SE Harrison St 
Thursday, December 07, 2006 
3:00 PM to 6:00 PM 
Heavy Vehicle 15-Minute Interval Summary 
3:00 PM to 6:00 PM 
In Out 
17 19 
Out 16 
In 18 
J I 
12 J 
fir 
t . 1 
« - 5 
• V s 
• i t r * 
3 6 0 
Out In 
Peak Hour Summary 
4:00 PM to 5:00 PM 
6 In 
6 Out 
8 9 0 
Interval 
Start 
Time 
Northbound 
SE 32nd Ave 
Southbound 
SE 32nd Ave 
Eastbound 
SE Harrison St 
Westbound 
SE Harrison St Interval 
Total L T R Total L T R Total L T R Total L T R Total 
3:00 PM 0 1 1 2 1 1 4 6 3 4 0 7 0 3 0 3 18 
3:15 PM 0 0 2 2 1 3 5 9 6 2 0 8 0 2 0 2 21 
3:30 PM 0 1 0 1 0 0 2 2 5 4 0 9 0 1 1 2 14 
3:45 PM 0 0 0 0 0 3 2 5 2 1 0 3 0 3 0 3 11 
4:00 PM 0 3 0 3 0 3 1 4 3 1 0 4 0 1 1 2 13 
4:15 PM 3 2 0 5 0 4 3 7 1 2 0 3 0 2 0 2 17 
4:30 PM 0 0 0 0 0 1 4 5 3 2 0 5 0 1 0 1 11 
4:45 PM 0 1 0 1 0 1 0 1 5 1 0 6 0 1 0 1 9 
5:00 PM 0 1 0 1 0 0 2 2 2 1 0 3 0 1 0 1 7 
5:15 PM 0 1 0 1 0 2 3 5 3 4 0 7 0 1 1 2 15 
5:30 PM 0 0 0 0 0 0 3 3 3 2 0 5 0 2 0 2 10 
5:45 PM 0 0 0 0 0 0 2 2 2 1 0 3 0 1 0 1 6 
Total 
Survey 
3 10 3 16 2 18 31 51 38 25 0 63 0 19 3 22 152 
Heavy Vehicle Peak Hour Summary 
4:00 PM to 5:00 PM 
By 
Approach 
Northbound 
SE 32nd Ave 
Southbound 
SE 32nd Ave 
Eastbound 
SE Harrison St 
Westbound 
SE Harrison St Total 
In Out Total In Out Total In Out Total In Out Total 
Volume 9 9 18 17 19 36 18 16 34 6 6 12 50 
PHF 0.28 0.25 0.19 0.21 0.24 
By 
Movement 
Northbound 
SE 32nd Ave 
Southbound 
SE 32nd Ave 
Eastbound 
SE Harrison St 
Westbound 
SE Harrison St Total 
L T R Total L T R Total L T R Total L T R Total 
Volume 3 6 0 9 0 9 8 17 12 6 0 18 0 5 1 6 50 
PHF 0.25 0.30 0.00 0.28 0.00 0.23 0.18 0.25 0.21 0.15 0.00 0.19 0.00 0.21 0.13 0.21 0.24 
Heavy Vehicle Rolling Hour Summary 
3:00 PM to 6:00 PM 
Interval 
Start 
Time 
Northbound 
SE 32nd Ave 
Southbound 
SE 32nd Ave 
Eastbound 
SE Harrison St 
Westbound 
SE Harrison St Interval 
Total L T R Total L T R Total L T R Total L T R Total 
3:00 PM 0 2 3 5 2 7 13 22 16 11 0 27 0 9 1 10 64 
3:15 PM 0 4 2 6 1 9 10 20 16 8 0 24 0 7 2 9 59 
3:30 PM 3 6 0 9 0 10 8 18 11 8 0 19 0 7 2 9 55 
3:45 PM 3 5 0 8 0 11 10 21 9 6 0 15 0 7 1 8 52 
4:00 PM 3 6 0 9 0 9 8 17 12 6 0 18 0 5 1 6 50 
4:15 PM 3 4 0 7 0 6 9 15 11 6 0 17 0 5 0 5 44 
4:30 PM 0 3 0 3 0 4 9 13 13 8 0 21 0 4 1 5 42 
4:45 PM 0 3 0 3 0 3 8 11 13 8 0 21 0 5 1 6 41 
5:00 PM 0 2 0 2 0 2 10 12 10 8 0 18 0 5 1 6 38 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-37 
P e a k H o u r S u m m a r y 
All Traffic Data 
Services Inc. 
Clay Carney 
(503) 833-2740 
SE 32nd Ave & SE Harrison St 
4:00 PM to 5:00 PM 
Thursday, December 07, 2006 
2 
•O 
c CM 
co 
Ui 
<0 
SE Harrison St 
439 
539 
Bikes 0 
157 
381 
Bikes 
0 
351 
169 160 22 
331 
Peds 4 
Peds 4 
182 
s d e P 
41 156 20 
217 
Bikes 
2 
R 18 
229 
21 
Bikes 0 
268 
423 
SE Harrison St 
1 
Approach PHF HV% Volume 
EB 0.96 3.3% 539 
W B 0.93 2.2% 268 
NB 0.78 4.1% 217 
SB 0.94 4.8% 351 
Intersection 0.94 3.6% 1,375 
Count Period: 3:00 PM to 6:00 PM 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-38 
Total Vehicle Summary 
All Traffic Data 
Services Inc. 
Clay Carney 
(503) 833-2740 
Hwy 99E & SE 22nd Ave 
Tuesday, December 05, 2006 
3:00 PM to 6:00 PM 
15-Minute Interval Summary 
3:00 PM to 6:00 PM 
^ In Out 
r^ cd 2,351 1,219 
559 1,792 
HV 0.0% 
PHF 0.00 
Out 559 
In 1 
0 J 
1 _ V r 
0 In 
0 Out 
HV 0.0 
PHF 0.25 t r* 
0 1,219 
Out In 
1,793 1,219 
Peak Hour Summary 
4:45 PM to 5:45 PM 
Interval 
Start 
Time 
Northbound 
Hwy 99E 
Southbound 
Hwy 99E 
Eastbound 
SE 22nd Ave 
Westbound 
SE 22nd Ave Interval 
Total L T Bikes T R Bikes L R Bikes Bikes 
3:00 PM 0 296 0 337 75 0 0 0 0 0 708 
3:15 PM 0 316 0 398 97 0 0 2 0 0 813 
3:30 PM 0 316 0 415 104 0 0 0 0 0 835 
3:45 PM 0 341 0 415 138 0 0 0 0 0 894 
4:00 PM 0 299 0 490 110 1 0 2 0 0 901 
4:15 PM 0 337 0 411 118 0 0 1 0 0 867 
4:30 PM 0 284 0 471 149 0 0 0 0 0 904 
4:45 PM 0 269 1 393 134 0 0 1 0 0 797 
5:00 PM 0 308 0 463 154 0 0 0 0 0 925 
5:15 PM 0 318 0 476 134 1 0 0 0 0 928 
5:30 PM 0 324 0 460 137 0 0 0 0 0 921 
5:45 PM 0 265 0 431 94 0 0 0 0 0 790 
Total 
Survey 
0 3,673 1 5,160 1,444 2 0 6 0 0 10,283 
Pedestrians 
Crosswalk 
North South East West 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 1 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 1 
Peak Hour Summary 
4:45 PM to 5:45 PM 
By 
Approach 
Northbound 
Hwy 99E 
Southbound 
Hwy 99E 
Eastbound 
SE 22nd Ave 
Westbound 
SE 22nd Ave Total 
Pedestrians 
Crosswalk 
In Out Total Bikes In Out Total Bikes In Out Total Bikes In Out Total Bikes North South East West 
Volume 1,219 1,793 3,012 1 2,351 1,219 3,570 1 1 559 560 0 0 0 0 0 3,571 0 0 0 1 
%HV 2.6% 1.7% 0.0% 0.0% 2.0% 
PHF 0.94 0.95 0.25 0.00 0.96 
By 
Movement 
Northbound 
Hwy 99E 
Southbound 
Hwy 99E 
Eastbound 
SE 22nd Ave 
Westbound 
SE 22nd Ave Total 
L T Total T R Total L R Total Total 
Volume 0 1,219 1,219 1,792 559 2,351 0 1 1 0 3,571 
%HV 0.0% 2.6% NA 2.6% NA 2.1% 0.4% 1.7% 0.0% NA 0.0% 0.0% NA NA NA 0.0% 2.0% 
PHF 0.00 0.94 0.94 0.94 0.91 0.95 0.00 0.25 0.25 0.00 0.96 
Rolling Hour Summary 
3:00 PM to 6:00 PM 
Interval 
Start 
Time 
Northbound 
Hwy 99E 
Southbound 
Hwy 99E 
Eastbound 
SE 22nd Ave 
Westbound 
SE 22nd Ave Interval 
Total L T Bikes T R Bikes L R Bikes Bikes 
3:00 PM 0 1,269 0 1,565 414 0 0 2 0 0 3,250 
3:15 PM 0 1,272 0 1,718 449 1 0 4 0 0 3,443 
3:30 PM 0 1,293 0 1,731 470 1 0 3 0 0 3,497 
3:45 PM 0 1,261 0 1,787 515 1 0 3 0 0 3,566 
4:00 PM 0 1,189 1 1,765 511 1 0 4 0 0 3,469 
4:15 PM 0 1,198 1 1,738 555 0 0 2 0 0 3,493 
4:30 PM 0 1,179 1 1,803 571 1 0 1 0 0 3,554 
4:45 PM 0 1,219 1 1,792 559 1 0 1 0 0 3,571 
5:00 PM 0 1,215 0 1,830 519 1 0 0 0 0 3,564 
Pedestrians 
Crosswalk 
North South East West 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 1 
0 0 0 1 
0 0 0 1 
0 0 0 1 
0 0 0 0 
0 
0 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-39 
Heavy Vehicle Summary 
All Traffic Data 
Services Inc. 
Clay Carney 
(503) 833-2740 
Hwy 99E & SE 22nd Ave 
Tuesday, December 05, 2006 
3:00 PM to 6:00 PM 
Heavy Vehicle 15-Minute Interval Summary 
3:00 PM to 6:00 PM 
In Out 
57 48 
Out 2 
In 0 
J I 
0 - f 
fir 
t . 
< -
• V 
s V 
• i t r * 
0 32 
Out In 
38 32 
Peak Hour Summary 
4:45 PM to 5:45 PM 
6 In 
8 Out 
2 38 
Interval 
Start 
Time 
Northbound 
Hwy 99E 
Southbound 
Hwy 99E 
Eastbound 
SE 22nd Ave 
Westbound 
SE 22nd Ave Interval 
Total L T Total T R Total L R Total Total 
3:00 PM 0 20 20 12 2 14 0 0 0 0 34 
3:15 PM 0 12 12 14 0 14 0 0 0 0 26 
3:30 PM 0 10 10 19 1 20 0 0 0 0 30 
3:45 PM 0 13 13 14 0 14 0 0 0 0 27 
4:00 PM 0 12 12 14 5 19 0 0 0 0 31 
4:15 PM 0 14 14 9 0 9 0 0 0 0 23 
4:30 PM 0 15 15 14 0 14 0 0 0 0 29 
4:45 PM 0 5 5 11 0 11 0 0 0 0 16 
5:00 PM 0 12 12 12 1 13 0 0 0 0 25 
5:15 PM 0 9 9 7 1 8 0 0 0 0 17 
5:30 PM 0 6 6 8 0 8 0 0 0 0 14 
5:45 PM 0 6 6 7 0 7 0 0 0 0 13 
Total 
Survey 
0 134 134 141 10 151 0 0 0 0 285 
Heavy Vehicle Peak Hour Summary 
4:45 PM to 5:45 PM 
By 
Approach 
Northbound 
Hwy 99E 
Southbound 
Hwy 99E 
Eastbound 
SE 22nd Ave 
Westbound 
SE 22nd Ave Total 
In Out Total In Out Total In Out Total In Out Total 
Volume 32 38 70 40 32 72 0 2 2 0 0 0 72 
PHF 0.19 0.19 0.00 0.00 0.20 
By 
Movement 
Northbound Southbound Eastbound Westbound 
Hwy 99E Hwy 99E SE 22nd Ave SE 22nd Ave Total 
L T Total T R Total L R Total Total 
Volume 0 32 32 38 2 40 0 0 0 0 72 
PHF 0.00 0.19 0.19 0.20 0.08 0.19 0.00 0.00 0.00 0.00 0.20 
Heavy Vehicle Rolling Hour Summary 
3:00 PM to 6:00 PM 
Interval Northbound Southbound Eastbound Westbound 
Start Hwy 99E Hwy 99E SE 22nd Ave SE 22nd Ave Interval 
Time L T Total T R Total L R Total Total Total 
3:00 PM 0 55 55 59 3 62 0 0 0 0 117 
3:15 PM 0 47 47 61 6 67 0 0 0 0 114 
3:30 PM 0 49 49 56 6 62 0 0 0 0 111 
3:45 PM 0 54 54 51 5 56 0 0 0 0 110 
4:00 PM 0 46 46 48 5 53 0 0 0 0 99 
4:15 PM 0 46 46 46 1 47 0 0 0 0 93 
4:30 PM 0 41 41 44 2 46 0 0 0 0 87 
4:45 PM 0 32 32 38 2 40 0 0 0 0 72 
5:00 PM 0 33 33 34 2 36 0 0 0 0 69 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-40 
P e a k H o u r S u m m a r y 
All Traffic Data 
Services Inc. 
Clay Carney 
(503) 833-2740 
Hwy 99E & SE 22nd Ave 
4:45 PM to 5:45 PM 
Tuesday, December 05, 2006 
Ui 
o» 
o» 
r 
SE 22 nd Ave 
Bikes 
1 
2351 
559 1792 
1219 
Peds 0 
Bikes 0 
559 
in 
•a 0) Q. 
Bikes 0 
0 
1 
1 
1793 
s d e P 
Peds 0 
0 1219 
Bikes 
1 
Approach PHF HV% Volume 
EB 0.25 0.0% 1 
W B 0.00 0.0% 0 
NB 0.94 2.6% 1 219 
SB 0.95 1.7% 2 351 
Intersection 0.96 2.0% 3 571 
Count Period: 3:00 PM to 6:00 PM 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-41 
Total Vehicle Summary 
All Traffic Data 
Services Inc. 
Clay Carney 
(503) 833-2740 
Hwy 99E & SE River Rd 
Wednesday, December 06, 2006 
3:00 PM to 6:00 PM 
15-Minute Interval Summary 
3:00 PM to 6:00 PM 
^ In Out 
cb § 2,067 1,378 
1 2,066 
HV 0.0% 
PHF 0.00 
Out 14 
In 289 
276 ^ 
1 3 ^ 
r 
0 In 
0 Out 
HV 3.1 
PHF 0.90 t f+\ 
13 1,102 r-i cd 
Out In 
2,079 1,115 P 
Peak Hour Summary 
4:30 PM to 5:30 PM 
Interval Northbound Southbound Eastbound Westbound 
Start Hwy 99E Hwy 99E SE River Rd SE River Rd Interval 
Time L T Bikes T R Bikes L R Bikes Bikes Total 
3:00 PM 5 202 0 361 0 0 69 2 0 0 639 
3:15 PM 5 262 0 371 0 0 61 4 0 0 703 
3:30 PM 8 256 0 422 0 0 55 5 0 0 746 
3:45 PM 4 288 0 457 0 0 74 3 0 0 826 
4:00 PM 8 258 0 532 1 0 70 1 0 0 870 
4:15 PM 1 249 0 508 1 0 59 15 0 0 833 
4:30 PM 3 290 0 539 0 0 74 6 0 0 912 
4:45 PM 3 271 0 462 0 0 64 1 0 0 801 
5:00 PM 3 235 0 495 0 0 67 0 0 0 800 
5:15 PM 4 306 0 570 1 0 71 6 0 0 958 
5:30 PM 5 244 0 485 0 0 74 4 0 0 812 
5:45 PM 6 271 0 517 0 0 60 2 0 0 856 
Total 
Survey 
55 3,132 0 5,719 3 0 798 49 0 0 9,756 
Pedestrians 
Crosswalk 
North South East West 
0 0 0 1 
0 1 0 0 
0 0 0 0 
0 0 0 1 
0 1 0 2 
2 0 0 3 
0 0 0 0 
1 0 0 1 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 2 
3 2 0 10 
Peak Hour Summary 
4:30 PM to 5:30 PM 
By 
Approach 
Northbound 
Hwy 99E 
Southbound 
Hwy 99E 
Eastbound 
SE River Rd 
Westbound 
SE River Rd Total 
In Out Total Bikes In Out Total Bikes In Out Total Bikes In Out Total Bikes 
Volume 1,115 2,079 3,194 0 2,067 1,378 3,445 0 289 14 303 0 0 0 0 0 3,471 
%HV 2.1% 1.9% 3.1% 0.0% 2.0% 
PHF 0.90 0.90 0.90 0.00 0.91 
Pedestrians 
Crosswalk 
North South East West 
1 0 0 1 
By 
Movement 
Northbound Southbound Eastbound Westbound 
Hwy 99E Hwy 99E SE River Rd SE River Rd Total 
L T Total T R Total L R Total Total 
Volume 13 1,102 1,115 2,066 1 2,067 276 13 289 0 3,471 
%HV 7.7% 2.0% NA 2.1% NA 1.9% 0.0% 1.9% 3.3% NA 0.0% 3.1% NA NA NA 0.0% 2.0% 
PHF 0.81 0.90 0.90 0.91 0.25 0.90 0.93 0.54 0.90 0.00 0.91 
Rolling Hour Summary 
3:00 PM to 6:00 PM 
Interval Northbound Southbound Eastbound Westbound 
Start Hwy 99E Hwy 99E SE River Rd SE River Rd Interval 
Time L T Bikes T R Bikes L R Bikes Bikes Total 
3:00 PM 22 1,008 0 1,611 0 0 259 14 0 0 2,914 
3:15 PM 25 1,064 0 1,782 1 0 260 13 0 0 3,145 
3:30 PM 21 1,051 0 1,919 2 0 258 24 0 0 3,275 
3:45 PM 16 1,085 0 2,036 2 0 277 25 0 0 3,441 
4:00 PM 15 1,068 0 2,041 2 0 267 23 0 0 3,416 
4:15 PM 10 1,045 0 2,004 1 0 264 22 0 0 3,346 
4:30 PM 13 1,102 0 2,066 1 0 276 13 0 0 3,471 
4:45 PM 15 1,056 0 2,012 1 0 276 11 0 0 3,371 
5:00 PM 18 1,056 0 2,067 1 0 272 12 0 0 3,426 
Pedestrians 
Crosswalk 
North South East West 
0 1 0 2 
0 2 0 3 
2 1 0 6 
2 1 0 6 
3 1 0 6 
3 0 0 4 
1 0 0 1 
1 0 0 1 
0 0 0 2 
0 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-42 
Heavy Vehicle Summary 
All Traffic Data 
Services Inc. 
Clay Carney 
(503) 833-2740 
Hwy 99E & SE River Rd 
Wednesday, December 06, 2006 
3:00 PM to 6:00 PM 
Out 1 
In 9 
In Out 
57 48 
0 39 
9 - f 
• V 
t . 
< -
V 
• i t r * 
1 22 
Out In 
39 23 
Peak Hour Summary 
4:30 PM to 5:30 PM 
6 In 
8 Out 
Heavy Vehicle 15-Minute Interval Summary 
3:00 PM to 6:00 PM 
Interval 
Start 
Time 
Northbound 
Hwy 99E 
Southbound 
Hwy 99E 
Eastbound 
SE River Rd 
Westbound 
SE River Rd Interval 
Total L T Total T R Total L R Total Total 
3:00 PM 0 13 13 10 0 10 1 0 1 0 24 
3:15 PM 0 17 17 14 0 14 1 0 1 0 32 
3:30 PM 1 6 7 10 0 10 1 1 2 0 19 
3:45 PM 1 15 16 12 0 12 0 0 0 0 28 
4:00 PM 1 11 12 6 0 6 2 0 2 0 20 
4:15 PM 0 11 11 8 0 8 4 1 5 0 24 
4:30 PM 1 4 5 10 0 10 4 0 4 0 19 
4:45 PM 0 10 10 11 0 11 3 0 3 0 24 
5:00 PM 0 3 3 9 0 9 1 0 1 0 13 
5:15 PM 0 5 5 9 0 9 1 0 1 0 15 
5:30 PM 1 6 7 10 0 10 2 0 2 0 19 
5:45 PM 0 7 7 6 0 6 1 0 1 0 14 
Total 
Survey 
5 108 113 115 0 115 21 2 23 0 251 
Heavy Vehicle Peak Hour Summary 
4:30 PM to 5:30 PM 
By 
Approach 
Northbound 
Hwy 99E 
Southbound 
Hwy 99E 
Eastbound 
SE River Rd 
Westbound 
SE River Rd Total 
In Out Total In Out Total In Out Total In Out Total 
Volume 23 39 62 39 31 70 9 1 10 0 0 0 71 
PHF 0.14 0.27 0.19 0.00 0.22 
By 
Movement 
Northbound Southbound Eastbound Westbound 
Hwy 99E Hwy 99E SE River Rd SE River Rd Total 
L T Total T R Total L R Total Total 
Volume 1 22 23 39 0 39 9 0 9 0 71 
PHF 0.08 0.14 0.14 0.27 0.00 0.27 0.20 0.00 0.19 0.00 0.22 
Heavy Vehicle Rolling Hour Summary 
3:00 PM to 6:00 PM 
Interval Northbound Southbound Eastbound Westbound 
Start Hwy 99E Hwy 99E SE River Rd SE River Rd Interval 
Time L T Total T R Total L R Total Total Total 
3:00 PM 2 51 53 46 0 46 3 1 4 0 103 
3:15 PM 3 49 52 42 0 42 4 1 5 0 99 
3:30 PM 3 43 46 36 0 36 7 2 9 0 91 
3:45 PM 3 41 44 36 0 36 10 1 11 0 91 
4:00 PM 2 36 38 35 0 35 13 1 14 0 87 
4:15 PM 1 28 29 38 0 38 12 1 13 0 80 
4:30 PM 1 22 23 39 0 39 9 0 9 0 71 
4:45 PM 1 24 25 39 0 39 7 0 7 0 71 
5:00 PM 1 21 22 34 0 34 5 0 5 0 61 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-43 
P e a k H o u r S u m m a r y 
All Traffic Data 
Services Inc. 
Clay Carney 
(503) 833-2740 
Hwy 99E & SE River Rd 
4:30 PM to 5:30 PM 
Wednesday, December 06, 2006 
SE River Rd 
E o» 
o» 
r Bikes 
0 
2067 
1 2066 
1378 
Peds 1 
Bikes 0 
14 
289 
Bikes 0 
276 
in 
•a 0) 
CL 
13 
2079 
s d e P 
Peds 0 
13 1102 
Bikes 
0 
Approach PHF HV% Volume 
EB 0.90 3.1% 289 
W B 0.00 0.0% 0 
NB 0.90 2.1% 1,115 
SB 0.90 1.9% 2,067 
Intersection 0.91 2.0% 3,471 
Count Period: 3:00 PM to 6:00 PM 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-44 
Total Vehicle Summary 
All Traffic Data 
Services Inc. 
Clay Carney 
(503) 833-2740 
SE Lake Rd & SE Oatfield Rd 
Tuesday, December 05, 2006 
3:00 PM to 6:00 PM 
15-Minute Interval Summary 
3:00 PM to 6:00 PM 
In 
266 
Out 
170 
119 132 15 
HV 0.0% 
PHF 0.89 
Out 605 
In 394 
49 
97 
248 
J 
"V 
HV 1.3% 
PHF 0.91 • i t r * 
336 107 9 
14 
4 — 150 
18 
% 8 
.4 .8 0. 0. 
182 In 
121 Out 
Out 
398 
In 
452 
Peak Hour Summary 
4:45 PM to 5:45 PM 
Interval 
Start 
Time 
Northbound 
SE Lake Rd 
Southbound 
SE Lake Rd 
Eastbound 
SE Oatfield Rd 
Westbound 
SE Oatfield Rd Interval 
Total L T R Bikes L T R Bikes L T R Bikes L T R Bikes 
3:00 PM 62 29 2 0 3 31 11 0 14 20 53 0 2 28 1 0 256 
3:15 PM 74 35 5 0 5 54 26 0 19 24 49 0 2 28 6 0 327 
3:30 PM 66 24 5 0 7 53 35 0 7 25 60 0 10 18 1 0 311 
3:45 PM 67 17 6 0 2 45 23 0 10 31 72 0 5 30 3 0 311 
4:00 PM 71 36 8 0 2 32 27 0 10 27 62 0 6 35 5 0 321 
4:15 PM 99 22 7 0 5 38 18 1 9 20 59 0 8 35 2 0 322 
4:30 PM 95 24 4 0 7 27 18 0 9 27 55 0 6 36 2 0 310 
4:45 PM 98 24 2 0 1 27 28 0 11 24 63 0 3 35 2 0 318 
5:00 PM 102 25 2 0 5 25 37 0 5 26 53 0 2 44 5 0 331 
5:15 PM 60 27 4 0 4 42 26 0 19 21 64 0 8 33 2 0 310 
5:30 PM 76 31 1 0 5 38 28 0 14 26 68 0 5 38 5 0 335 
5:45 PM 65 17 0 0 5 25 15 0 15 19 44 0 3 25 1 0 234 
Total 
Survey 
935 311 46 0 51 437 292 1 142 290 702 0 60 385 35 0 3,686 
Pedestrians 
Crosswalk 
North South East West 
0 1 1 0 
2 0 0 0 
8 1 2 0 
3 1 0 0 
2 9 0 12 
0 0 0 1 
0 4 0 0 
0 0 0 0 
0 1 0 0 
0 0 0 0 
1 0 0 0 
0 0 0 1 
16 17 3 14 
Peak Hour Summary 
4:45 PM to 5:45 PM 
By 
Approach 
Northbound 
SE Lake Rd 
Southbound 
SE Lake Rd 
Eastbound 
SE Oatfield Rd 
Westbound 
SE Oatfield Rd Total 
Pedestrians 
Crosswalk 
In Out Total Bikes In Out Total Bikes In Out Total Bikes In Out Total Bikes North South East West 
Volume 452 398 850 0 266 170 436 0 394 605 999 0 182 121 303 0 1,294 1 1 0 0 
%HV 0.4% 1.5% 1.3% 0.0% 0.9% 
PHF 0.88 0.92 0.91 0.89 0.97 
By 
Movement 
Northbound 
SE Lake Rd 
Southbound 
SE Lake Rd 
Eastbound 
SE Oatfield Rd 
Westbound 
SE Oatfield Rd Total 
L T R Total L T R Total L T R Total L T R Total 
Volume 336 107 9 452 15 132 119 266 49 97 248 394 18 150 14 182 1,294 
%HV 0.0% 0.0% 22.2% 0.4% 6.7% 0.0% 2.5% 1.5% 4.1% 0.0% 1.2% 1.3% 0.0% 0.0% 0.0% 0.0% 0.9% 
PHF 0.82 0.86 0.56 0.88 0.75 0.79 0.80 0.92 0.64 0.93 0.91 0.91 0.56 0.85 0.70 0.89 0.97 
Rolling Hour Summary 
3:00 PM to 6:00 PM 
Interval 
Start 
Time 
Northbound 
SE Lake Rd 
Southbound 
SE Lake Rd 
Eastbound 
SE Oatfield Rd 
Westbound 
SE Oatfield Rd Interval 
Total L T R Bikes L T R Bikes L T R Bikes L T R Bikes 
3:00 PM 269 105 18 0 17 183 95 0 50 100 234 0 19 104 11 0 1,205 
3:15 PM 278 112 24 0 16 184 111 0 46 107 243 0 23 111 15 0 1,270 
3:30 PM 303 99 26 0 16 168 103 1 36 103 253 0 29 118 11 0 1,265 
3:45 PM 332 99 25 0 16 142 86 1 38 105 248 0 25 136 12 0 1,264 
4:00 PM 363 106 21 0 15 124 91 1 39 98 239 0 23 141 11 0 1,271 
4:15 PM 394 95 15 0 18 117 101 1 34 97 230 0 19 150 11 0 1,281 
4:30 PM 355 100 12 0 17 121 109 0 44 98 235 0 19 148 11 0 1,269 
4:45 PM 336 107 9 0 15 132 119 0 49 97 248 0 18 150 14 0 1,294 
5:00 PM 303 100 7 0 19 130 106 0 53 92 229 0 18 140 13 0 1,210 
Pedestrians 
Crosswalk 
North South East West 
13 3 3 0 
15 11 2 12 
13 11 2 13 
5 14 0 13 
2 13 0 13 
0 5 0 1 
0 5 0 0 
1 1 0 0 
1 1 0 1 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-45 
Heavy Vehicle Summary 
All Traffic Data 
Services Inc. 
Clay Carney 
(503) 833-2740 
SE Lake Rd & SE Oatfield Rd 
Tuesday, December 05, 2006 
3:00 PM to 6:00 PM 
Heavy Vehicle 15-Minute Interval Summary 
3:00 PM to 6:00 PM 
Out 3 
In 5 
In Out 
57 48 
t . 0 
« - 0 
• i t r * 
6 In 
8 Out 
Out 
3 
Peak Hour Summary 
4:45 PM to 5:45 PM 
3 0 1 
0 3 
0 0 2 
Interval 
Start 
Time 
Northbound 
SE Lake Rd 
Southbound 
SE Lake Rd 
Eastbound 
SE Oatfield Rd 
Westbound 
SE Oatfield Rd Interval 
Total L T R Total L T R Total L T R Total L T R Total 
3:00 PM 2 2 0 4 0 3 0 3 1 1 2 4 0 1 0 1 12 
3:15 PM 1 4 1 6 0 3 0 3 3 0 1 4 0 2 0 2 15 
3:30 PM 3 1 0 4 1 6 2 9 0 0 1 1 1 1 0 2 16 
3:45 PM 2 1 0 3 0 0 0 0 1 1 5 7 1 0 0 1 11 
4:00 PM 1 0 0 1 0 0 0 0 1 1 2 4 0 0 0 0 5 
4:15 PM 0 0 2 2 0 0 1 1 1 1 1 3 1 1 0 2 8 
4:30 PM 1 1 0 2 1 0 0 1 0 0 2 2 2 1 0 3 8 
4:45 PM 0 0 0 0 0 0 1 1 1 0 1 2 0 0 0 0 3 
5:00 PM 0 0 0 0 1 0 0 1 0 0 0 0 0 0 0 0 1 
5:15 PM 0 0 2 2 0 0 1 1 1 0 2 3 0 0 0 0 6 
5:30 PM 0 0 0 0 0 0 1 1 0 0 0 0 0 0 0 0 1 
5:45 PM 0 0 0 0 0 0 0 0 1 0 1 2 0 0 0 0 2 
Total 
Survey 
10 9 5 24 3 12 6 21 10 4 18 32 5 6 0 11 88 
Heavy Vehicle Peak Hour Summary 
4:45 PM to 5:45 PM 
By 
Approach 
Northbound 
SE Lake Rd 
Southbound 
SE Lake Rd 
Eastbound 
SE Oatfield Rd 
Westbound 
SE Oatfield Rd Total 
In Out Total In Out Total In Out Total In Out Total 
Volume 2 3 5 4 2 6 5 3 8 0 3 3 11 
PHF 0.04 0.07 0.09 0.00 0.06 
By 
Movement 
Northbound 
SE Lake Rd 
Southbound 
SE Lake Rd 
Eastbound 
SE Oatfield Rd 
Westbound 
SE Oatfield Rd Total 
L T R Total L T R Total L T R Total L T R Total 
Volume 0 0 2 2 1 0 3 4 2 0 3 5 0 0 0 0 11 
PHF 0.00 0.00 0.25 0.04 0.13 0.00 0.38 0.07 0.13 0.00 0.09 0.09 0.00 0.00 0.00 0.00 0.06 
Heavy Vehicle Rolling Hour Summary 
3:00 PM to 6:00 PM 
Interval 
Start 
Time 
Northbound 
SE Lake Rd 
Southbound 
SE Lake Rd 
Eastbound 
SE Oatfield Rd 
Westbound 
SE Oatfield Rd Interval 
Total L T R Total L T R Total L T R Total L T R Total 
3:00 PM 8 8 1 17 1 12 2 15 5 2 9 16 2 4 0 6 54 
3:15 PM 7 6 1 14 1 9 2 12 5 2 9 16 2 3 0 5 47 
3:30 PM 6 2 2 10 1 6 3 10 3 3 9 15 3 2 0 5 40 
3:45 PM 4 2 2 8 1 0 1 2 3 3 10 16 4 2 0 6 32 
4:00 PM 2 1 2 5 1 0 2 3 3 2 6 11 3 2 0 5 24 
4:15 PM 1 1 2 4 2 0 2 4 2 1 4 7 3 2 0 5 20 
4:30 PM 1 1 2 4 2 0 2 4 2 0 5 7 2 1 0 3 18 
4:45 PM 0 0 2 2 1 0 3 4 2 0 3 5 0 0 0 0 11 
5:00 PM 0 0 2 2 1 0 2 3 2 0 3 5 0 0 0 0 10 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-46 
P e a k H o u r S u m m a r y 
All Traffic Data 
Services Inc. 
Clay Carney 
(503) 833-2740 
SE Lake Rd & SE Oatfield Rd 
4:45 PM to 5:45 PM 
Tuesday, December 05, 2006 
SE Oatfield Rd 
605 
394 
Bikes 0 
•o 
o: 
CD 
•se 
<0 
- J 
Ui 
<0 
49 * 
97 * 
248 
Bikes 
0 
266 
119 132 15 
170 
Peds 1 
Peds 1 
398 
336 107 9 
452 
s d e P 
Bikes 
0 
R 14 
* 150 
18 
Bikes 0 
182 
121 
SE Oatfield Rd 
Approach PHF HV% Volume 
EB 0.91 1.3% 394 
W B 0.89 0.0% 182 
NB 0.88 0.4% 452 
SB 0.92 1.5% 266 
Intersection 0.97 0.9% 1,294 
Count Period: 3:00 PM to 6:00 PM 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-47 
Total Vehicle Summary 
All Traffic Data 
Services Inc. 
Clay Carney 
(503) 833-2740 
Hwy 224 & SE 37th Ave 
Thursday, November 30, 2006 
3:00 PM to 6:00 PM 
15-Minute Interval Summary 
3:00 PM to 6:00 PM 
rn cd 1,838 
co o 
Out 
1,095 
20 1,738 80 
HV 2.0 
PHF 0.E 
Out 121 
In 109 
J 
"V 
120 
« - 6 1 
121 
302 In 
211 Out 
HV 0.0 
PHF 0.70 t I * 
40 956 77 
Out In ^ ^ 
1,895 1,073 P 
^ CM 
.9 .9 3. 0. 
Peak Hour Summary 
4:00 PM to 5:00 PM 
Interval 
Start 
Time 
Northbound 
Hwy 224 
Southbound 
Hwy 224 
Eastbound 
SE 37th Ave 
Westbound 
SE 37th Ave Interval 
Total L T R Bikes L T R Bikes L T R Bikes L T R Bikes 
3:00 PM 10 228 17 0 14 338 1 0 3 10 13 0 29 8 21 0 692 
3:15 PM 5 229 27 0 14 402 4 0 2 11 8 0 28 10 19 0 759 
3:30 PM 8 235 26 0 12 331 0 0 1 20 13 0 45 9 25 0 725 
3:45 PM 7 252 22 0 23 426 2 0 0 13 4 0 27 9 10 0 795 
4:00 PM 12 252 17 0 18 448 7 0 2 25 12 0 25 20 32 0 870 
4:15 PM 13 258 21 0 22 472 4 0 8 8 4 0 31 10 33 0 884 
4:30 PM 8 201 20 0 21 398 4 0 3 13 13 0 35 15 28 0 759 
4:45 PM 7 245 19 0 19 420 5 0 6 8 7 0 30 16 27 0 809 
5:00 PM 5 234 22 0 23 453 1 0 3 12 2 0 31 21 45 0 852 
5:15 PM 11 261 17 0 19 424 6 0 5 10 5 0 29 12 23 0 822 
5:30 PM 9 249 21 0 15 406 3 0 5 3 7 0 36 18 32 0 804 
5:45 PM 9 202 19 0 17 427 2 0 0 11 4 0 21 17 18 0 747 
Total 
Survey 
104 2,846 248 0 217 4,945 39 0 38 144 92 0 367 165 313 0 9,518 
Pedestrians 
Crosswalk 
North South East West 
0 0 0 0 
0 0 0 1 
0 0 0 0 
0 0 2 0 
0 0 0 1 
0 0 0 0 
0 0 0 0 
0 0 1 0 
0 0 0 0 
0 0 0 1 
0 0 0 0 
0 0 0 0 
0 0 3 3 
Peak Hour Summary 
4:00 PM to 5:00 PM 
By 
Approach 
Northbound 
Hwy 224 
Southbound 
Hwy 224 
Eastbound 
SE 37th Ave 
Westbound 
SE 37th Ave Total 
Pedestrians 
Crosswalk 
In Out Total Bikes In Out Total Bikes In Out Total Bikes In Out Total Bikes North South East West 
Volume 1,073 1,895 2,968 0 1,838 1,095 2,933 0 109 121 230 0 302 211 513 0 3,322 0 0 1 1 
%HV 3.9% 3.5% 0.0% 2.0% 3.4% 
PHF 0.92 0.92 0.70 0.97 0.94 
By 
Movement 
Northbound 
Hwy 224 
Southbound 
Hwy 224 
Eastbound 
SE 37th Ave 
Westbound 
SE 37th Ave Total 
L T R Total L T R Total L T R Total L T R Total 
Volume 40 956 77 1,073 80 1,738 20 1,838 19 54 36 109 121 61 120 302 3,322 
%HV 0.0% 4.3% 1.3% 3.9% 1.3% 3.7% 0.0% 3.5% 0.0% 0.0% 0.0% 0.0% 0.8% 1.6% 3.3% 2.0% 3.4% 
PHF 0.77 0.93 0.92 0.92 0.91 0.92 0.71 0.92 0.59 0.54 0.69 0.70 0.86 0.76 0.91 0.97 0.94 
Rolling Hour Summary 
3:00 PM to 6:00 PM 
Interval 
Start 
Time 
Northbound 
Hwy 224 
Southbound 
Hwy 224 
Eastbound 
SE 37th Ave 
Westbound 
SE 37th Ave Interval 
Total L T R Bikes L T R Bikes L T R Bikes L T R Bikes 
3:00 PM 30 944 92 0 63 1,497 7 0 6 54 38 0 129 36 75 0 2,971 
3:15 PM 32 968 92 0 67 1,607 13 0 5 69 37 0 125 48 86 0 3,149 
3:30 PM 40 997 86 0 75 1,677 13 0 11 66 33 0 128 48 100 0 3,274 
3:45 PM 40 963 80 0 84 1,744 17 0 13 59 33 0 118 54 103 0 3,308 
4:00 PM 40 956 77 0 80 1,738 20 0 19 54 36 0 121 61 120 0 3,322 
4:15 PM 33 938 82 0 85 1,743 14 0 20 41 26 0 127 62 133 0 3,304 
4:30 PM 31 941 78 0 82 1,695 16 0 17 43 27 0 125 64 123 0 3,242 
4:45 PM 32 989 79 0 76 1,703 15 0 19 33 21 0 126 67 127 0 3,287 
5:00 PM 34 946 79 0 74 1,710 12 0 13 36 18 0 117 68 118 0 3,225 
Pedestrians 
Crosswalk 
North South East West 
0 0 2 1 
0 0 2 2 
0 0 2 1 
0 0 2 1 
0 0 1 1 
0 0 1 0 
0 0 1 1 
0 0 1 1 
0 0 0 1 
0 
0 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-48 
Heavy Vehicle Summary 
All Traffic Data 
Services Inc. 
Clay Carney 
(503) 833-2740 
Hwy 224 & SE 37th Ave 
Thursday, November 30, 2006 
3:00 PM to 6:00 PM 
Heavy Vehicle 15-Minute Interval Summary 
3:00 PM to 6:00 PM 
Out 1 
In 0 
In Out 
48 52 
• i t r * 
In 
9 Out 
Out In 
65 42 
Peak Hour Summary 
4:00 PM to 5:00 PM 
0 64 1 
14 
0 
0 41 1 
Interval 
Start 
Time 
Northbound 
Hwy 224 
Southbound 
Hwy 224 
Eastbound 
SE 37th Ave 
Westbound 
SE 37th Ave Interval 
Total L T R Total L T R Total L T R Total L T R Total 
3:00 PM 0 12 1 13 3 19 0 22 0 0 0 0 0 0 1 1 36 
3:15 PM 0 21 0 21 2 25 0 27 0 0 0 0 1 0 1 2 50 
3:30 PM 0 16 2 18 3 18 0 21 0 0 1 1 1 0 1 2 42 
3:45 PM 0 14 1 15 3 18 0 21 0 1 0 1 3 0 0 3 40 
4:00 PM 0 8 0 8 1 23 0 24 0 0 0 0 0 0 0 0 32 
4:15 PM 0 12 0 12 0 18 0 18 0 0 0 0 1 0 2 3 33 
4:30 PM 0 11 1 12 0 14 0 14 0 0 0 0 0 1 1 2 28 
4:45 PM 0 10 0 10 0 9 0 9 0 0 0 0 0 0 1 1 20 
5:00 PM 0 11 0 11 1 12 0 13 0 0 0 0 0 0 0 0 24 
5:15 PM 0 12 0 12 0 11 1 12 0 0 0 0 0 0 0 0 24 
5:30 PM 0 5 0 5 0 7 0 7 0 0 0 0 0 0 0 0 12 
5:45 PM 0 6 0 6 0 14 0 14 0 0 0 0 0 0 0 0 20 
Total 
Survey 
0 138 5 143 13 188 1 202 0 1 1 2 6 1 7 14 361 
Heavy Vehicle Peak Hour Summary 
4:00 PM to 5:00 PM 
By 
Approach 
Northbound 
Hwy 224 
Southbound 
Hwy 224 
Eastbound 
SE 37th Ave 
Westbound 
SE 37th Ave Total 
In Out Total In Out Total In Out Total In Out Total 
Volume 42 65 107 65 45 110 0 1 1 6 2 8 113 
PHF 0.19 0.23 0.00 0.21 0.21 
By 
Movement 
Northbound Southbound Eastbound Westbound 
Hwy 224 Hwy 224 SE 37th Ave SE 37th Ave Total 
L T R Total L T R Total L T R Total L T R Total 
Volume 0 41 1 42 1 64 0 65 0 0 0 0 1 1 4 6 113 
PHF 0.00 0.20 0.08 0.19 0.03 0.26 0.00 0.23 0.00 0.00 0.00 0.00 0.05 0.25 0.25 0.21 0.21 
Heavy Vehicle Rolling Hour Summary 
3:00 PM to 6:00 PM 
Interval 
Start 
Time 
Northbound 
Hwy 224 
Southbound 
Hwy 224 
Eastbound 
SE 37th Ave 
Westbound 
SE 37th Ave Interval 
Total L T R Total L T R Total L T R Total L T R Total 
3:00 PM 0 63 4 67 11 80 0 91 0 1 1 2 5 0 3 8 168 
3:15 PM 0 59 3 62 9 84 0 93 0 1 1 2 5 0 2 7 164 
3:30 PM 0 50 3 53 7 77 0 84 0 1 1 2 5 0 3 8 147 
3:45 PM 0 45 2 47 4 73 0 77 0 1 0 1 4 1 3 8 133 
4:00 PM 0 41 1 42 1 64 0 65 0 0 0 0 1 1 4 6 113 
4:15 PM 0 44 1 45 1 53 0 54 0 0 0 0 1 1 4 6 105 
4:30 PM 0 44 1 45 1 46 1 48 0 0 0 0 0 1 2 3 96 
4:45 PM 0 38 0 38 1 39 1 41 0 0 0 0 0 0 1 1 80 
5:00 PM 0 34 0 34 1 44 1 46 0 0 0 0 0 0 0 0 80 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-49 
P e a k H o u r S u m m a r y 
All Traffic Data 
Services Inc. 
Clay Carney 
(503) 833-2740 
Hwy 224 & SE 37th Ave 
4:00 PM to 5:00 PM 
Thursday, November 30, 2006 
•sc 
CM 
CM 
SE 37th Ave 
121 
109 
Bikes 0 
19 
54 
36 
Bikes 
0 
1838 
20 1738 80 
1095 
Peds 0 
s d e P 
Peds 0 
1895 
40 956 77 
1073 
Bikes 
0 
R 120 
61 
121 
Bikes 0 
302 
211 
SE 37th Ave 
2 2 
Approach PHF HV% Volume 
EB 0.70 0.0% 109 
W B 0.97 2.0% 302 
NB 0.92 3.9% 1,073 
SB 0.92 3.5% 1,838 
Intersection 0.94 3.4% 3,322 
Count Period: 3:00 PM to 6:00 PM 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-50 
Total Vehicle Summary 
All Traffic Data 
Services Inc. 
Clay Carney 
(503) 833-2740 
Hwy 224 & SE Freeman Way 
Thursday, November 30, 2006 
3:00 PM to 6:00 PM 
15-Minute Interval Summary 
3:00 PM to 6:00 PM 
^ In Out 
SS cd 1,842 1,121 
^ o 
30 1,772 40 
HV 2.5% 
PHF 0.84 
Out 75 
In 67 
J 
"V 
HV 0.0 
PHF 0.73 • i t r * 
11 1,029 108 
Out In 
2,010 1,148 
68 
« - 3 4 
224 
% 3 
.9 .9 4. 0. 
326 In 
177 Out 
Peak Hour Summary 
3:30 PM to 4:30 PM 
Interval 
Start 
Time 
Northbound 
Hwy 224 
Southbound 
Hwy 224 
Eastbound 
SE Freeman Way 
Westbound 
SE Freeman Way Interval 
Total L T R Bikes L T R Bikes L T R Bikes L T R Bikes 
3:00 PM 1 269 20 0 8 389 7 0 2 2 4 0 41 6 11 0 760 
3:15 PM 2 244 19 0 16 387 7 0 5 7 1 0 33 13 17 0 751 
3:30 PM 0 248 42 0 14 385 2 0 3 10 3 0 55 5 13 0 780 
3:45 PM 3 266 24 0 12 426 11 0 6 13 4 0 38 5 16 0 824 
4:00 PM 3 226 27 0 7 473 10 0 5 5 2 0 68 7 22 0 855 
4:15 PM 5 289 15 0 7 488 7 0 10 1 5 0 63 17 17 0 924 
4:30 PM 10 188 23 0 8 428 13 0 2 4 1 0 54 10 20 0 761 
4:45 PM 2 262 21 0 10 444 8 0 1 5 3 0 46 10 23 0 835 
5:00 PM 4 256 15 0 7 443 7 0 1 3 1 0 69 9 16 0 831 
5:15 PM 13 239 16 0 2 403 12 0 7 3 1 0 63 15 20 0 794 
5:30 PM 4 283 14 0 8 448 7 0 6 0 1 0 57 8 9 0 845 
5:45 PM 2 205 14 0 5 422 10 0 6 2 2 0 40 9 9 0 726 
Total 
Survey 
49 2,975 250 0 104 5,136 101 0 54 55 28 0 627 114 193 0 9,686 
Pedestrians 
Crosswalk 
North South East West 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
Peak Hour Summary 
3:30 PM to 4:30 PM 
By 
Approach 
Northbound 
Hwy 224 
Southbound 
Hwy 224 
Eastbound 
SE Freeman Way 
Westbound 
SE Freeman Way Total 
Pedestrians 
Crosswalk 
In Out Total Bikes In Out Total Bikes In Out Total Bikes In Out Total Bikes North South East West 
Volume 1,148 2,010 3,158 0 1,842 1,121 2,963 0 67 75 142 0 326 177 503 0 3,383 0 0 0 0 
%HV 4.9% 4.5% 0.0% 2.5% 4.3% 
PHF 0.93 0.92 0.73 0.84 0.92 
By 
Movement 
Northbound 
Hwy 224 
Southbound 
Hwy 224 
Eastbound 
SE Freeman Way 
Westbound 
SE Freeman Way Total 
L T R Total L T R Total L T R Total L T R Total 
Volume 11 1,029 108 1,148 40 1,772 30 1,842 24 29 14 67 224 34 68 326 3,383 
%HV 9.1% 5.1% 2.8% 4.9% 2.5% 4.6% 0.0% 4.5% 0.0% 0.0% 0.0% 0.0% 2.2% 0.0% 4.4% 2.5% 4.3% 
PHF 0.55 0.89 0.64 0.93 0.71 0.91 0.68 0.92 0.60 0.56 0.70 0.73 0.82 0.50 0.77 0.84 0.92 
Rolling Hour Summary 
3:00 PM to 6:00 PM 
Interval Northbound Southbound Eastbound Westbound 
Start Hwy 224 Hwy 224 SE Freeman Way SE Freeman Way Interval 
Time L T R Bikes L T R Bikes L T R Bikes L T R Bikes Total 
3:00 PM 6 1,027 105 0 50 1,587 27 0 16 32 12 0 167 29 57 0 3,115 
3:15 PM 8 984 112 0 49 1,671 30 0 19 35 10 0 194 30 68 0 3,210 
3:30 PM 11 1,029 108 0 40 1,772 30 0 24 29 14 0 224 34 68 0 3,383 
3:45 PM 21 969 89 0 34 1,815 41 0 23 23 12 0 223 39 75 0 3,364 
4:00 PM 20 965 86 0 32 1,833 38 0 18 15 11 0 231 44 82 0 3,375 
4:15 PM 21 995 74 0 32 1,803 35 0 14 13 10 0 232 46 76 0 3,351 
4:30 PM 29 945 75 0 27 1,718 40 0 11 15 6 0 232 44 79 0 3,221 
4:45 PM 23 1,040 66 0 27 1,738 34 0 15 11 6 0 235 42 68 0 3,305 
5:00 PM 23 983 59 0 22 1,716 36 0 20 8 5 0 229 41 54 0 3,196 
Pedestrians 
Crosswalk 
North South East West 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 
0 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-51 
Heavy Vehicle Summary 
All Traffic Data 
Services Inc. 
Clay Carney 
(503) 833-2740 
Hwy 224 & SE Freeman Way 
Thursday, November 30, 2006 
3:00 PM to 6:00 PM 
Heavy Vehicle 15-Minute Interval Summary 
3:00 PM to 6:00 PM 
Out 1 
In 0 
In Out 
57 48 
t . 3 
« - 0 
• i t r * 
6 In 
8 Out 
Out 
87 
In 
56 
Peak Hour Summary 
3:30 PM to 4:30 PM 
0 82 1 
5 0 
1 52 3 
Interval Northbound Southbound Eastbound Westbound 
Start Hwy 224 Hwy 224 SE Freeman Way SE Freeman Way Interval 
Time L T R Total L T R Total L T R Total L T R Total Total 
3:00 PM 0 13 0 13 0 29 0 29 0 0 0 0 2 0 3 5 47 
3:15 PM 0 15 2 17 3 24 0 27 0 0 0 0 2 0 4 6 50 
3:30 PM 0 20 1 21 0 20 0 20 0 0 0 0 2 0 1 3 44 
3:45 PM 0 12 0 12 1 18 0 19 0 0 0 0 0 0 2 2 33 
4:00 PM 0 9 1 10 0 23 0 23 0 0 0 0 1 0 0 1 34 
4:15 PM 1 11 1 13 0 21 0 21 0 0 0 0 2 0 0 2 36 
4:30 PM 0 9 2 11 0 13 0 13 0 0 0 0 0 0 2 2 26 
4:45 PM 0 10 0 10 0 9 0 9 0 0 0 0 1 0 0 1 20 
5:00 PM 0 11 1 12 1 9 0 10 0 0 0 0 0 0 0 0 22 
5:15 PM 0 7 0 7 0 12 0 12 0 0 0 0 1 0 1 2 21 
5:30 PM 0 6 0 6 0 6 0 6 0 0 0 0 0 0 0 0 12 
5:45 PM 0 6 0 6 0 8 0 8 0 0 0 0 0 0 0 0 14 
Total 
Survey 
1 129 8 138 5 192 0 197 0 0 0 0 11 0 13 24 359 
Heavy Vehicle Peak Hour Summary 
3:30 PM to 4:30 PM 
By 
Approach 
Northbound Southbound Eastbound Westbound 
Hwy 224 Hwy 224 SE Freeman Way SE Freeman Way Total 
In Out Total In Out Total In Out Total In Out Total 
Volume 56 87 143 83 55 138 0 1 1 8 4 12 147 
PHF 0.27 0.27 0.00 0.14 0.26 
By 
Movement 
Northbound 
Hwy 224 
Southbound 
Hwy 224 
Eastbound 
SE Freeman Way 
Westbound 
SE Freeman Way Total 
L T R Total L T R Total L T R Total L T R Total 
Volume 1 52 3 56 1 82 0 83 0 0 0 0 5 0 3 8 147 
PHF 0.25 0.27 0.19 0.27 0.06 0.28 0.00 0.27 0.00 0.00 0.00 0.00 0.21 0.00 0.09 0.14 0.26 
Heavy Vehicle Rolling Hour Summary 
3:00 PM to 6:00 PM 
Interval 
Start 
Time 
Northbound 
Hwy 224 
Southbound 
Hwy 224 
Eastbound 
SE Freeman Wa y 
Westbound 
SE Freeman Wa y Interval 
Total L T R Total L T R Total L T R Total L T R Total 
3:00 PM 0 60 3 63 4 91 0 95 0 0 0 0 6 0 10 16 174 
3:15 PM 0 56 4 60 4 85 0 89 0 0 0 0 5 0 7 12 161 
3:30 PM 1 52 3 56 1 82 0 83 0 0 0 0 5 0 3 8 147 
3:45 PM 1 41 4 46 1 75 0 76 0 0 0 0 3 0 4 7 129 
4:00 PM 1 39 4 44 0 66 0 66 0 0 0 0 4 0 2 6 116 
4:15 PM 1 41 4 46 1 52 0 53 0 0 0 0 3 0 2 5 104 
4:30 PM 0 37 3 40 1 43 0 44 0 0 0 0 2 0 3 5 89 
4:45 PM 0 34 1 35 1 36 0 37 0 0 0 0 2 0 1 3 75 
5:00 PM 0 30 1 31 1 35 0 36 0 0 0 0 1 0 1 2 69 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-52 
P e a k H o u r S u m m a r y 
All Traffic Data 
• mm • • s i o i o i i o 
Services Inc. 
Clay Carney 
(503) 833-2740 
Hwy 224 & SE Freeman Way 
3:30 PM to 4:30 PM 
Thursday, November 30, 2006 
•sc 
CM 
CM 
SE Freeman Way 
75 
67 
Bikes 0 
24 
29 
14 
Bikes 
0 
1842 
30 1772 40 
1121 
Peds 0 
Peds 0 
2010 
R t 
s d e P 
11 1029 108 
1148 
Bikes 
0 
R 68 
34 
224 
Bikes 0 
326 
177 
SE Freeman Way 
2 2 
r 
Approach PHF HV% Volume 
EB 0.73 0.0% 67 
W B 0.84 2.5% 326 
NB 0.93 4.9% 1,148 
SB 0.92 4.5% 1,842 
Intersection 0.92 4.3% 3,383 
Count Period: 3:00 PM to 6:00 PM 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-53 
Total Vehicle Summary 
All Traffic Data 
Clay Carney 
(503) 833-2740 
Hwy 212 EB Ramps & SE Lake Rd 
Wednesday, October 11, 2006 
4:00 PM to 6:00 PM 
5-Minute Interval Summary 
4:00 PM to 6:00 PM 
S^cn In 
o CO 196 o*i o 
8 188 
HV 3.0% 
PHF 0.83 
Out 447 
In 465 
102 
363 
J 
"V 
120 
4 — 439 
r 
559 In 
551 Out 
HV 4.1% 
PHF 0.82 t r * 
Out 
0 
Peak Hour Summary 
4:55 PM to 5:55 PM 
Interval 
Start 
Time 
Northbound 
Hwy 212 EB Ram ps 
Southbound 
Hwy 212 EB Ram ps 
Eastbound 
SE Lake Rd 
Westbound 
SE Lake Rd Interval 
Total Bikes L R Bikes L T Bikes T R Bikes 
4:00 PM 0 5 1 0 7 29 0 26 8 0 76 
4:05 PM 0 8 1 0 8 30 0 21 7 0 75 
4:10 PM 0 8 0 8 32 0 34 12 0 96 
4:15 PM 0 6 0 10 21 0 43 7 0 87 
4:20 PM 0 13 0 8 20 0 41 6 0 88 
4:25 PM 0 15 1 0 11 25 0 35 4 0 91 
4:30 PM 0 10 0 6 22 1 39 3 0 80 
4:35 PM 0 10 1 0 12 24 0 43 8 0 98 
4:40 PM 0 24 0 10 30 0 33 10 0 107 
4:45 PM 0 10 0 15 40 0 27 18 0 110 
4:50 PM 0 14 0 8 26 0 30 7 0 85 
4:55 PM 0 12 1 0 6 35 0 49 11 0 114 
5:00 PM 0 9 0 8 31 2 29 10 0 87 
5:05 PM 0 15 1 0 5 30 0 40 7 0 98 
5:10 PM 0 11 0 13 28 0 37 6 0 95 
5:15 PM 0 18 0 6 17 1 34 8 0 85 
5:20 PM 0 18 1 0 10 24 0 54 10 0 117 
5:25 PM 0 21 0 6 26 0 52 11 0 116 
5:30 PM 0 17 0 10 31 0 23 17 0 98 
5:35 PM 0 17 0 6 38 0 28 8 0 99 
5:40 PM 0 13 1 0 13 43 0 27 9 0 106 
5:45 PM 0 18 0 8 30 0 31 12 0 99 
5:50 PM 0 19 0 11 30 0 35 11 0 106 
5:55 PM 0 20 1 0 11 29 0 39 8 0 108 
Total 
Survey 
0 331 15 0 216 691 4 850 218 0 2,321 
Pedestrians 
Crosswalk 
North South East West 
0 0 0 0 
1 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
1 0 0 0 
1 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
1 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
1 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
5 0 0 0 
15-Minute Interval Summary 
4:00 PM to 6:00 PM 
Interval 
Start 
Time 
Northbound 
Hwy 212 EB Ram ps 
Southbound 
Hwy 212 EB Ram ps 
Eastbound 
SE Lake Rd 
Westbound 
SE Lake Rd Interval 
Total Bikes L R Bikes L T Bikes T R Bikes 
4:00 PM 0 21 4 0 23 91 0 81 27 0 247 
4:15 PM 0 34 1 0 29 66 0 119 17 0 266 
4:30 PM 0 44 1 0 28 76 1 115 21 0 285 
4:45 PM 0 36 1 0 29 101 0 106 36 0 309 
5:00 PM 0 35 1 0 26 89 2 106 23 0 280 
5:15 PM 0 57 3 0 22 67 1 140 29 0 318 
5:30 PM 0 47 3 0 29 112 0 78 34 0 303 
5:45 PM 0 57 1 0 30 89 0 105 31 0 313 
Total 
Survey 
0 331 15 0 216 691 4 850 218 0 2,321 
Pedestrians 
Crosswalk 
North South East West 
1 0 0 0 
0 0 0 0 
0 0 0 0 
2 0 0 0 
0 0 0 0 
1 0 0 0 
1 0 0 0 
0 0 0 0 
5 0 0 0 
Peak Hour Summary 
4:55 PM to 5:55 PM 
By 
Approach 
Northbound Southbound Eastbound Westbound Pedestrians 
Hwy 212 EB Ram ps Hwy 212 EB Ram ps SE Lake Rd SE Lake Rd Total Crosswalk 
In Out Total Bikes In Out Total Bikes In Out Total Bikes In Out Total Bikes North South East West 
Volume 0 0 0 0 196 222 418 0 465 447 912 3 559 551 1,110 0 1,220 3 0 0 0 
%HV 0.0% 2.0% 4.1% 3.0% 3.3% 
PHF 0.00 0.82 0.82 0.83 0.92 
By 
Movement 
Northbound 
Hwy 212 EB Ram ps 
Southbound 
Hwy 212 EB Ram ps 
Eastbound 
SE Lake Rd 
Westbound 
SE Lake Rd Total 
Total L R Total L T Total T R Total 
Volume 0 188 8 196 102 363 465 439 120 559 1,220 
%HV NA NA NA 0.0% 2.1% NA 0.0% 2.0% 9.8% 2.5% NA 4.1% NA 3.4% 1.7% 3.0% 3.3% 
PHF 0.00 0.82 0.67 0.82 0.80 0.81 0.82 0.78 0.79 0.83 0.92 
Rolling Hour Summary 
4:00 PM to 6:00 PM 
Interval 
Start 
Time 
Northbound 
Hwy 212 EB Ram ps 
Southbound 
Hwy 212 EB Ram ps 
Eastbound 
SE Lake Rd 
Westbound 
SE Lake Rd Interval 
Total Bikes L R Bikes L T Bikes T R Bikes 
4:00 PM 0 135 7 0 109 334 1 421 101 0 1,107 
4:15 PM 0 149 4 0 112 332 3 446 97 0 1,140 
4:30 PM 0 172 6 0 105 333 4 467 109 0 1,192 
4:45 PM 0 175 8 0 106 369 3 430 122 0 1,210 
5:00 PM 0 196 8 0 107 357 3 429 117 0 1,214 
Pedestrians 
Crosswalk 
North South East West 
3 0 0 0 
2 0 0 0 
3 0 0 0 
4 0 0 0 
2 0 0 0 
3 
0 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-54 
Heavy Vehicle Summary 
All Traffic Data 
Clay Carney 
(503) 833-2740 
Hwy 212 EB Ramps & SE Lake Rd 
Wednesday, October 11, 2006 
4:00 PM to 6:00 PM 
Heavy Vehicle 5-Minute Interval Summary 
4:00 PM to 6:00 PM 
Out 15 
In 19 
In Out 
4 12 
0 4 
I W 
t r * 
Out In 
0 0 
Peak Hour Summary 
4:55 PM to 5:55 PM 
17 In 
13 Out 
2 
15 
Interval 
Start 
Time 
Northbound 
Hwy 212 EB Ram ps 
Southbound 
Hwy 212 EB Ram ps 
Eastbound 
SE Lake Rd 
Westbound 
SE Lake Rd Interval 
Total Total L R Total L T Total T R Total 
4:00 PM 0 0 0 0 0 3 3 0 0 0 3 
4:05 PM 0 0 0 0 0 6 6 0 0 0 6 
4:10 PM 0 0 0 0 2 2 4 1 0 1 5 
4:15 PM 0 0 0 0 0 1 1 2 0 2 3 
4:20 PM 0 0 0 0 0 1 1 1 0 1 2 
4:25 PM 0 2 0 2 1 0 1 0 0 0 3 
4:30 PM 0 1 0 1 2 0 2 2 0 2 5 
4:35 PM 0 0 0 0 2 2 4 4 1 5 9 
4:40 PM 0 2 0 2 1 0 1 2 0 2 5 
4:45 PM 0 0 0 0 0 1 1 2 1 3 4 
4:50 PM 0 0 0 0 1 0 1 0 0 0 1 
4:55 PM 0 0 0 0 1 1 2 1 0 1 3 
5:00 PM 0 0 0 0 0 1 1 1 0 1 2 
5:05 PM 0 1 0 1 1 1 2 2 0 2 5 
5:10 PM 0 0 0 0 2 1 3 1 0 1 4 
5:15 PM 0 2 0 2 0 0 0 1 0 1 3 
5:20 PM 0 0 0 0 0 0 0 2 0 2 2 
5:25 PM 0 0 0 0 1 0 1 2 0 2 3 
5:30 PM 0 0 0 0 2 0 2 1 1 2 4 
5:35 PM 0 1 0 1 0 1 1 1 0 1 3 
5:40 PM 0 0 0 0 1 3 4 1 0 1 5 
5:45 PM 0 0 0 0 0 0 0 1 0 1 1 
5:50 PM 0 0 0 0 2 1 3 1 1 2 5 
5:55 PM 0 0 0 0 0 2 2 2 0 2 4 
Total 
Survey 
0 9 0 9 19 27 46 31 4 35 90 
Heavy Vehicle 15-Minute Interval Summary 
4:00 PM to 6:00 PM 
Interval 
Start 
Time 
Northbound 
Hwy 212 EB Ram ps 
Southbound 
Hwy 212 EB Ram ps 
Eastbound 
SE Lake Rd 
Westbound 
SE Lake Rd Interval 
Total Total L R Total L T Total T R Total 
4:00 PM 0 0 0 0 2 11 13 1 0 1 14 
4:15 PM 0 2 0 2 1 2 3 3 0 3 8 
4:30 PM 0 3 0 3 5 2 7 8 1 9 19 
4:45 PM 0 0 0 0 2 2 4 3 1 4 8 
5:00 PM 0 1 0 1 3 3 6 4 0 4 11 
5:15 PM 0 2 0 2 1 0 1 5 0 5 8 
5:30 PM 0 1 0 1 3 4 7 3 1 4 12 
5:45 PM 0 0 0 0 2 3 5 4 1 5 10 
Total 
Survey 
0 9 0 9 19 27 46 31 4 35 90 
Heavy Vehicle Peak Hour Summary 
4:55 PM to 5:55 PM 
By 
Approach 
Northbound Southbound Eastbound Westbound 
Hwy 212 EB Ramps Hwy 212 EB Ramps SE Lake Rd SE Lake Rd Total 
In Out Total In Out Total In Out Total In Out Total 
Volume 0 0 0 4 12 16 19 15 34 17 13 30 40 
PHF 0.00 0.33 0.68 0.71 0.83 
By 
Movement 
Northbound 
Hwy 212 EB Ram ps 
Southbound 
Hwy 212 EB Ram ps 
Eastbound 
SE Lake Rd 
Westbound 
SE Lake Rd Total 
Total L R Total L T Total T R Total 
Volume 0 4 0 4 10 9 19 15 2 17 40 
PHF 0.00 0.33 0.00 0.33 0.83 0.56 0.68 0.75 0.50 0.71 0.83 
Heavy Vehicle Rolling Hour Summary 
4:00 PM to 6:00 PM 
Interval 
Start 
Time 
Northbound 
Hwy 212 EB Ram ps 
Southbound 
Hwy 212 EB Ram ps 
Eastbound 
SE Lake Rd 
Westbound 
SE Lake Rd Interval 
Total Total L R Total L T Total T R Total 
4:00 PM 0 5 0 5 10 17 27 15 2 17 49 
4:15 PM 0 6 0 6 11 9 20 18 2 20 46 
4:30 PM 0 6 0 6 11 7 18 20 2 22 46 
4:45 PM 0 4 0 4 9 9 18 15 2 17 39 
5:00 PM 0 4 0 4 9 10 19 16 2 18 41 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-55 
Peak H o u r S u m m a r y 
All Traffic Data 
H H I B A I l D l O l l 
Clay Carney 
(503) 833-2740 
Hwy 212 EB Ramps & SE Lake Rd 
4:55 PM to 5:55 PM 
Wednesday, October 11, 2006 
SE Lake Rd 
447 
465 
DQ <0 
UJ & 
^ S 
102 
363 
Bikes 3 
Bikes 
0 
196 
8 188 
222 
Peds 3 
•o e 
Q. 
R 120 
439 
Bikes 0 
559 
551 
Peds 0 SE Lake Rd 
Bikes 
0 
Approach PHF HV% Volume 
EB 0.82 4.1% 465 
WB 0.83 3.0% 559 
NB 0.00 0.0% 0 
SB 0.82 2.0% 196 
Intersection 0.92 3.3% 1,220 
Count Period: 4:00 PM to 6:00 PM 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-56 
Total Vehicle Summary 
All Traffic Data 
Clay Carney 
(503) 833-2740 
Out 
191 
0 0 0 
HV 1.9% 
PHF 0.74 
Out 553 
In 523 
24 
499 
0 
• V 
164 
4 — 426 
0 
590 In 
537 Out 
Hwy 212 WB Ramps & SE Lake Rd 
Wednesday, October 11, 2006 
4:00 PM to 6:00 PM 
HV 2.7% 
PHF 0.87 t r* 
127 3 38 8
. 0. 
Out In V H 
F 
H 
0 168 P 
5-Minute Interval Summary 
4:00 PM to 6:00 PM 
Peak Hour Summary 
4:55 PM to 5:55 PM 
Interval 
Start 
Time 
Northbound 
Hwy 212 WB Ram ps 
Southbound 
Hwy 212 WB Ram ps 
Eastbound 
SE Lake Rd 
Westbound 
SE Lake Rd Interval 
Total L T R Bikes L T R Bikes L T R Bikes L T R Bikes 
4:00 PM 9 0 1 0 0 0 0 0 1 42 0 0 0 37 9 0 99 
4:05 PM 7 0 0 0 0 0 0 0 2 47 0 0 0 34 10 0 100 
4:10 PM 3 0 1 0 0 0 0 0 0 31 0 0 0 33 15 0 83 
4:15 PM 7 2 6 0 0 0 0 0 1 33 0 0 0 73 14 0 136 
4:20 PM 10 0 2 0 0 0 0 0 3 46 0 0 0 38 15 0 114 
4:25 PM 9 0 3 0 0 0 0 0 0 22 0 0 0 20 9 1 63 
4:30 PM 5 1 1 0 0 0 0 0 4 38 0 1 0 27 8 0 84 
4:35 PM 11 0 0 0 0 0 0 0 2 33 0 0 0 37 12 0 95 
4:40 PM 7 0 3 0 0 0 0 0 1 46 0 0 0 33 14 0 104 
4:45 PM 7 0 3 0 0 0 0 0 0 39 0 0 0 32 10 0 91 
4:50 PM 7 1 0 0 0 0 0 0 3 34 0 0 0 46 13 0 104 
4:55 PM 9 0 3 0 0 0 0 0 4 49 0 0 0 34 19 0 118 
5:00 PM 12 0 2 0 0 0 0 0 2 38 0 0 0 31 17 0 102 
5:05 PM 7 0 3 0 0 0 0 0 1 36 0 2 0 33 13 0 93 
5:10 PM 8 0 2 0 0 0 0 0 0 44 0 0 0 40 12 0 106 
5:15 PM 4 0 1 0 0 0 0 0 2 33 0 0 0 51 20 0 111 
5:20 PM 11 0 4 0 0 0 0 0 3 44 0 0 0 57 19 0 138 
5:25 PM 15 0 2 0 0 0 0 0 1 43 0 0 0 31 13 0 105 
5:30 PM 11 1 6 0 0 0 0 0 2 29 0 0 0 29 8 0 86 
5:35 PM 5 0 3 0 0 0 0 0 1 49 0 0 0 25 11 0 94 
5:40 PM 18 1 1 0 0 0 0 0 3 52 0 0 0 36 11 0 122 
5:45 PM 9 1 5 0 0 0 0 0 4 42 0 0 0 23 13 0 97 
5:50 PM 18 0 6 0 0 0 0 0 1 40 0 0 0 36 8 0 109 
5:55 PM 17 0 2 0 0 0 0 0 0 51 0 0 0 34 10 0 114 
Total 
Survey 
226 7 60 0 0 0 0 0 41 961 0 3 0 870 303 1 2,468 
Pedestrians 
Crosswalk 
North South East West 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 1 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
1 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
1 1 0 0 
15-Minute Interval Summary 
4:00 PM to 6:00 PM 
Interval 
Start 
Time 
Northbound 
Hwy 212 WB Ram ps 
Southbound 
Hwy 212 WB Ram ps 
Eastbound 
SE Lake Rd 
Westbound 
SE Lake Rd Interval 
Total L T R Bikes L T R Bikes L T R Bikes L T R Bikes 
4:00 PM 19 0 2 0 0 0 0 0 3 120 0 0 0 104 34 0 282 
4:15 PM 26 2 11 0 0 0 0 0 4 101 0 0 0 131 38 1 313 
4:30 PM 23 1 4 0 0 0 0 0 7 117 0 1 0 97 34 0 283 
4:45 PM 23 1 6 0 0 0 0 0 7 122 0 0 0 112 42 0 313 
5:00 PM 27 0 7 0 0 0 0 0 3 118 0 2 0 104 42 0 301 
5:15 PM 30 0 7 0 0 0 0 0 6 120 0 0 0 139 52 0 354 
5:30 PM 34 2 10 0 0 0 0 0 6 130 0 0 0 90 30 0 302 
5:45 PM 44 1 13 0 0 0 0 0 5 133 0 0 0 93 31 0 320 
Total 
Survey 
226 7 60 0 0 0 0 0 41 961 0 3 0 870 303 1 2,468 
Pedestrians 
Crosswalk 
North South East West 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 1 0 0 
0 0 0 0 
1 0 0 0 
0 0 0 0 
1 1 0 0 
Peak Hour Summary 
4:55 PM to 5:55 PM 
By 
Approach 
Northbound 
Hwy 212 WB Ram ps 
Southbound 
Hwy 212 WB Ram ps 
Eastbound 
SE Lake Rd 
Westbound 
SE Lake Rd Total 
In Out Total Bikes In Out Total Bikes In Out Total Bikes In Out Total Bikes 
Volume 168 0 168 0 0 191 191 0 523 553 1,076 2 590 537 1,127 0 1,281 
%HV 8.9% 0.0% 2.7% 1.9% 3.1% 
PHF 0.71 0.00 0.87 0.74 0.90 
By 
Movement 
Northbound 
Hwy 212 WB Ram ps 
Southbound 
Hwy 212 WB Ram ps 
Eastbound 
SE Lake Rd 
Westbound 
SE Lake Rd Total 
L T R Total L T R Total L T R Total L T R Total 
Volume 127 3 38 168 0 0 0 0 24 499 0 523 0 426 164 590 1,281 
%HV 6.3% 0.0% 18.4% 8.9% 0.0% 0.0% 0.0% 0.0% 0.0% 2.8% 0.0% 2.7% 0.0% 1.9% 1.8% 1.9% 3.1% 
PHF 0.71 0.38 0.79 0.71 0.00 0.00 0.00 0.00 0.75 0.87 0.00 0.87 0.00 0.72 0.79 0.74 0.90 
Pedestrians 
Crosswalk 
North South East West 
1 1 0 0 
Rolling Hour Summary 
4:00 PM to 6:00 PM 
Interval 
Start 
Time 
Northbound 
Hwy 212 WB Ram ps 
Southbound 
Hwy 212 WB Ram ps 
Eastbound 
SE Lake Rd 
Westbound 
SE Lake Rd Interval 
Total L T R Bikes L T R Bikes L T R Bikes L T R Bikes 
4:00 PM 91 4 23 0 0 0 0 0 21 460 0 1 0 444 148 1 1,191 
4:15 PM 99 4 28 0 0 0 0 0 21 458 0 3 0 444 156 1 1,210 
4:30 PM 103 2 24 0 0 0 0 0 23 477 0 3 0 452 170 0 1,251 
4:45 PM 114 3 30 0 0 0 0 0 22 490 0 2 0 445 166 0 1,270 
5:00 PM 135 3 37 0 0 0 0 0 20 501 0 2 0 426 155 0 1,277 
Pedestrians 
Crosswalk 
North South East West 
0 0 0 0 
0 1 0 0 
0 1 0 0 
1 1 0 0 
1 1 0 0 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-57 
Heavy Vehicle Summary 
All Traffic Data 
Clay Carney 
(503) 833-2740 
Hwy 212 WB Ramps & SE Lake Rd 
Wednesday, October 11, 2006 
4:00 PM to 6:00 PM 
Heavy Vehicle 5-Minute Interval Summary 
4:00 PM to 6:00 PM 
Out 16 
In 14 
In Out 
0 3 
0 0 0 
I W 
t _ 3 
« - 8 
0 
t r * 
8 0 7 
Out In 
0 15 
Peak Hour Summary 
4:55 PM to 5:55 PM 
11 In 
21 Out 
Interval 
Start 
Time 
Northbound 
Hwy 212 WB Ram ps 
Southbound 
Hwy 212 WB Ram ps 
Eastbound 
SE Lake Rd 
Westbound 
SE Lake Rd Interval 
Total L T R Total L T R Total L T R Total L T R Total 
4:00 PM 0 0 0 0 0 0 0 0 0 4 0 4 0 1 0 1 5 
4:05 PM 0 0 0 0 0 0 0 0 0 6 0 6 0 0 0 0 6 
4:10 PM 0 0 0 0 0 0 0 0 0 3 0 3 0 0 0 0 3 
4:15 PM 1 0 2 3 0 0 0 0 0 0 0 0 0 1 0 1 4 
4:20 PM 0 0 1 1 0 0 0 0 0 0 0 0 0 1 2 3 4 
4:25 PM 1 0 1 2 0 0 0 0 0 2 0 2 0 0 0 0 4 
4:30 PM 0 0 0 0 0 0 0 0 0 1 0 1 0 3 0 3 4 
4:35 PM 0 0 0 0 0 0 0 0 0 2 0 2 0 3 1 4 6 
4:40 PM 2 0 0 2 0 0 0 0 0 4 0 4 0 0 0 0 6 
4:45 PM 0 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 1 
4:50 PM 1 0 0 1 0 0 0 0 0 1 0 1 0 1 1 2 4 
4:55 PM 0 0 2 2 0 0 0 0 0 1 0 1 0 0 0 0 3 
5:00 PM 0 0 0 0 0 0 0 0 0 2 0 2 0 2 0 2 4 
5:05 PM 0 0 0 0 0 0 0 0 0 2 0 2 0 0 0 0 2 
5:10 PM 0 0 1 1 0 0 0 0 0 0 0 0 0 2 1 3 4 
5:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 1 
5:20 PM 1 0 0 1 0 0 0 0 0 1 0 1 0 2 1 3 5 
5:25 PM 2 0 0 2 0 0 0 0 0 1 0 1 0 0 0 0 3 
5:30 PM 1 0 1 2 0 0 0 0 0 1 0 1 0 1 0 1 4 
5:35 PM 3 0 2 5 0 0 0 0 0 5 0 5 0 0 0 0 10 
5:40 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 
5:45 PM 1 0 1 2 0 0 0 0 0 1 0 1 0 1 0 1 4 
5:50 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 
5:55 PM 0 0 0 0 0 0 0 0 0 1 0 1 0 1 0 1 2 
Total 
Survey 
13 0 12 25 0 0 0 0 0 38 0 38 0 19 7 26 89 
Heavy Vehicle 15-Minute Interval Summary 
4:00 PM to 6:00 PM 
Interval 
Start 
Time 
Northbound 
Hwy 212 WB Ram ps 
Southbound 
Hwy 212 WB Ram ps 
Eastbound 
SE Lake Rd 
Westbound 
SE Lake Rd Interval 
Total L T R Total L T R Total L T R Total L T R Total 
4:00 PM 0 0 0 0 0 0 0 0 0 13 0 13 0 1 0 1 14 
4:15 PM 2 0 4 6 0 0 0 0 0 2 0 2 0 2 2 4 12 
4:30 PM 2 0 0 2 0 0 0 0 0 7 0 7 0 6 1 7 16 
4:45 PM 1 0 3 4 0 0 0 0 0 2 0 2 0 1 1 2 8 
5:00 PM 0 0 1 1 0 0 0 0 0 4 0 4 0 4 1 5 10 
5:15 PM 3 0 0 3 0 0 0 0 0 2 0 2 0 2 2 4 9 
5:30 PM 4 0 3 7 0 0 0 0 0 6 0 6 0 1 0 1 14 
5:45 PM 1 0 1 2 0 0 0 0 0 2 0 2 0 2 0 2 6 
Total 
Survey 
13 0 12 25 0 0 0 0 0 38 0 38 0 19 7 26 89 
Heavy Vehicle Peak Hour Summary 
4:55 PM to 5:55 PM 
By 
Approach 
Northbound Southbound Eastbound Westbound 
Hwy 212 WB Ramps Hwy 212 WB Ramps SE Lake Rd SE Lake Rd Total 
In Out Total In Out Total In Out Total In Out Total 
Volume 15 0 15 0 3 3 14 16 30 11 21 32 40 
PHF 0.42 0.00 0.50 0.39 0.59 
By 
Movement 
Northbound 
Hwy 212 WB Ram ps 
Southbound 
Hwy 212 WB Ram ps 
Eastbound 
SE Lake Rd 
Westbound 
SE Lake Rd Total 
L T R Total L T R Total L T R Total L T R Total 
Volume 8 0 7 15 0 0 0 0 0 14 0 14 0 8 3 11 40 
PHF 0.33 0.00 0.58 0.42 0.00 0.00 0.00 0.00 0.00 0.50 0.00 0.50 0.00 0.50 0.25 0.39 0.59 
Heavy Vehicle Rolling Hour Summary 
4:00 PM to 6:00 PM 
Interval 
Start 
Time 
Northbound 
Hwy 212 WB Ram ps 
Southbound 
Hwy 212 WB Ram ps 
Eastbound 
SE Lake Rd 
Westbound 
SE Lake Rd Interval 
Total L T R Total L T R Total L T R Total L T R Total 
4:00 PM 5 0 7 12 0 0 0 0 0 24 0 24 0 10 4 14 50 
4:15 PM 5 0 8 13 0 0 0 0 0 15 0 15 0 13 5 18 46 
4:30 PM 6 0 4 10 0 0 0 0 0 15 0 15 0 13 5 18 43 
4:45 PM 8 0 7 15 0 0 0 0 0 14 0 14 0 8 4 12 41 
5:00 PM 8 0 5 13 0 0 0 0 0 14 0 14 0 9 3 12 39 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-58 
Peak Hour Summary 
All Traffic Data 
H H I B A I l D l O l l 
Clay Carney 
(503) 833-2740 
Hwy 212 WB Ramps & SE Lake Rd 
4:55 PM to 5:55 PM 
Wednesday, October 11, 2006 
SE Lake Rd 
DQ <0 
2 a 1R 2 Bikes 
0 • 191 
Peds 1 
Peds 1 
• 
127 38 
168 
Bikes 
0 
£ 
2 
S (Q 
a: Q: 
SE Lake Rd 
Approach PHF HV% Volume 
EB 0.87 2.7% 523 
WB 0.74 1.9% 590 
NB 0.71 8.9% 168 
SB 0.00 0.0% 0 
Intersection 0.90 3.1% 1,281 
Count Period: 4:00 PM to 6:00 PM 
3 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-59 
Total Vehicle Summary ^  In Out 
All Traffic Data 
Services Inc. 
Clay Carney 
(503) 833-2740 
Hwy 224 & SE Rusk Rd 
Thursday, November 30, 2006 
3:00 PM to 6:00 PM 
15-Minute Interval Summary 
3:00 PM to 6:00 PM 
In Out 
2,082 1,155 
87 1,960 35 
HV 2.5% 
PHF 0.84 
Out 199 
In 145 
70 
N 
36 
31 0 1 4 — 58 
44 r 2 8 
326 In 
177 Out 
HV 4.8 
PHF 0.91 • i t r * 
54 1,049 15 
% 3 
.8 .9 4. 0. 
Out In 
2,032 1,118 P 
Peak Hour Summary 
4:00 PM to 5:00 PM 
Interval 
Start 
Time 
Northbound 
Hwy 224 
Southbound 
Hwy 224 
Eastbound 
SE Rusk Rd 
Westbound 
SE Rusk Rd Interval 
Total L T R Bikes L T R Bikes L T R Bikes L T R Bikes 
3:00 PM 16 283 3 0 3 403 12 0 17 1 12 0 0 14 3 0 767 
3:15 PM 14 266 5 0 5 403 20 0 15 3 10 0 5 8 1 0 755 
3:30 PM 19 267 2 0 2 403 22 0 21 4 22 1 7 17 5 0 791 
3:45 PM 12 294 0 0 2 471 19 0 15 10 29 0 6 9 3 0 870 
4:00 PM 13 262 2 0 5 516 20 0 20 6 13 0 10 14 12 0 893 
4:15 PM 10 285 4 0 10 512 16 0 14 7 10 0 6 11 6 0 891 
4:30 PM 13 223 5 0 12 447 22 0 19 9 12 0 9 19 9 1 799 
4:45 PM 18 279 4 0 8 485 29 0 17 9 9 0 3 14 9 0 884 
5:00 PM 18 249 6 0 2 459 22 0 23 8 16 0 5 16 9 0 833 
5:15 PM 13 310 4 0 3 484 15 0 13 6 15 0 6 6 5 0 880 
5:30 PM 11 263 0 0 4 436 22 0 16 4 6 0 4 11 7 0 784 
5:45 PM 9 219 1 0 1 452 21 0 11 4 5 0 6 4 5 0 738 
Total 
Survey 
166 3,200 36 0 57 5,471 240 0 201 71 159 1 67 143 74 1 9,885 
Pedestrians 
Crosswalk 
North South East West 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 1 0 
0 0 0 0 
0 0 0 0 
0 0 1 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 2 0 
Peak Hour Summary 
4:00 PM to 5:00 PM 
By 
Approach 
Northbound 
Hwy 224 
Southbound 
Hwy 224 
Eastbound 
SE Rusk Rd 
Westbound 
SE Rusk Rd Total 
Pedestrians 
Crosswalk 
In Out Total Bikes In Out Total Bikes In Out Total Bikes In Out Total Bikes North South East West 
Volume 1,118 2,032 3,150 0 2,082 1,155 3,237 0 145 199 344 0 122 81 203 1 3,467 0 0 1 0 
%HV 4.8% 3.7% 4.8% 1.6% 4.0% 
PHF 0.93 0.96 0.91 0.82 0.97 
By 
Movement 
Northbound 
Hwy 224 
Southbound 
Hwy 224 
Eastbound 
SE Rusk Rd 
Westbound 
SE Rusk Rd Total 
L T R Total L T R Total L T R Total L T R Total 
Volume 54 1,049 15 1,118 35 1,960 87 2,082 70 31 44 145 28 58 36 122 3,467 
%HV 3.7% 4.8% 13.3% 4.8% 2.9% 3.8% 1.1% 3.7% 0.0% 6.5% 11.4% 4.8% 3.6% 1.7% 0.0% 1.6% 4.0% 
PHF 0.75 0.92 0.75 0.93 0.73 0.95 0.75 0.96 0.88 0.86 0.85 0.91 0.70 0.76 0.75 0.82 0.97 
Rolling Hour Summary 
3:00 PM to 6:00 PM 
Interval 
Start 
Time 
Northbound 
Hwy 224 
Southbound 
Hwy 224 
Eastbound 
SE Rusk Rd 
Westbound 
SE Rusk Rd Interval 
Total L T R Bikes L T R Bikes L T R Bikes L T R Bikes 
3:00 PM 61 1,110 10 0 12 1,680 73 0 68 18 73 1 18 48 12 0 3,183 
3:15 PM 58 1,089 9 0 14 1,793 81 0 71 23 74 1 28 48 21 0 3,309 
3:30 PM 54 1,108 8 0 19 1,902 77 0 70 27 74 1 29 51 26 0 3,445 
3:45 PM 48 1,064 11 0 29 1,946 77 0 68 32 64 0 31 53 30 1 3,453 
4:00 PM 54 1,049 15 0 35 1,960 87 0 70 31 44 0 28 58 36 1 3,467 
4:15 PM 59 1,036 19 0 32 1,903 89 0 73 33 47 0 23 60 33 1 3,407 
4:30 PM 62 1,061 19 0 25 1,875 88 0 72 32 52 0 23 55 32 1 3,396 
4:45 PM 60 1,101 14 0 17 1,864 88 0 69 27 46 0 18 47 30 0 3,381 
5:00 PM 51 1,041 11 0 10 1,831 80 0 63 22 42 0 21 37 26 0 3,235 
Pedestrians 
Crosswalk 
North South East West 
0 0 1 0 
0 0 1 0 
0 0 1 0 
0 0 2 0 
0 0 1 0 
0 0 1 0 
0 0 1 0 
0 0 0 0 
0 0 0 0 
0 
0 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-60 
Heavy Vehicle Summary 
All Traffic Data 
Services Inc. 
Clay Carney 
(503) 833-2740 
Hwy 224 & SE Rusk Rd 
Thursday, November 30, 2006 
3:00 PM to 6:00 PM 
Heavy Vehicle 15-Minute Interval Summary 
3:00 PM to 6:00 PM 
Out 4 
In 7 
In Out 
48 52 
• i t r * 
14 In 
9 Out 
Out In 
80 54 
Peak Hour Summary 
4:00 PM to 5:00 PM 
1 74 1 
5 
5 
2 50 2 
Interval 
Start 
Time 
Northbound 
Hwy 224 
Southbound 
Hwy 224 
Eastbound 
SE Rusk Rd 
Westbound 
SE Rusk Rd Interval 
Total L T R Total L T R Total L T R Total L T R Total 
3:00 PM 2 15 0 17 0 33 0 33 0 0 0 0 0 0 0 0 50 
3:15 PM 0 20 0 20 1 23 0 24 1 0 1 2 3 0 0 3 49 
3:30 PM 0 14 0 14 0 26 0 26 0 1 0 1 1 0 0 1 42 
3:45 PM 0 16 0 16 0 17 0 17 0 0 2 2 1 0 0 1 36 
4:00 PM 0 12 0 12 0 21 1 22 0 0 1 1 0 0 0 0 35 
4:15 PM 1 18 2 21 0 21 0 21 0 1 2 3 0 0 0 0 45 
4:30 PM 1 11 0 12 1 16 0 17 0 0 2 2 1 1 0 2 33 
4:45 PM 0 9 0 9 0 16 0 16 0 1 0 1 0 0 0 0 26 
5:00 PM 0 10 1 11 0 8 0 8 0 0 0 0 0 0 0 0 19 
5:15 PM 0 8 1 9 0 13 0 13 0 0 0 0 1 0 0 1 23 
5:30 PM 0 9 0 9 0 10 0 10 0 0 0 0 0 0 0 0 19 
5:45 PM 0 8 1 9 0 8 0 8 0 0 0 0 1 0 0 1 18 
Total 
Survey 
4 150 5 159 2 212 1 215 1 3 8 12 8 1 0 9 395 
Heavy Vehicle Peak Hour Summary 
4:00 PM to 5:00 PM 
By 
Approach 
Northbound 
Hwy 224 
Southbound 
Hwy 224 
Eastbound 
SE Rusk Rd 
Westbound 
SE Rusk Rd Total 
In Out Total In Out Total In Out Total In Out Total 
Volume 54 80 134 76 50 126 7 4 11 2 5 7 139 
PHF 0.26 0.23 0.29 0.10 0.25 
By 
Movement 
Northbound Southbound Eastbound Westbound 
Hwy 224 Hwy 224 SE Rusk Rd SE Rusk Rd Total 
L T R Total L T R Total L T R Total L T R Total 
Volume 2 50 2 54 1 74 1 76 0 2 5 7 1 1 0 2 139 
PHF 0.25 0.25 0.25 0.26 0.25 0.23 0.25 0.23 0.00 0.25 0.25 0.29 0.05 0.25 0.00 0.10 0.25 
Heavy Vehicle Rolling Hour Summary 
3:00 PM to 6:00 PM 
Interval 
Start 
Time 
Northbound 
Hwy 224 
Southbound 
Hwy 224 
Eastbound 
SE Rusk Rd 
Westbound 
SE Rusk Rd Interval 
Total L T R Total L T R Total L T R Total L T R Total 
3:00 PM 2 65 0 67 1 99 0 100 1 1 3 5 5 0 0 5 177 
3:15 PM 0 62 0 62 1 87 1 89 1 1 4 6 5 0 0 5 162 
3:30 PM 1 60 2 63 0 85 1 86 0 2 5 7 2 0 0 2 158 
3:45 PM 2 57 2 61 1 75 1 77 0 1 7 8 2 1 0 3 149 
4:00 PM 2 50 2 54 1 74 1 76 0 2 5 7 1 1 0 2 139 
4:15 PM 2 48 3 53 1 61 0 62 0 2 4 6 1 1 0 2 123 
4:30 PM 1 38 2 41 1 53 0 54 0 1 2 3 2 1 0 3 101 
4:45 PM 0 36 2 38 0 47 0 47 0 1 0 1 1 0 0 1 87 
5:00 PM 0 35 3 38 0 39 0 39 0 0 0 0 2 0 0 2 79 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-61 
P e a k H o u r S u m m a r y 
All Traffic Data 
Services Inc. 
Clay Carney 
(503) 833-2740 
Hwy 224 & SE Rusk Rd 
4:00 PM to 5:00 PM 
Thursday, November 30, 2006 
•sc 
CM 
CM 
SE Rusk Rd 
Bikes 
0 
2082 
87 1960 35 
199 
145 
Bikes 0 
70 
31 
44 
1155 
Peds 0 
s d e P 
Peds 0 
2032 
54 1049 15 
1118 
Bikes 
0 
R 36 
58 
28 
Bikes 1 
122 
81 
SE Rusk Rd 
2 2 
r 
Approach PHF HV% Volume 
EB 0.91 4.8% 145 
W B 0.82 1.6% 122 
NB 0.93 4.8% 1,118 
SB 0.96 3.7% 2,082 
Intersection 0.97 4.0% 3,467 
Count Period: 3:00 PM to 6:00 PM 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-62 
Total Vehicle Summary 
All Traffic Data 
S e r v i c e s I n c . 
Clay Carney 
(503) 833-2740 
In Out % 
.9 8 
.8 275 356 2. 0. 
V F 11 174 90 
H H 
HV 
PHF 
3.2% 
0.80 
Out 666 
In 770 
19 ^ 
N 
122 
626 11 2 4 — 551 
125 ^ 160 
833 In 
844 Out 
SE Linwood Ave & SE Johnson Creek Blvd 
Tuesday, December 05, 2006 
3:00 PM to 6:00 PM 
HV 4.7% 
PHF 0.90 • i t r * 
104 215 128 
Out 
459 
In 
447 P 
15-Minute Interval Summary 
3:00 PM to 6:00 PM 
Peak Hour Summary 
4:30 PM to 5:30 PM 
Interval Northbound Southbound Eastbound Westbound 
Start SE Linwood Ave SE Linwood Ave SE Johnson Creek Blvd SE Johnson Creek Blvd Interval 
Time L T R Bikes L T R Bikes L T R Bikes L T R Bikes Total 
3:00 PM 28 26 24 0 15 19 4 0 6 145 22 0 32 135 0 0 456 
3:15 PM 24 30 28 0 18 29 3 0 5 149 19 0 27 113 0 0 445 
3:30 PM 15 32 21 0 27 38 3 1 4 160 31 0 33 129 0 0 493 
3:45 PM 26 46 33 0 20 39 3 0 7 150 22 0 25 139 0 0 510 
4:00 PM 30 46 39 0 15 39 1 0 4 135 29 0 29 133 0 0 500 
4:15 PM 19 42 45 1 16 30 4 0 4 175 22 0 38 126 40 0 561 
4:30 PM 29 61 36 0 25 47 6 0 7 135 36 0 59 162 38 0 641 
4:45 PM 26 51 35 1 22 38 1 0 2 179 33 1 30 135 35 0 587 
5:00 PM 26 54 33 0 22 43 3 0 7 166 26 1 29 107 16 0 532 
5:15 PM 23 49 24 0 21 46 1 0 3 146 30 0 42 147 33 0 565 
5:30 PM 15 46 39 0 13 45 2 0 2 145 21 0 35 133 23 0 519 
5:45 PM 15 28 24 0 24 27 4 0 3 136 24 0 47 120 20 0 472 
Total 
Survey 
276 511 381 2 238 440 35 1 54 1,821 315 2 426 1,579 205 0 6,281 
Pedestrians 
Crosswalk 
North South East West 
0 1 1 2 
0 2 0 2 
0 2 0 2 
0 2 0 4 
0 3 0 2 
0 3 0 2 
0 1 1 3 
1 3 0 2 
0 2 1 2 
0 1 0 4 
1 0 0 0 
0 0 0 0 
2 20 3 25 
Peak Hour Summary 
4:30 PM to 5:30 PM 
By 
Approach 
Northbound 
SE Linwood Ave 
Southbound 
SE Linwood Ave 
Eastbound 
SE Johnson Creek Blvd 
Westbound 
SE Johnson Creek Blvd Total 
Pedestrians 
Crosswalk 
In Out Total Bikes In Out Total Bikes In Out Total Bikes In Out Total Bikes North South East West 
Volume 447 459 906 1 275 356 631 0 770 666 1,436 2 833 844 1,677 0 2,325 1 7 2 11 
%HV 1.3% 2.9% 4.7% 3.2% 3.3% 
PHF 0.89 0.88 0.90 0.80 0.91 
By 
Movement 
Northbound Southbound Eastbound Westbound 
SE Linwood Ave SE Linwood Ave SE Johnson Creek Blvd SE Johnson Creek Blvd Total 
L T R Total L T R Total L T R Total L T R Total 
Volume 104 215 128 447 90 174 11 275 19 626 125 770 160 551 122 833 2,325 
%HV 1.9% 1.4% 0.8% 1.3% 5.6% 1.1% 9.1% 2.9% 5.3% 5.0% 3.2% 4.7% 2.5% 3.8% 1.6% 3.2% 3.3% 
PHF 0.90 0.88 0.89 0.89 0.90 0.93 0.46 0.88 0.68 0.87 0.87 0.90 0.68 0.85 0.80 0.80 0.91 
Rolling Hour Summary 
3:00 PM to 6:00 PM 
Interval Northbound Southbound Eastbound Westbound 
Start SE Linwood Ave SE Linwood Ave SE Johnson Creek Blvd SE Johnson Creek Blvd Interval 
Time L T R Bikes L T R Bikes L T R Bikes L T R Bikes Total 
3:00 PM 93 134 106 0 80 125 13 1 22 604 94 0 117 516 0 0 1,904 
3:15 PM 95 154 121 0 80 145 10 1 20 594 101 0 114 514 0 0 1,948 
3:30 PM 90 166 138 1 78 146 11 1 19 620 104 0 125 527 40 0 2,064 
3:45 PM 104 195 153 1 76 155 14 0 22 595 109 0 151 560 78 0 2,212 
4:00 PM 104 200 155 2 78 154 12 0 17 624 120 1 156 556 113 0 2,289 
4:15 PM 100 208 149 2 85 158 14 0 20 655 117 2 156 530 129 0 2,321 
4:30 PM 104 215 128 1 90 174 11 0 19 626 125 2 160 551 122 0 2,325 
4:45 PM 90 200 131 1 78 172 7 0 14 636 110 2 136 522 107 0 2,203 
5:00 PM 79 177 120 0 80 161 10 0 15 593 101 1 153 507 92 0 2,088 
Pedestrians 
Crosswalk 
North South East West 
0 7 1 10 
0 9 0 10 
0 10 0 10 
0 9 1 11 
1 10 1 9 
1 9 2 9 
1 7 2 11 
2 6 1 8 
1 3 1 6 
7 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-63 
Heavy Vehicle Summary 
All Traffic Data 
Services Inc. 
Clay Carney 
(503) 833-2740 
Out 24 
In 36 
SE Linwood Ave & SE Johnson Creek Blvd 
Tuesday, December 05, 2006 
3:00 PM to 6:00 PM 
Heavy Vehicle 15-Minute Interval Summary 
3:00 PM to 6:00 PM 
1 2 5 
J 
•V 
t . 2 
« - 2 1 
4 
• i t r * 
2 3 1 
Out In 
10 6 
Peak Hour Summary 
4:30 PM to 5:30 PM 
27 In 
37 Out 
Interval Northbound Southbound Eastbound Westbound 
Start SE Linwood Ave SE Linwood Ave SE Johnson Creek Blvd SE Johnson Creek Blvd Interval 
Time L T R Total L T R Total L T R Total L T R Total Total 
3:00 PM 3 0 0 3 1 1 0 2 2 8 1 11 3 9 0 12 28 
3:15 PM 3 1 2 6 0 1 0 1 0 14 2 16 0 7 0 7 30 
3:30 PM 0 2 1 3 0 0 0 0 0 11 1 12 2 6 0 8 23 
3:45 PM 0 1 1 2 0 1 0 1 0 11 1 12 1 4 0 5 20 
4:00 PM 1 2 2 5 0 2 0 2 0 8 0 8 1 7 0 8 23 
4:15 PM 1 0 4 5 0 0 0 0 0 9 0 9 1 10 3 14 28 
4:30 PM 1 1 0 2 1 2 1 4 0 10 1 11 2 9 0 11 28 
4:45 PM 0 0 1 1 1 0 0 1 1 8 1 10 0 6 0 6 18 
5:00 PM 1 1 0 2 1 0 0 1 0 9 1 10 1 2 0 3 16 
5:15 PM 0 1 0 1 2 0 0 2 0 4 1 5 1 4 2 7 15 
5:30 PM 1 2 0 3 0 0 0 0 0 3 0 3 1 1 0 2 8 
5:45 PM 0 0 0 0 0 0 0 0 0 3 1 4 2 1 0 3 7 
Total 
Survey 
11 11 11 33 6 7 1 14 3 98 10 111 15 66 5 86 244 
Heavy Vehicle Peak Hour Summary 
4:30 PM to 5:30 PM 
By 
Approach 
Northbound 
SE Linwood Ave 
Southbound 
SE Linwood Ave 
Eastbound 
SE Johnson Creek Blvd 
Westbound 
SE Johnson Creek Blvd Total 
In Out Total In Out Total In Out Total In Out Total 
Volume 6 10 16 8 6 14 36 24 60 27 37 64 77 
PHF 0.13 0.33 0.23 0.20 0.24 
By 
Movement 
Northbound 
SE Linwood Ave 
Southbound 
SE Linwood Ave 
Eastbound 
SE Johnson Creek Blvd 
Westbound 
SE Johnson Creek Blvd Total 
L T R Total L T R Total L T R Total L T R Total 
Volume 2 3 1 6 5 2 1 8 1 31 4 36 4 21 2 27 77 
PHF 0.08 0.15 0.04 0.13 0.31 0.13 0.25 0.33 0.13 0.22 0.25 0.23 0.20 0.20 0.17 0.20 0.24 
Heavy Vehicle Rolling Hour Summary 
3:00 PM to 6:00 PM 
Interval Northbound Southbound Eastbound Westbound 
Start SE Linwood Ave SE Linwood Ave SE Johnson Creek Blvd SE Johnson Creek Blvd Interval 
Time L T R Total L T R Total L T R Total L T R Total Total 
3:00 PM 6 4 4 14 1 3 0 4 2 44 5 51 6 26 0 32 101 
3:15 PM 4 6 6 16 0 4 0 4 0 44 4 48 4 24 0 28 96 
3:30 PM 2 5 8 15 0 3 0 3 0 39 2 41 5 27 3 35 94 
3:45 PM 3 4 7 14 1 5 1 7 0 38 2 40 5 30 3 38 99 
4:00 PM 3 3 7 13 2 4 1 7 1 35 2 38 4 32 3 39 97 
4:15 PM 3 2 5 10 3 2 1 6 1 36 3 40 4 27 3 34 90 
4:30 PM 2 3 1 6 5 2 1 8 1 31 4 36 4 21 2 27 77 
4:45 PM 2 4 1 7 4 0 0 4 1 24 3 28 3 13 2 18 57 
5:00 PM 2 4 0 6 3 0 0 3 0 19 3 22 5 8 2 15 46 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-64 
P e a k H o u r S u m m a r y 
All Traffic Data 
• mm • • s i o i o i i o 
Services Inc. 
Clay Carney 
(503) 833-2740 
SE Linwood Ave & SE Johnson Creek Blvd 
4:30 PM to 5:30 PM 
Tuesday, December 05, 2006 
2 
•O 
0 
1 
c 
UJ 
<0 
SE Johnson Creek 
Blvd 
666 
770 
Bikes 2 
19 
626 
125 
Bikes 
0 
275 
11 174 90 
356 
Peds 1 
Peds 7 
459 
R t 
104 215 128 
447 
s d e P 
Bikes 
1 
R 122 
551 
160 
Bikes 0 
833 
844 
SE Johnson Creek 
Blvd 
Approach PHF HV% Volume 
EB 0.90 4.7% 770 
W B 0.80 3.2% 833 
NB 0.89 1.3% 447 
SB 0.88 2.9% 275 
Intersection 0.91 3.3% 2,325 
Count Period: 3:00 PM to 6:00 PM 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-65 
Total Vehicle Summary ^  In Out 
All Traffic Data 
Services Inc. 
Clay Carney 
(503) 833-2740 
SE Linwood Ave & SE King Rd 
Tuesday, December 05, 2006 
3:00 PM to 6:00 PM 
15-Minute Interval Summary 
3:00 PM to 6:00 PM 
In Out % 
.0 4 
.8 404 478 4. 0. 
V F 77 267 60 
H H 
HV 2.5% 
PHF 0.84 
Out 479 
In 670 
153 ^ 
N 
44 
452 5 6 4 — 317 
65 ^ 204 
326 In 
177 Out 
HV 2.2 
PHF 0.92 t f .5% 3 .9 
85 281 93 3
. 0. 
Out In V H 
F 
H 
536 459 P 
Peak Hour Summary 
3:45 PM to 4:45 PM 
Interval 
Start 
Time 
Northbound 
SE Linwood Ave 
Southbound 
SE Linwood Ave 
Eastbound 
SE King Rd 
Westbound 
SE King Rd Interval 
Total L T R Bikes L T R Bikes L T R Bikes L T R Bikes 
3:00 PM 15 54 19 1 17 52 15 0 24 71 15 0 53 76 6 0 417 
3:15 PM 16 53 25 1 9 58 13 0 28 94 15 0 59 77 12 0 459 
3:30 PM 33 39 24 0 10 59 15 1 14 112 17 0 50 74 9 0 456 
3:45 PM 29 73 22 0 11 64 17 0 41 117 24 0 57 80 15 0 550 
4:00 PM 24 68 27 0 16 57 16 1 36 110 10 1 62 69 11 0 506 
4:15 PM 15 67 18 0 19 64 20 0 37 114 13 0 50 77 8 0 502 
4:30 PM 17 73 26 0 14 82 24 0 39 111 18 0 35 91 10 0 540 
4:45 PM 29 69 34 0 19 66 22 0 41 108 14 0 34 81 19 0 536 
5:00 PM 32 61 20 0 11 71 12 2 34 114 17 0 35 74 13 0 494 
5:15 PM 27 68 29 1 15 60 24 0 26 116 10 0 28 81 12 0 496 
5:30 PM 31 64 23 0 20 55 23 0 30 98 20 0 44 73 11 1 492 
5:45 PM 19 41 10 0 6 55 21 0 25 94 16 0 23 68 16 0 394 
Total 
Survey 
287 730 277 3 167 743 222 4 375 1,259 189 1 530 921 142 1 5,842 
Pedestrians 
Crosswalk 
North South East West 
0 1 0 4 
0 0 1 0 
0 1 0 3 
0 4 2 2 
1 6 2 2 
1 1 0 0 
2 1 2 1 
0 0 0 5 
0 0 1 1 
3 4 3 1 
3 0 1 3 
0 1 0 1 
10 19 12 23 
Peak Hour Summary 
3:45 PM to 4:45 PM 
By 
Approach 
Northbound Southbound Eastbound Westbound Pedestrians 
SE Linwood Ave SE Linwood Ave SE King Rd SE King Rd Total Crosswalk 
In Out Total Bikes In Out Total Bikes In Out Total Bikes In Out Total Bikes North South East West 
Volume 459 536 995 0 404 478 882 1 670 479 1,149 1 565 605 1,170 0 2,098 4 12 6 5 
%HV 3.5% 4.0% 2.2% 2.8% 3.0% 
PHF 0.93 0.84 0.92 0.93 0.95 
By 
Movement 
Northbound Southbound Eastbound Westbound 
SE Linwood Ave SE Linwood Ave SE King Rd SE King Rd Total 
L T R Total L T R Total L T R Total L T R Total 
Volume 85 281 93 459 60 267 77 404 153 452 65 670 204 317 44 565 2,098 
%HV 3.5% 4.3% 1.1% 3.5% 0.0% 4.5% 5.2% 4.0% 1.3% 2.4% 3.1% 2.2% 2.0% 3.5% 2.3% 2.8% 3.0% 
PHF 0.73 0.96 0.86 0.93 0.79 0.81 0.80 0.84 0.93 0.97 0.68 0.92 0.82 0.87 0.73 0.93 0.95 
Rolling Hour Summary 
3:00 PM to 6:00 PM 
Interval 
Start 
Time 
Northbound 
SE Linwood Ave 
Southbound 
SE Linwood Ave 
Eastbound 
SE King Rd 
Westbound 
SE King Rd Interval 
Total L T R Bikes L T R Bikes L T R Bikes L T R Bikes 
3:00 PM 93 219 90 2 47 233 60 1 107 394 71 0 219 307 42 0 1,882 
3:15 PM 102 233 98 1 46 238 61 2 119 433 66 1 228 300 47 0 1,971 
3:30 PM 101 247 91 0 56 244 68 2 128 453 64 1 219 300 43 0 2,014 
3:45 PM 85 281 93 0 60 267 77 1 153 452 65 1 204 317 44 0 2,098 
4:00 PM 85 277 105 0 68 269 82 1 153 443 55 1 181 318 48 0 2,084 
4:15 PM 93 270 98 0 63 283 78 2 151 447 62 0 154 323 50 0 2,072 
4:30 PM 105 271 109 1 59 279 82 2 140 449 59 0 132 327 54 0 2,066 
4:45 PM 119 262 106 1 65 252 81 2 131 436 61 0 141 309 55 1 2,018 
5:00 PM 109 234 82 1 52 241 80 2 115 422 63 0 130 296 52 1 1,876 
Pedestrians 
Crosswalk 
North South East West 
0 6 3 9 
1 11 5 7 
2 12 4 7 
4 12 6 5 
4 8 4 8 
3 2 3 7 
5 5 6 8 
6 4 5 10 
6 5 5 6 
4 
12 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-66 
Heavy Vehicle Summary 
All Traffic Data 
Services Inc. 
Clay Carney 
(503) 833-2740 
SE Linwood Ave & SE King Rd 
Tuesday, December 05, 2006 
3:00 PM to 6:00 PM 
Heavy Vehicle 15-Minute Interval Summary 
3:00 PM to 6:00 PM 
Out 18 
In 15 
In Out 
16 15 
4 12 0 
J 
•V 
11 
4 
• i t r * 
3 12 1 
Out In 
18 16 
Peak Hour Summary 
3:45 PM to 4:45 PM 
16 In 
12 Out 
Interval Northbound Southbound Eastbound Westbound 
Start SE Linwood Ave SE Linwood Ave SE King Rd SE King Rd Interval 
Time L T R Total L T R Total L T R Total L T R Total Total 
3:00 PM 3 3 1 7 0 4 0 4 2 3 1 6 3 4 0 7 24 
3:15 PM 1 3 0 4 1 3 0 4 2 5 0 7 1 4 0 5 20 
3:30 PM 1 2 0 3 0 0 0 0 1 1 1 3 2 0 0 2 8 
3:45 PM 0 4 1 5 0 3 1 4 1 4 0 5 2 3 0 5 19 
4:00 PM 2 1 0 3 0 4 1 5 1 2 0 3 1 3 0 4 15 
4:15 PM 0 6 0 6 0 1 1 2 0 4 2 6 1 4 1 6 20 
4:30 PM 1 1 0 2 0 4 1 5 0 1 0 1 0 1 0 1 9 
4:45 PM 0 1 2 3 0 1 1 2 0 2 1 3 3 1 0 4 12 
5:00 PM 2 3 1 6 1 1 0 2 0 1 0 1 1 0 0 1 10 
5:15 PM 0 1 1 2 1 1 0 2 0 4 0 4 0 2 0 2 10 
5:30 PM 0 1 2 3 0 0 0 0 1 1 1 3 0 0 1 1 7 
5:45 PM 0 1 1 2 0 2 1 3 1 1 2 4 0 0 0 0 9 
Total 
Survey 
10 27 9 46 3 24 6 33 9 29 8 46 14 22 2 38 163 
Heavy Vehicle Peak Hour Summary 
3:45 PM to 4:45 PM 
By 
Approach 
Northbound 
SE Linwood Ave 
Southbound 
SE Linwood Ave 
Eastbound 
SE King Rd 
Westbound 
SE King Rd Total 
In Out Total In Out Total In Out Total In Out Total 
Volume 16 18 34 16 15 31 15 18 33 16 12 28 63 
PHF 0.29 0.33 0.23 0.27 0.29 
By 
Movement 
Northbound Southbound Eastbound Westbound 
SE Linwood Ave SE Linwood Ave SE King Rd SE King Rd Total 
L T R Total L T R Total L T R Total L T R Total 
Volume 3 12 1 16 0 12 4 16 2 11 2 15 4 11 1 16 63 
PHF 0.15 0.27 0.06 0.29 0.00 0.33 0.33 0.33 0.10 0.28 0.17 0.23 0.17 0.28 0.25 0.27 0.29 
Heavy Vehicle Rolling Hour Summary 
3:00 PM to 6:00 PM 
Interval Northbound Southbound Eastbound Westbound 
Start SE Linwood Ave SE Linwood Ave SE King Rd SE King Rd Interval 
Time L T R Total L T R Total L T R Total L T R Total Total 
3:00 PM 5 12 2 19 1 10 1 12 6 13 2 21 8 11 0 19 71 
3:15 PM 4 10 1 15 1 10 2 13 5 12 1 18 6 10 0 16 62 
3:30 PM 3 13 1 17 0 8 3 11 3 11 3 17 6 10 1 17 62 
3:45 PM 3 12 1 16 0 12 4 16 2 11 2 15 4 11 1 16 63 
4:00 PM 3 9 2 14 0 10 4 14 1 9 3 13 5 9 1 15 56 
4:15 PM 3 11 3 17 1 7 3 11 0 8 3 11 5 6 1 12 51 
4:30 PM 3 6 4 13 2 7 2 11 0 8 1 9 4 4 0 8 41 
4:45 PM 2 6 6 14 2 3 1 6 1 8 2 11 4 3 1 8 39 
5:00 PM 2 6 5 13 2 4 1 7 2 7 3 12 1 2 1 4 36 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-67 
P e a k H o u r S u m m a r y 
All Traffic Data 
Services Inc. 
Clay Carney 
(503) 833-2740 
SE Linwood Ave & SE King Rd 
3:45 PM to 4:45 PM 
Tuesday, December 05, 2006 
SE King Rd 
479 
670 
Bikes 1 
2 
•O 
0 
1 
c 
Ui 
<0 
153 * 
452 * 
65 
Bikes 
1 
404 
77 267 60 
478 
Peds 4 
Peds 12 
536 
85 281 93 
459 
Bikes 
0 
s d e P 
R 44 
* 317 
204 
Bikes 0 
565 
605 
SE King Rd 
Approach PHF HV% Volume 
EB 0.92 2.2% 670 
W B 0.93 2.8% 565 
NB 0.93 3.5% 459 
SB 0.84 4.0% 404 
Intersection 0.95 3.0% 2,098 
Count Period: 3:00 PM to 6:00 PM 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-68 
Total Vehicle Summary 
All Traffic Data 
Clay Carney 
(503) 833-2740 
In 
444 
Out 
386 
23 322 99 
HV 1.5% 
PHF 0.81 
Out 380 
In 379 
42 
268 
69 
• V 
99 
4 — 307 
328 
SE Linwood Ave & SE Harmony Rd 
Wednesday, October 11, 2006 
4:00 PM to 6:00 PM 
HV 1.3% 
PHF 0.85 t r* 
50 245 571 
In 
Out 
719 
Peak Hour Summary 
4:50 PM to 5:50 PM 
734 In 
938 Out 
15 
3 
5-Minute Interval Summary 
4:00 PM to 6:00 PM 
Interval Northbound Southbound Eastbound Westbound 
Start SE Linwood Ave SE Linwood Ave SE Harmony Rd SE Harmony Rd Interval 
Time L T R Bikes L T R Bikes L T R Bikes L T R Bikes Total 
4:00 PM 5 25 40 0 8 16 0 0 1 23 5 0 28 25 13 0 189 
4:05 PM 3 26 47 0 4 12 2 0 2 20 5 0 33 17 6 0 177 
4:10 PM 6 24 47 0 3 26 2 0 4 13 2 0 35 20 11 0 193 
4:15 PM 6 18 40 0 8 29 1 0 2 20 8 0 26 22 9 0 189 
4:20 PM 15 16 52 0 4 15 0 0 9 21 1 0 20 30 10 0 193 
4:25 PM 1 15 29 0 8 19 0 0 2 15 1 0 18 24 6 0 138 
4:30 PM 4 21 28 0 20 35 0 0 3 20 4 0 20 35 7 0 197 
4:35 PM 2 27 43 0 9 14 2 0 3 18 10 0 30 26 10 0 194 
4:40 PM 5 21 26 0 5 17 0 0 5 12 0 0 27 21 5 0 144 
4:45 PM 2 15 16 0 15 31 2 0 2 16 7 0 22 22 12 1 162 
4:50 PM 4 20 71 0 2 37 2 0 3 10 5 0 29 26 5 0 214 
4:55 PM 5 22 44 0 11 29 4 0 2 22 6 0 28 35 9 0 217 
5:00 PM 3 14 34 0 5 12 2 0 10 28 5 0 22 34 8 0 177 
5:05 PM 6 20 39 0 13 22 3 0 1 19 4 0 26 10 4 0 167 
5:10 PM 3 16 53 0 10 15 1 0 7 27 10 0 48 36 13 0 239 
5:15 PM 5 37 44 0 6 37 3 0 5 16 2 0 31 26 4 0 216 
5:20 PM 1 18 41 0 10 40 3 0 1 22 11 0 29 31 9 0 216 
5:25 PM 3 31 63 0 10 25 2 0 3 25 7 0 27 24 15 0 235 
5:30 PM 6 15 53 0 9 30 0 0 3 33 4 0 14 23 9 0 199 
5:35 PM 4 18 44 0 1 21 1 0 3 21 4 0 35 23 9 0 184 
5:40 PM 3 16 50 0 10 27 1 0 4 21 2 0 17 12 0 0 163 
5:45 PM 7 18 35 0 12 27 1 0 0 24 9 0 22 27 14 0 196 
5:50 PM 6 25 39 0 8 15 0 0 3 23 8 0 39 30 16 0 212 
5:55 PM 4 27 44 0 7 24 5 0 0 19 4 0 36 19 13 0 202 
Total 
Survey 
109 505 1,022 0 198 575 37 0 78 488 124 0 662 598 217 1 4,613 
Pedestrians 
Crosswalk 
North South East West 
0 0 0 0 
0 0 0 0 
0 0 2 0 
1 1 1 0 
0 0 9 0 
0 1 1 0 
0 1 0 0 
0 0 0 0 
0 0 0 0 
1 1 0 1 
0 0 0 0 
0 0 0 0 
2 0 0 0 
2 0 0 0 
2 0 0 0 
1 0 1 0 
3 0 0 1 
0 0 4 1 
0 0 2 0 
2 0 0 0 
3 0 0 0 
0 3 2 0 
1 0 0 0 
0 1 0 0 
18 8 22 3 
15-Minute Interval Summary 
4:00 PM to 6:00 PM 
Interval Northbound Southbound Eastbound Westbound 
Start SE Linwood Ave SE Linwood Ave SE Harmony Rd SE Harmony Rd Interval 
Time L T R Bikes L T R Bikes L T R Bikes L T R Bikes Total 
4:00 PM 14 75 134 0 15 54 4 0 7 56 12 0 96 62 30 0 559 
4:15 PM 22 49 121 0 20 63 1 0 13 56 10 0 64 76 25 0 520 
4:30 PM 11 69 97 0 34 66 2 0 11 50 14 0 77 82 22 0 535 
4:45 PM 11 57 131 0 28 97 8 0 7 48 18 0 79 83 26 1 593 
5:00 PM 12 50 126 0 28 49 6 0 18 74 19 0 96 80 25 0 583 
5:15 PM 9 86 148 0 26 102 8 0 9 63 20 0 87 81 28 0 667 
5:30 PM 13 49 147 0 20 78 2 0 10 75 10 0 66 58 18 0 546 
5:45 PM 17 70 118 0 27 66 6 0 3 66 21 0 97 76 43 0 610 
Total 
Survey 
109 505 1,022 0 198 575 37 0 78 488 124 0 662 598 217 1 4,613 
Pedestrians 
Crosswalk 
North South East West 
0 0 2 0 
1 2 11 0 
0 1 0 0 
1 1 0 1 
6 0 0 0 
4 0 5 2 
5 0 2 0 
1 4 2 0 
18 8 22 3 
Peak Hour Summary 
4:50 PM to 5:50 PM 
By 
Approach 
Northbound Southbound Eastbound Westbound 
SE Linwood Ave SE Linwood Ave SE Harmony Rd SE Harmony Rd Total 
In Out Total Bikes In Out Total Bikes In Out Total Bikes In Out Total Bikes 
Volume 866 719 1,585 0 444 386 830 0 379 380 759 0 734 938 1,672 0 2,423 
%HV 2.0% 2.0% 1.3% 1.5% 1.7% 
PHF 0.89 0.82 0.85 0.81 0.90 
Pedestrians 
Crosswalk 
North South East West 
15 3 9 2 
By 
Movement 
Northbound Southbound Eastbound Westbound 
SE Linwood Ave SE Linwood Ave SE Harmony Rd SE Harmony Rd Total 
L T R Total L T R Total L T R Total L T R Total 
Volume 50 245 571 866 99 322 23 444 42 268 69 379 328 307 99 734 2,423 
%HV 2.0% 2.0% 1.9% 2.0% 2.0% 2.2% 0.0% 2.0% 0.0% 1.5% 1.4% 1.3% 1.2% 1.0% 4.0% 1.5% 1.7% 
PHF 0.89 0.71 0.89 0.89 0.85 0.79 0.64 0.82 0.58 0.84 0.75 0.85 0.76 0.81 0.75 0.81 0.90 
Rolling Hour Summary 
4:00 PM to 6:00 PM 
Interval Northbound Southbound Eastbound Westbound Pedestrians 
Start SE Linwood Ave SE Linwood Ave SE Harmony Rd SE Harmony Rd Interval Crosswalk 
Time L T R Bikes L T R Bikes L T R Bikes L T R Bikes Total North South East West 
4:00 PM 58 250 483 0 97 280 15 0 38 210 54 0 316 303 103 1 2,207 2 4 13 1 
4:15 PM 56 225 475 0 110 275 17 0 49 228 61 0 316 321 98 1 2,231 8 4 11 1 
4:30 PM 43 262 502 0 116 314 24 0 45 235 71 0 339 326 101 1 2,378 11 2 5 3 
4:45 PM 45 242 552 0 102 326 24 0 44 260 67 0 328 302 97 1 2,389 16 1 7 3 
5:00 PM 51 255 539 0 101 295 22 0 40 278 70 0 346 295 114 0 2,406 16 4 9 2 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-69 
Heavy Vehicle Summary 
All Traffic Data 
Clay Carney 
(503) 833-2740 
SE Linwood Ave & SE Harmony Rd 
Wednesday, October 11, 2006 
4:00 PM to 6:00 PM 
Heavy Vehicle 5-Minute Interval Summary 
4:00 PM to 6:00 PM 
Out 4 
In 5 
In Out 
9 9 
0 7 2 
I W 
t _ 4 
« - 3 
4 
^ t r * 
1 5 11 
Out In 
12 17 
Peak Hour Summary 
4:50 PM to 5:50 PM 
11 In 
17 Out 
Interval Northbound Southbound Eastbound Westbound 
Start SE Linwood Ave SE Linwood Ave SE Harmony Rd SE Harmony Rd Interval 
Time L T R Total L T R Total L T R Total L T R Total Total 
4:00 PM 0 1 1 2 0 2 0 2 0 0 0 0 0 1 0 1 5 
4:05 PM 1 4 4 9 0 1 0 1 0 0 0 0 0 0 2 2 12 
4:10 PM 0 4 1 5 0 2 0 2 0 1 1 2 1 0 0 1 10 
4:15 PM 0 0 0 0 0 1 0 1 0 0 1 1 0 0 0 0 2 
4:20 PM 0 0 0 0 0 0 0 0 1 0 0 1 1 0 1 2 3 
4:25 PM 0 0 1 1 0 2 0 2 0 0 0 0 1 0 0 1 4 
4:30 PM 1 2 0 3 1 4 0 5 0 0 0 0 1 0 0 1 9 
4:35 PM 0 1 0 1 0 2 0 2 0 1 0 1 2 0 0 2 6 
4:40 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 1 
4:45 PM 0 1 1 2 1 1 0 2 0 1 1 2 0 0 0 0 6 
4:50 PM 0 1 1 2 0 3 0 3 0 0 0 0 0 0 0 0 5 
4:55 PM 0 0 0 0 0 0 0 0 0 2 1 3 0 0 0 0 3 
5:00 PM 0 1 2 3 1 2 0 3 0 0 0 0 0 1 0 1 7 
5:05 PM 0 0 1 1 0 1 0 1 0 0 0 0 0 0 1 1 3 
5:10 PM 0 1 1 2 0 0 0 0 0 0 0 0 0 0 0 0 2 
5:15 PM 0 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 1 
5:20 PM 0 0 0 0 0 0 0 0 0 1 0 1 1 1 0 2 3 
5:25 PM 0 0 0 0 0 0 0 0 0 1 0 1 1 0 1 2 3 
5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1 
5:35 PM 0 1 1 2 0 1 0 1 0 0 0 0 0 0 0 0 3 
5:40 PM 0 0 3 3 0 0 0 0 0 0 0 0 0 1 0 1 4 
5:45 PM 1 1 1 3 1 0 0 1 0 0 0 0 1 0 2 3 7 
5:50 PM 0 1 0 1 0 0 0 0 0 1 0 1 0 0 0 0 2 
5:55 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 
Total 
Survey 
3 19 19 41 4 22 0 26 1 8 4 13 10 4 8 22 102 
Heavy Vehicle 15-Minute Interval Summary 
4:00 PM to 6:00 PM 
Interval Northbound Southbound Eastbound Westbound 
Start SE Linwood Ave SE Linwood Ave SE Harmony Rd SE Harmony Rd Interval 
Time L T R Total L T R Total L T R Total L T R Total Total 
4:00 PM 1 9 6 16 0 5 0 5 0 1 1 2 1 1 2 4 27 
4:15 PM 0 0 1 1 0 3 0 3 1 0 1 2 2 0 1 3 9 
4:30 PM 1 3 0 4 1 6 0 7 0 1 0 1 3 0 1 4 16 
4:45 PM 0 2 2 4 1 4 0 5 0 3 2 5 0 0 0 0 14 
5:00 PM 0 2 4 6 1 3 0 4 0 0 0 0 0 1 1 2 12 
5:15 PM 0 0 1 1 0 0 0 0 0 2 0 2 2 1 1 4 7 
5:30 PM 0 1 4 5 0 1 0 1 0 0 0 0 1 1 0 2 8 
5:45 PM 1 2 1 4 1 0 0 1 0 1 0 1 1 0 2 3 9 
Total 
Survey 
3 19 19 41 4 22 0 26 1 8 4 13 10 4 8 22 102 
Heavy Vehicle Peak Hour Summary 
4:50 PM to 5:50 PM 
By 
Approach 
Northbound Southbound Eastbound Westbound 
SE Linwood Ave SE Linwood Ave SE Harmony Rd SE Harmony Rd Total 
In Out Total In Out Total In Out Total In Out Total 
Volume 17 12 29 9 9 18 5 4 9 11 17 28 42 
PHF 0.53 0.38 0.42 0.55 0.70 
By 
Movement 
Northbound Southbound Eastbound Westbound 
SE Linwood Ave SE Linwood Ave SE Harmony Rd SE Harmony Rd Total 
L T R Total L T R Total L T R Total L T R Total 
Volume 1 5 11 17 2 7 0 9 0 4 1 5 4 3 4 11 42 
PHF 0.25 0.63 0.55 0.53 0.50 0.35 0.00 0.38 0.00 0.50 0.25 0.42 0.33 0.75 0.50 0.55 0.70 
Heavy Vehicle Rolling Hour Summary 
4:00 PM to 6:00 PM 
Interval Northbound Southbound Eastbound Westbound 
Start SE Linwood Ave SE Linwood Ave SE Harmony Rd SE Harmony Rd Interval 
Time L T R Total L T R Total L T R Total L T R Total Total 
4:00 PM 2 14 9 25 2 18 0 20 1 5 4 10 6 1 4 11 66 
4:15 PM 1 7 7 15 3 16 0 19 1 4 3 8 5 1 3 9 51 
4:30 PM 1 7 7 15 3 13 0 16 0 6 2 8 5 2 3 10 49 
4:45 PM 0 5 11 16 2 8 0 10 0 5 2 7 3 3 2 8 41 
5:00 PM 1 5 10 16 2 4 0 6 0 3 0 3 4 3 4 11 36 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-70 
Peak Hour Summary 
All Traffic Data 
b w a a i o i o n 
Clay Carney 
(503) 833-2740 
SE Linwood Ave & SE Harmony Rd 
4:50 PM to 5:50 PM 
Wednesday, October 11, 2006 
SE Harmony Rd 
Bikes 
0 
444 
23 322 99 
386 
Peds 15 
Peds 3 
719 
50 245 571 
866 
Bikes 
0 
SE Harmony Rd 
Approach PHF HV% Volume 
EB 0.85 1.3% 379 
WB 0.81 1.5% 734 
NB 0.89 2.0% 866 
SB 0.82 2.0% 444 
Intersection 0.90 1.7% 2,423 
Count Period: 4:00 PM to 6:00 PM 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-71 
Total Vehicle Summary 
All Traffic Data 
Services Inc. 
Clay Carney 
(503) 833-2740 
Hwy 99E & Hwy 224 
Wednesday, December 06, 2006 
3:00 PM to 6:00 PM 
15-Minute Interval Summary 
3:00 PM to 6:00 PM 
Out 
1,648 
In 
<o 8 3,533 
N o 
> l l 1,576 1,957 0 
I I 
HV 4.8 
PHF 0.9 
Out 1,994 
In 2,130 
0 
2,130 
0 
J 
"V 
HV 3.1 
PHF 0.91 • i t r * 
0 946 0 
Out In 
1,957 946 
702 
4 — 418 
0 
^ CD 
.5 .8 3. 0. 
1,120 In 
2,130 Out 
Peak Hour Summary 
3:45 PM to 4:45 PM 
Interval 
Start 
Time 
Northbound 
Hwy 99E 
Southbound 
Hwy 99E 
Eastbound 
Hwy 224 
Westbound 
Hwy 224 Interval 
Total L T R Bikes L T R Bikes L T R Bikes L T R Bikes 
3:00 PM 0 166 0 0 0 337 181 0 0 295 0 0 0 89 127 0 1,195 
3:15 PM 0 201 0 0 0 298 248 0 0 355 0 0 0 84 144 0 1,330 
3:30 PM 0 183 0 0 0 400 330 0 0 350 0 0 0 97 152 0 1,512 
3:45 PM 0 274 0 0 0 448 355 0 0 511 0 0 0 116 166 0 1,870 
4:00 PM 0 244 0 0 0 538 443 0 0 585 0 0 0 112 165 0 2,087 
4:15 PM 0 218 0 0 0 457 390 0 0 523 0 0 0 96 184 0 1,868 
4:30 PM 0 210 0 0 0 514 388 0 0 511 0 0 0 94 187 0 1,904 
4:45 PM 0 198 0 0 0 439 340 0 0 483 0 0 0 102 175 0 1,737 
5:00 PM 0 237 0 0 0 494 367 0 0 336 0 0 0 110 177 0 1,721 
5:15 PM 0 230 0 0 0 384 314 0 0 471 0 0 0 104 216 0 1,719 
5:30 PM 0 212 0 0 0 487 336 0 0 503 0 0 0 90 175 0 1,803 
5:45 PM 0 236 0 0 0 442 259 0 0 409 0 0 0 96 150 0 1,592 
Total 
Survey 
0 2,609 0 0 0 5,238 3,951 0 0 5,332 0 0 0 1,190 2,018 0 20,338 
Pedestrians 
Crosswalk 
North South East West 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
Peak Hour Summary 
3:45 PM to 4:45 PM 
By 
Approach 
Northbound 
Hwy 99E 
Southbound 
Hwy 99E 
Eastbound 
Hwy 224 
Westbound 
Hwy 224 Total 
In Out Total Bikes In Out Total Bikes In Out Total Bikes In Out Total Bikes 
Volume 946 1,957 2,903 0 3,533 1,648 5,181 0 2,130 1,994 4,124 0 1,120 2,130 3,250 0 7,729 
%HV 3.5% 2.6% 3.1% 4.8% 3.2% 
PHF 0.86 0.90 0.91 0.99 0.93 
Pedestrians 
Crosswalk 
North South East West 
0 0 0 0 
By 
Movement 
Northbound Southbound Eastbound Westbound 
Hwy 99E Hwy 99E Hwy 224 Hwy 224 Total 
L T R Total L T R Total L T R Total L T R Total 
Volume 0 946 0 946 0 1,957 1,576 3,533 0 2,130 0 2,130 0 418 702 1,120 7,729 
%HV 0.0% 3.5% 0.0% 3.5% 0.0% 2.0% 3.4% 2.6% 0.0% 3.1% 0.0% 3.1% 0.0% 2.6% 6.1% 4.8% 3.2% 
PHF 0.00 0.86 0.00 0.86 0.00 0.91 0.89 0.90 0.00 0.91 0.00 0.91 0.00 0.90 0.94 0.99 0.93 
Rolling Hour Summary 
3:00 PM to 6:00 PM 
Interval 
Start 
Time 
Northbound 
Hwy 99E 
Southbound 
Hwy 99E 
Eastbound 
Hwy 224 
Westbound 
Hwy 224 Interval 
Total L T R Bikes L T R Bikes L T R Bikes L T R Bikes 
3:00 PM 0 824 0 0 0 1,483 1,114 0 0 1,511 0 0 0 386 589 0 5,907 
3:15 PM 0 902 0 0 0 1,684 1,376 0 0 1,801 0 0 0 409 627 0 6,799 
3:30 PM 0 919 0 0 0 1,843 1,518 0 0 1,969 0 0 0 421 667 0 7,337 
3:45 PM 0 946 0 0 0 1,957 1,576 0 0 2,130 0 0 0 418 702 0 7,729 
4:00 PM 0 870 0 0 0 1,948 1,561 0 0 2,102 0 0 0 404 711 0 7,596 
4:15 PM 0 863 0 0 0 1,904 1,485 0 0 1,853 0 0 0 402 723 0 7,230 
4:30 PM 0 875 0 0 0 1,831 1,409 0 0 1,801 0 0 0 410 755 0 7,081 
4:45 PM 0 877 0 0 0 1,804 1,357 0 0 1,793 0 0 0 406 743 0 6,980 
5:00 PM 0 915 0 0 0 1,807 1,276 0 0 1,719 0 0 0 400 718 0 6,835 
Pedestrians 
Crosswalk 
North South East West 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 
0 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-72 
Heavy Vehicle Summary 
All Traffic Data 
Services Inc. 
Clay Carney 
(503) 833-2740 
Hwy 99E & Hwy 224 
Wednesday, December 06, 2006 
3:00 PM to 6:00 PM 
Heavy Vehicle 15-Minute Interval Summary 
3:00 PM to 6:00 PM 
In Out 
93 76 
Out 64 
In 66 
> s 
0 - f 
66 — • 
• V 
N 
S 
t . 4 3 
11 
r 0 
> 
t A 
r 
54 In 
66 Out 
Out In 
40 33 
Peak Hour Summary 
3:45 PM to 4:45 PM 
53 40 0 
0 33 0 
Interval 
Start 
Time 
Northbound 
Hwy 99E 
Southbound 
Hwy 99E 
Eastbound 
Hwy 224 
Westbound 
Hwy 224 Interval 
Total L T R Total L T R Total L T R Total L T R Total 
3:00 PM 0 14 0 14 0 11 12 23 0 16 0 16 0 4 3 7 60 
3:15 PM 0 12 0 12 0 12 20 32 0 25 0 25 0 3 9 12 81 
3:30 PM 0 8 0 8 0 15 19 34 0 22 0 22 0 2 7 9 73 
3:45 PM 0 11 0 11 0 13 12 25 0 18 0 18 0 5 10 15 69 
4:00 PM 0 6 0 6 0 8 15 23 0 19 0 19 0 2 13 15 63 
4:15 PM 0 8 0 8 0 11 15 26 0 16 0 16 0 1 11 12 62 
4:30 PM 0 8 0 8 0 8 11 19 0 13 0 13 0 3 9 12 52 
4:45 PM 0 9 0 9 0 7 7 14 0 10 0 10 0 2 8 10 43 
5:00 PM 0 6 0 6 0 6 13 19 0 14 0 14 0 1 7 8 47 
5:15 PM 0 4 0 4 0 7 7 14 0 11 0 11 0 1 5 6 35 
5:30 PM 0 1 0 1 0 8 6 14 0 9 0 9 0 1 8 9 33 
5:45 PM 0 3 0 3 0 16 15 31 0 17 0 17 0 2 9 11 62 
Total 
Survey 
0 90 0 90 0 122 152 274 0 190 0 190 0 27 99 126 680 
Heavy Vehicle Peak Hour Summary 
3:45 PM to 4:45 PM 
By 
Approach 
Northbound Southbound Eastbound Westbound 
Hwy 99E Hwy 99E Hwy 224 Hwy 224 Total 
In Out Total In Out Total In Out Total In Out Total 
Volume 33 40 73 93 76 169 66 64 130 54 66 120 246 
PHF 0.24 0.26 0.25 0.32 0.28 
By 
Movement 
Northbound 
Hwy 99E 
Southbound 
Hwy 99E 
Eastbound 
Hwy 224 
Westbound 
Hwy 224 Total 
L T R Total L T R Total L T R Total L T R Total 
Volume 0 33 0 33 0 40 53 93 0 66 0 66 0 11 43 54 246 
PHF 0.00 0.24 0.00 0.24 0.00 0.25 0.26 0.26 0.00 0.25 0.00 0.25 0.00 0.28 0.32 0.32 0.28 
Heavy Vehicle Rolling Hour Summary 
3:00 PM to 6:00 PM 
Interval 
Start 
Time 
Northbound 
Hwy 99E 
Southbound 
Hwy 99E 
Eastbound 
Hwy 224 
Westbound 
Hwy 224 Interval 
Total L T R Total L T R Total L T R Total L T R Total 
3:00 PM 0 45 0 45 0 51 63 114 0 81 0 81 0 14 29 43 283 
3:15 PM 0 37 0 37 0 48 66 114 0 84 0 84 0 12 39 51 286 
3:30 PM 0 33 0 33 0 47 61 108 0 75 0 75 0 10 41 51 267 
3:45 PM 0 33 0 33 0 40 53 93 0 66 0 66 0 11 43 54 246 
4:00 PM 0 31 0 31 0 34 48 82 0 58 0 58 0 8 41 49 220 
4:15 PM 0 31 0 31 0 32 46 78 0 53 0 53 0 7 35 42 204 
4:30 PM 0 27 0 27 0 28 38 66 0 48 0 48 0 7 29 36 177 
4:45 PM 0 20 0 20 0 28 33 61 0 44 0 44 0 5 28 33 158 
5:00 PM 0 14 0 14 0 37 41 78 0 51 0 51 0 5 29 34 177 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-73 
P e a k H o u r S u m m a r y 
All Traffic Data 
Services Inc. 
Clay Carney 
(503) 833-2740 
Hwy 99E & Hwy 224 
3:45 PM to 4:45 PM 
Wednesday, December 06, 2006 
Ui 
o» 
o» 
r 
Hwy 224 
Bikes 
0 
3533 
1576 1957 0 
1994 
2130 
Bikes 0 
2130 
1648 
Peds 0 
s d e P 
Peds 0 
1957 
0 946 0 
946 
Bikes 
0 
R 702 
418 
Bikes 0 
1120 
2130 
Hwy 224 
Ui 
o» 
o» 
r 
H 
0 
0 
0 
Approach PHF HV% Volume 
EB 0.91 3.1% 2,130 
WB 0.99 4.8% 1,120 
NB 0.86 3.5% 946 
SB 0.90 2.6% 3,533 
Intersection 0.93 3.2% 7,729 
Count Period: 3:00 PM to 6:00 PM 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-74 
Total Vehicle Summary ^  In Out 
All Traffic Data 
Clay Carney 
(503) 833-2740 
Hwy 212 EB Ramps & SE Lake Rd 
Wednesday, October 11, 2006 
7:00 AM to 9:00 AM 
5-Minute Interval Summary 
7:00 AM to 9:00 AM 
In Out 
143 134 
2 141 
HV 2.5% 
PHF 0.84 
Out 289 
In 338 
83 
255 
J 
"V 
t . 5 1 
4 — 287 
r 
326 In 
177 Out 
HV 3.3% 
PHF 0.78 ^ t r* 
Out 
0 
Peak Hour Summary 
7:35 AM to 8:35 AM 
Interval Northbound Southbound Eastbound Westbound 
Start Hwy 212 EB Ram ps Hwy 212 EB Ram ps SE Lake Rd SE Lake Rd Interval 
Time Bikes L R Bikes L T Bikes T R Bikes Total 
7:00 AM 0 8 0 0 12 12 0 17 3 0 52 
7:05 AM 0 5 0 0 7 8 0 10 1 0 31 
7:10 AM 0 5 2 0 12 15 0 13 6 0 53 
7:15 AM 0 10 0 0 7 15 0 14 2 0 48 
7:20 AM 0 10 0 0 11 16 0 15 1 0 53 
7:25 AM 0 8 0 0 11 15 0 28 1 0 63 
7:30 AM 0 16 0 0 7 7 0 28 1 0 59 
7:35 AM 0 11 0 0 4 24 0 31 7 0 77 
7:40 AM 0 21 0 0 10 22 0 22 5 0 80 
7:45 AM 0 13 0 0 9 35 0 21 4 0 82 
7:50 AM 0 13 0 0 6 27 0 25 3 0 74 
7:55 AM 0 16 0 0 3 18 0 25 4 0 66 
8:00 AM 0 10 1 0 6 17 0 24 4 0 62 
8:05 AM 0 5 0 0 5 12 0 26 2 0 50 
8:10 AM 0 13 0 0 5 22 0 23 3 0 66 
8:15 AM 0 6 1 0 9 21 0 13 5 0 55 
8:20 AM 0 13 0 0 7 24 0 22 4 0 70 
8:25 AM 0 9 0 0 9 22 0 28 4 0 72 
8:30 AM 0 11 0 0 10 11 0 27 6 0 65 
8:35 AM 0 10 0 0 7 28 0 13 2 0 60 
8:40 AM 0 12 0 0 4 20 0 19 3 0 58 
8:45 AM 0 9 0 0 7 24 0 30 6 0 76 
8:50 AM 0 3 1 0 11 18 0 22 2 0 57 
8:55 AM 0 10 3 0 6 25 0 24 2 0 70 
Total 
Survey 
0 247 8 0 185 458 0 520 81 0 1,499 
Pedestrians 
Crosswalk 
North South East West 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
1 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
1 0 0 0 
15-Minute Interval Summary 
7:00 AM to 9:00 AM 
Interval Northbound Southbound Eastbound Westbound 
Start Hwy 212 EB Ram ps Hwy 212 EB Ram ps SE Lake Rd SE Lake Rd Interval 
Time Bikes L R Bikes L T Bikes T R Bikes Total 
7:00 AM 0 18 2 0 31 35 0 40 10 0 136 
7:15 AM 0 28 0 0 29 46 0 57 4 0 164 
7:30 AM 0 48 0 0 21 53 0 81 13 0 216 
7:45 AM 0 42 0 0 18 80 0 71 11 0 222 
8:00 AM 0 28 1 0 16 51 0 73 9 0 178 
8:15 AM 0 28 1 0 25 67 0 63 13 0 197 
8:30 AM 0 33 0 0 21 59 0 59 11 0 183 
8:45 AM 0 22 4 0 24 67 0 76 10 0 203 
Total 
Survey 
0 247 8 0 185 458 0 520 81 0 1,499 
Pedestrians 
Crosswalk 
North South East West 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
1 0 0 0 
0 0 0 0 
0 0 0 0 
1 0 0 0 
Peak Hour Summary 
7:35 AM to 8:35 AM 
By 
Approach 
Northbound Southbound Eastbound Westbound Pedestrians 
Hwy 212 EB Ram ps Hwy 212 EB Ram ps SE Lake Rd SE Lake Rd Total Crosswalk 
In Out Total Bikes In Out Total Bikes In Out Total Bikes In Out Total Bikes North South East West 
Volume 0 0 0 0 143 134 277 0 338 289 627 0 338 396 734 0 819 1 0 0 0 
%HV 0.0% 3.5% 3.3% 6.5% 4.6% 
PHF 0.00 0.76 0.78 0.93 0.86 
By 
Movement 
Northbound 
Hwy 212 EB Ram ps 
Southbound 
Hwy 212 EB Ram ps 
Eastbound 
SE Lake Rd 
Westbound 
SE Lake Rd Total 
Total L R Total L T Total T R Total 
Volume 0 141 2 143 83 255 338 287 51 338 819 
%HV NA NA NA 0.0% 3.5% NA 0.0% 3.5% 3.6% 3.1% NA 3.3% NA 6.3% 7.8% 6.5% 4.6% 
PHF 0.00 0.75 0.50 0.76 0.80 0.76 0.78 0.93 0.80 0.93 0.86 
Rolling Hour Summary 
7:00 AM to 9:00 AM 
Interval 
Start 
Time 
Northbound 
Hwy 212 EB Ram ps 
Southbound 
Hwy 212 EB Ram ps 
Eastbound 
SE Lake Rd 
Westbound 
SE Lake Rd Interval 
Total Bikes L R Bikes L T Bikes T R Bikes 
7:00 AM 0 136 2 0 99 214 0 249 38 0 738 
7:15 AM 0 146 1 0 84 230 0 282 37 0 780 
7:30 AM 0 146 2 0 80 251 0 288 46 0 813 
7:45 AM 0 131 2 0 80 257 0 266 44 0 780 
8:00 AM 0 111 6 0 86 244 0 271 43 0 761 
Pedestrians 
Crosswalk 
North South East West 
0 0 0 0 
0 0 0 0 
1 0 0 0 
1 0 0 0 
1 0 0 0 
0 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-75 
Heavy Vehicle Summary 
All Traffic Data 
Clay Carney 
(503) 833-2740 
Hwy 212 EB Ramps & SE Lake Rd 
Wednesday, October 11, 2006 
7:00 AM to 9:00 AM 
Heavy Vehicle 5-Minute Interval Summary 
7:00 AM to 9:00 AM 
Out 18 
In 11 
In Out 
48 52 
0 5 
I W 
t r * 
Out In 
0 0 
Peak Hour Summary 
7:35 AM to 8:35 AM 
In 
9 Out 
14 
18 
Interval 
Start 
Time 
Northbound 
Hwy 212 EB Ram ps 
Southbound 
Hwy 212 EB Ram ps 
Eastbound 
SE Lake Rd 
Westbound 
SE Lake Rd Interval 
Total Total L R Total L T Total T R Total 
7:00 AM 0 1 0 1 2 0 2 4 1 5 8 
7:05 AM 0 0 0 0 2 0 2 1 0 1 3 
7:10 AM 0 0 0 0 0 0 0 0 0 0 0 
7:15 AM 0 1 0 1 0 0 0 2 0 2 3 
7:20 AM 0 0 0 0 0 0 0 5 1 6 6 
7:25 AM 0 1 0 1 0 1 1 4 0 4 6 
7:30 AM 0 1 0 1 0 2 2 2 0 2 5 
7:35 AM 0 0 0 0 0 1 1 2 0 2 3 
7:40 AM 0 0 0 0 0 0 0 0 0 0 0 
7:45 AM 0 0 0 0 0 0 0 2 0 2 2 
7:50 AM 0 0 0 0 0 0 0 0 2 2 2 
7:55 AM 0 0 0 0 0 0 0 1 0 1 1 
8:00 AM 0 1 0 1 0 0 0 1 0 1 2 
8:05 AM 0 2 0 2 0 2 2 1 0 1 5 
8:10 AM 0 0 0 0 0 0 0 0 0 0 0 
8:15 AM 0 0 0 0 1 0 1 0 0 0 1 
8:20 AM 0 1 0 1 0 1 1 3 1 4 6 
8:25 AM 0 0 0 0 0 1 1 5 0 5 6 
8:30 AM 0 1 0 1 2 3 5 3 1 4 10 
8:35 AM 0 1 0 1 2 1 3 1 0 1 5 
8:40 AM 0 0 0 0 1 1 2 0 1 1 3 
8:45 AM 0 0 0 0 1 1 2 0 1 1 3 
8:50 AM 0 0 0 0 4 0 4 0 0 0 4 
8:55 AM 0 1 0 1 1 1 2 0 0 0 3 
Total 
Survey 
0 11 0 11 16 15 31 37 8 45 87 
Heavy Vehicle 15-Minute Interval Summary 
7:00 AM to 9:00 AM 
Interval 
Start 
Time 
Northbound 
Hwy 212 EB Ram ps 
Southbound 
Hwy 212 EB Ram ps 
Eastbound 
SE Lake Rd 
Westbound 
SE Lake Rd Interval 
Total Total L R Total L T Total T R Total 
7:00 AM 0 1 0 1 4 0 4 5 1 6 11 
7:15 AM 0 2 0 2 0 1 1 11 1 12 15 
7:30 AM 0 1 0 1 0 3 3 4 0 4 8 
7:45 AM 0 0 0 0 0 0 0 3 2 5 5 
8:00 AM 0 3 0 3 0 2 2 2 0 2 7 
8:15 AM 0 1 0 1 1 2 3 8 1 9 13 
8:30 AM 0 2 0 2 5 5 10 4 2 6 18 
8:45 AM 0 1 0 1 6 2 8 0 1 1 10 
Total 
Survey 
0 11 0 11 16 15 31 37 8 45 87 
Heavy Vehicle Peak Hour Summary 
7:35 AM to 8:35 AM 
By 
Approach 
Northbound Southbound Eastbound Westbound 
Hwy 212 EB Ramps Hwy 212 EB Ramps SE Lake Rd SE Lake Rd Total 
In Out Total In Out Total In Out Total In Out Total 
Volume 0 0 0 5 7 12 11 18 29 22 13 35 38 
PHF 0.00 0.42 0.39 0.42 0.43 
By 
Movement 
Northbound 
Hwy 212 EB Ram ps 
Southbound 
Hwy 212 EB Ram ps 
Eastbound 
SE Lake Rd 
Westbound 
SE Lake Rd Total 
Total L R Total L T Total T R Total 
Volume 0 5 0 5 3 8 11 18 4 22 38 
PHF 0.00 0.42 0.00 0.42 0.38 0.40 0.39 0.41 0.50 0.42 0.43 
Heavy Vehicle Rolling Hour Summary 
7:00 AM to 9:00 AM 
Interval 
Start 
Time 
Northbound 
Hwy 212 EB Ram ps 
Southbound 
Hwy 212 EB Ram ps 
Eastbound 
SE Lake Rd 
Westbound 
SE Lake Rd Interval 
Total Total L R Total L T Total T R Total 
7:00 AM 0 4 0 4 4 4 8 23 4 27 39 
7:15 AM 0 6 0 6 0 6 6 20 3 23 35 
7:30 AM 0 5 0 5 1 7 8 17 3 20 33 
7:45 AM 0 6 0 6 6 9 15 17 5 22 43 
8:00 AM 0 7 0 7 12 11 23 14 4 18 48 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-76 
P e a k H o u r S u m m a r y 
All Traffic Data 
b w a a i o i o n 
Clay Carney 
(503) 833-2740 
Hwy 212 EB Ramps & SE Lake Rd 
7:35 A M to 8:35 A M 
Wednesday, October 11, 2006 
SE Lake Rd 
289 
338 
DQ <0 
UJ & 
^ S 
83 
255 
Bikes 0 
Bikes 
0 
143 
• 141 
134 
Peds 1 
N 
s 
•o e 
Q. 
R 51 
287 
Bikes 0 
338 
396 
Peds 0 SE Lake Rd 
Bikes 
0 
Approach PHF HV% Volume 
EB 0.78 3.3% 338 
WB 0.93 6.5% 338 
NB 0.00 0.0% 0 
SB 0.76 3.5% 143 
Intersection 0.86 4.6% 819 
Count Period: 7:00 AM to 9:00 AM 
M i lwauk ie T S P A p p e n d i x F: Tra f f i c Da ta D e c e m b e r 4, 2 0 0 7 P a g e F - 7 7 
Total Vehicle Summary 
All Traffic Data 
Clay Carney 
(503) 833-2740 
Out 
226 
0 0 0 
HV 4.6% 
PHF 0.93 
Out 317 
In 403 
15 
388 
0 
• V 
211 
4 — 245 
0 
456 In 
487 Out 
Hwy 212 WB Ramps & SE Lake Rd 
Wednesday, October 11, 2006 
7:00 AM to 9:00 AM 
HV 2.5% 
PHF 0.73 t r* 
72 0 99 
Out 
0 
In 
171 
5-Minute Interval Summary 
7:00 AM to 9:00 AM 
Peak Hour Summary 
7:20 AM to 8:20 AM 
Interval 
Start 
Time 
Northbound 
Hwy 212 WB Ram ps 
Southbound 
Hwy 212 WB Ram ps 
Eastbound 
SE Lake Rd 
Westbound 
SE Lake Rd Interval 
Total L T R Bikes L T R Bikes L T R Bikes L T R Bikes 
7:00 AM 7 0 9 0 0 0 0 0 1 24 0 0 0 12 13 0 66 
7:05 AM 1 0 10 0 0 0 0 0 1 12 0 0 0 9 23 0 56 
7:10 AM 5 0 9 0 0 0 0 0 0 14 0 0 0 16 7 0 51 
7:15 AM 4 0 6 0 0 0 0 0 1 30 0 0 0 10 21 0 72 
7:20 AM 2 0 14 0 0 0 0 0 0 28 0 0 0 18 28 0 90 
7:25 AM 5 0 8 0 0 0 0 0 2 21 0 0 0 21 16 0 73 
7:30 AM 11 0 9 0 0 0 0 0 2 25 0 0 0 16 18 0 81 
7:35 AM 8 0 8 0 0 0 0 0 0 34 0 0 0 28 23 1 101 
7:40 AM 9 0 6 0 0 0 0 0 0 39 0 0 0 23 11 0 88 
7:45 AM 4 0 7 0 0 0 0 0 1 56 0 0 0 15 14 0 97 
7:50 AM 6 0 13 0 0 0 0 0 3 36 0 0 0 20 14 0 92 
7:55 AM 4 0 8 0 0 0 0 0 2 40 0 0 0 24 14 0 92 
8:00 AM 10 0 8 0 0 0 0 0 1 27 0 0 0 20 16 1 82 
8:05 AM 8 0 8 0 0 0 0 0 2 21 0 0 0 19 18 0 76 
8:10 AM 3 0 4 0 0 0 0 0 1 29 0 0 0 24 22 0 83 
8:15 AM 2 0 6 0 0 0 0 0 1 32 0 0 0 17 17 0 75 
8:20 AM 1 0 3 0 0 0 0 0 1 35 0 0 0 24 8 0 72 
8:25 AM 6 0 7 0 0 0 0 0 1 34 0 0 0 27 14 0 89 
8:30 AM 6 0 5 0 0 0 0 0 2 21 0 0 0 28 20 0 82 
8:35 AM 3 0 10 0 0 0 0 0 1 35 0 0 0 19 10 0 78 
8:40 AM 4 0 3 0 0 0 0 0 1 32 0 0 0 13 7 0 60 
8:45 AM 8 0 5 0 0 0 0 0 2 27 0 0 0 27 6 0 75 
8:50 AM 5 0 6 0 0 0 0 0 1 33 0 0 0 18 17 0 80 
8:55 AM 12 0 9 0 0 0 0 0 1 27 0 0 0 14 12 0 75 
Total 
Survey 
134 0 181 0 0 0 0 0 28 712 0 0 0 462 369 2 1,886 
Pedestrians 
Crosswalk 
North South East West 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 1 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 1 0 0 
15-Minute Interval Summary 
7:00 AM to 9:00 AM 
Interval 
Start 
Time 
Northbound 
Hwy 212 WB Ram ps 
Southbound 
Hwy 212 WB Ram ps 
Eastbound 
SE Lake Rd 
Westbound 
SE Lake Rd Interval 
Total L T R Bikes L T R Bikes L T R Bikes L T R Bikes 
7:00 AM 13 0 28 0 0 0 0 0 2 50 0 0 0 37 43 0 173 
7:15 AM 11 0 28 0 0 0 0 0 3 79 0 0 0 49 65 0 235 
7:30 AM 28 0 23 0 0 0 0 0 2 98 0 0 0 67 52 1 270 
7:45 AM 14 0 28 0 0 0 0 0 6 132 0 0 0 59 42 0 281 
8:00 AM 21 0 20 0 0 0 0 0 4 77 0 0 0 63 56 1 241 
8:15 AM 9 0 16 0 0 0 0 0 3 101 0 0 0 68 39 0 236 
8:30 AM 13 0 18 0 0 0 0 0 4 88 0 0 0 60 37 0 220 
8:45 AM 25 0 20 0 0 0 0 0 4 87 0 0 0 59 35 0 230 
Total 
Survey 
134 0 181 0 0 0 0 0 28 712 0 0 0 462 369 2 1,886 
Pedestrians 
Crosswalk 
North South East West 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 1 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 1 0 0 
Peak Hour Summary 
7:20 AM to 8:20 AM 
By 
Approach 
Northbound 
Hwy 212 WB Ram ps 
Southbound 
Hwy 212 WB Ram ps 
Eastbound 
SE Lake Rd 
Westbound 
SE Lake Rd Total 
In Out Total Bikes In Out Total Bikes In Out Total Bikes In Out Total Bikes 
Volume 171 0 171 0 0 226 226 0 403 317 720 0 456 487 943 2 1,030 
%HV 10.5% 0.0% 2.5% 4.6% 4.8% 
PHF 0.84 0.00 0.73 0.93 0.90 
By 
Movement 
Northbound 
Hwy 212 WB Ram ps 
Southbound 
Hwy 212 WB Ram ps 
Eastbound 
SE Lake Rd 
Westbound 
SE Lake Rd Total 
L T R Total L T R Total L T R Total L T R Total 
Volume 72 0 99 171 0 0 0 0 15 388 0 403 0 245 211 456 1,030 
%HV 9.7% 0.0% 11.1% 10.5% 0.0% 0.0% 0.0% 0.0% 0.0% 2.6% 0.0% 2.5% 0.0% 5.3% 3.8% 4.6% 4.8% 
PHF 0.64 0.00 0.80 0.84 0.00 0.00 0.00 0.00 0.63 0.73 0.00 0.73 0.00 0.91 0.85 0.93 0.90 
Pedestrians 
Crosswalk 
North South East West 
0 1 0 0 
Rolling Hour Summary 
7:00 AM to 9:00 AM 
Interval 
Start 
Time 
Northbound 
Hwy 212 WB Ram ps 
Southbound 
Hwy 212 WB Ram ps 
Eastbound 
SE Lake Rd 
Westbound 
SE Lake Rd Interval 
Total L T R Bikes L T R Bikes L T R Bikes L T R Bikes 
7:00 AM 66 0 107 0 0 0 0 0 13 359 0 0 0 212 202 1 959 
7:15 AM 74 0 99 0 0 0 0 0 15 386 0 0 0 238 215 2 1,027 
7:30 AM 72 0 87 0 0 0 0 0 15 408 0 0 0 257 189 2 1,028 
7:45 AM 57 0 82 0 0 0 0 0 17 398 0 0 0 250 174 1 978 
8:00 AM 68 0 74 0 0 0 0 0 15 353 0 0 0 250 167 1 927 
Pedestrians 
Crosswalk 
North South East West 
0 1 0 0 
0 1 0 0 
0 1 0 0 
0 1 0 0 
0 0 0 0 
0 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-78 
Heavy Vehicle Summary 
All Traffic Data 
Clay Carney 
(503) 833-2740 
Hwy 212 WB Ramps & SE Lake Rd 
Wednesday, October 11, 2006 
7:00 AM to 9:00 AM 
Heavy Vehicle 5-Minute Interval Summary 
7:00 AM to 9:00 AM 
Out 20 
In 10 
In Out 
0 8 
0 0 0 
I W 
t _ 8 
• 4 - 1 3 
0 
^ t r * 
7 0 11 
Out In 
0 18 
Peak Hour Summary 
7:20 AM to 8:20 AM 
21 In 
21 Out 
Interval 
Start 
Time 
Northbound 
Hwy 212 WB Ram ps 
Southbound 
Hwy 212 WB Ram ps 
Eastbound 
SE Lake Rd 
Westbound 
SE Lake Rd Interval 
Total L T R Total L T R Total L T R Total L T R Total 
7:00 AM 3 0 0 3 0 0 0 0 0 1 0 1 0 1 0 1 5 
7:05 AM 1 0 3 4 0 0 0 0 0 0 0 0 0 0 0 0 4 
7:10 AM 0 0 2 2 0 0 0 0 0 0 0 0 0 0 0 0 2 
7:15 AM 1 0 1 2 0 0 0 0 0 1 0 1 0 1 1 2 5 
7:20 AM 2 0 2 4 0 0 0 0 0 0 0 0 0 5 0 5 9 
7:25 AM 2 0 2 4 0 0 0 0 0 2 0 2 0 1 1 2 8 
7:30 AM 0 0 1 1 0 0 0 0 0 3 0 3 0 2 3 5 9 
7:35 AM 2 0 1 3 0 0 0 0 0 0 0 0 0 0 1 1 4 
7:40 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 1 
7:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 1 
7:50 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 2 
7:55 AM 0 0 2 2 0 0 0 0 0 0 0 0 0 1 0 1 3 
8:00 AM 1 0 1 2 0 0 0 0 0 1 0 1 0 0 1 1 4 
8:05 AM 0 0 0 0 0 0 0 0 0 4 0 4 0 1 0 1 5 
8:10 AM 0 0 2 2 0 0 0 0 0 0 0 0 0 0 1 1 3 
8:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 
8:20 AM 0 0 1 1 0 0 0 0 0 0 0 0 0 4 0 4 5 
8:25 AM 1 0 1 2 0 0 0 0 0 1 0 1 0 4 1 5 8 
8:30 AM 1 0 2 3 0 0 0 0 0 3 0 3 0 4 2 6 12 
8:35 AM 0 0 1 1 0 0 0 0 0 3 0 3 0 1 0 1 5 
8:40 AM 0 0 1 1 0 0 0 0 0 2 0 2 0 1 0 1 4 
8:45 AM 0 0 1 1 0 0 0 0 0 1 0 1 0 1 1 2 4 
8:50 AM 0 0 4 4 0 0 0 0 0 0 0 0 0 0 0 0 4 
8:55 AM 0 0 1 1 0 0 0 0 0 2 0 2 0 0 2 2 5 
Total 
Survey 
14 0 29 43 0 0 0 0 0 24 0 24 0 30 15 45 112 
Heavy Vehicle 15-Minute Interval Summary 
7:00 AM to 9:00 AM 
Interval 
Start 
Time 
Northbound 
Hwy 212 WB Ram ps 
Southbound 
Hwy 212 WB Ram ps 
Eastbound 
SE Lake Rd 
Westbound 
SE Lake Rd Interval 
Total L T R Total L T R Total L T R Total L T R Total 
7:00 AM 4 0 5 9 0 0 0 0 0 1 0 1 0 1 0 1 11 
7:15 AM 5 0 5 10 0 0 0 0 0 3 0 3 0 7 2 9 22 
7:30 AM 2 0 2 4 0 0 0 0 0 3 0 3 0 2 5 7 14 
7:45 AM 0 0 2 2 0 0 0 0 0 0 0 0 0 4 0 4 6 
8:00 AM 1 0 3 4 0 0 0 0 0 5 0 5 0 1 2 3 12 
8:15 AM 1 0 2 3 0 0 0 0 0 1 0 1 0 8 1 9 13 
8:30 AM 1 0 4 5 0 0 0 0 0 8 0 8 0 6 2 8 21 
8:45 AM 0 0 6 6 0 0 0 0 0 3 0 3 0 1 3 4 13 
Total 
Survey 
14 0 29 43 0 0 0 0 0 24 0 24 0 30 15 45 112 
Heavy Vehicle Peak Hour Summary 
7:20 AM to 8:20 AM 
By 
Approach 
Northbound Southbound Eastbound Westbound 
Hwy 212 WB Ramps Hwy 212 WB Ramps SE Lake Rd SE Lake Rd Total 
In Out Total In Out Total In Out Total In Out Total 
Volume 18 0 18 0 8 8 10 20 30 21 21 42 49 
PHF 0.50 0.00 0.50 0.44 0.47 
By 
Movement 
Northbound 
Hwy 212 WB Ram ps 
Southbound 
Hwy 212 WB Ram ps 
Eastbound 
SE Lake Rd 
Westbound 
SE Lake Rd Total 
L T R Total L T R Total L T R Total L T R Total 
Volume 7 0 11 18 0 0 0 0 0 10 0 10 0 13 8 21 49 
PHF 0.44 0.00 0.55 0.50 0.00 0.00 0.00 0.00 0.00 0.50 0.00 0.50 0.00 0.41 0.40 0.44 0.47 
Heavy Vehicle Rolling Hour Summary 
7:00 AM to 9:00 AM 
Interval 
Start 
Time 
Northbound 
Hwy 212 WB Ram ps 
Southbound 
Hwy 212 WB Ram ps 
Eastbound 
SE Lake Rd 
Westbound 
SE Lake Rd Interval 
Total L T R Total L T R Total L T R Total L T R Total 
7:00 AM 11 0 14 25 0 0 0 0 0 7 0 7 0 14 7 21 53 
7:15 AM 8 0 12 20 0 0 0 0 0 11 0 11 0 14 9 23 54 
7:30 AM 4 0 9 13 0 0 0 0 0 9 0 9 0 15 8 23 45 
7:45 AM 3 0 11 14 0 0 0 0 0 14 0 14 0 19 5 24 52 
8:00 AM 3 0 15 18 0 0 0 0 0 17 0 17 0 16 8 24 59 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-79 
Peak Hour Summary 
All Traffic Data 
b w a a i o i o n 
Clay Carney 
(503) 833-2740 
Hwy 212 WB Ramps & SE Lake Rd 
7:20 AM to 8:20 AM 
Wednesday, October 11, 2006 
SE Lake Rd 
DQ <0 
CN (5 
CN Bikes 
0 • 226 
Peds 0 
Peds 1 
• 
72 0 99 
171 
Bikes 
0 
£ 
CN 
S (Q 
a: Q: 
SE Lake Rd 
Approach PHF HV% Volume 
EB 0.73 2.5% 403 
WB 0.93 4.6% 456 
NB 0.84 10.5% 171 
SB 0.00 0.0% 0 
Intersection 0.90 4.8% 1,030 
Count Period: 7:00 AM to 9:00 AM 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-80 
Heavy Vehicle Summary 
All Traffic Data 
Clay Carney 
(503) 833-2740 
SE Linwood Ave & SE Harmony Rd 
Wednesday, October 11, 2006 
7:00 AM to 9:00 AM 
Out 
220 
7 262 67 
HV 3.4% 
PHF 0.86 
Out 336 
In 317 
18 
225 
74 
J 
"V 
49 
4 — 297 
502 
HV 4.7% 
PHF 0.81 t r * l 
32 153 338 iri ° 
In 
523 
Peak Hour Summary 
7:15 AM to 8:15 AM 
848 In 
630 Out 
5 
5-Minute Interval Summary 
7:00 AM to 9:00 AM 
Interval Northbound Southbound Eastbound Westbound 
Start SE Linwood Ave SE Linwood Ave SE Harmony Rd SE Harmony Rd Interval 
Time L T R Bikes L T R Bikes L T R Bikes L T R Bikes Total 
7:00 AM 0 5 15 0 3 18 0 0 0 12 4 0 43 16 6 0 122 
7:05 AM 2 5 10 0 0 20 0 0 0 17 3 0 24 13 1 0 95 
7:10 AM 0 10 11 0 5 30 1 0 1 18 3 0 26 18 1 0 124 
7:15 AM 3 15 20 0 5 29 1 0 0 8 4 0 52 38 3 0 178 
7:20 AM 0 12 27 0 2 21 0 0 0 19 5 0 48 20 5 0 159 
7:25 AM 5 13 20 0 10 16 1 0 0 17 8 0 48 30 2 0 170 
7:30 AM 1 13 22 0 9 18 0 0 0 21 4 0 53 23 9 0 173 
7:35 AM 5 16 56 0 7 16 0 0 0 18 1 0 23 18 8 0 168 
7:40 AM 3 18 45 0 9 17 0 0 1 19 8 0 32 25 5 0 182 
7:45 AM 1 10 31 0 1 19 0 0 3 21 7 0 38 19 5 0 155 
7:50 AM 4 15 37 0 2 28 0 0 5 11 4 0 46 22 2 0 176 
7:55 AM 1 9 25 0 5 39 2 0 7 29 11 0 33 24 1 0 186 
8:00 AM 5 10 20 0 6 19 0 0 1 10 6 1 41 29 1 0 148 
8:05 AM 1 10 12 0 6 22 1 0 0 23 7 0 51 20 5 0 158 
8:10 AM 3 12 23 0 5 18 2 0 1 29 9 0 37 29 3 0 171 
8:15 AM 5 14 25 0 7 11 3 0 0 15 5 0 29 13 4 0 131 
8:20 AM 5 11 38 0 9 21 2 0 0 7 1 0 28 19 6 0 147 
8:25 AM 2 15 20 0 6 27 1 0 0 12 6 0 22 10 0 0 121 
8:30 AM 3 7 14 0 9 22 0 0 0 22 9 0 30 19 4 0 139 
8:35 AM 4 11 32 0 4 14 1 0 0 10 4 0 15 11 2 1 108 
8:40 AM 2 10 16 0 4 8 1 0 1 8 1 0 13 15 1 0 80 
8:45 AM 0 17 23 0 8 17 1 0 0 17 9 0 29 17 3 0 141 
8:50 AM 3 8 20 0 6 12 1 0 3 10 6 0 34 11 4 0 118 
8:55 AM 3 11 16 0 5 13 0 0 2 9 1 0 14 12 3 0 89 
Total 
Survey 
61 277 578 0 133 475 18 0 25 382 126 1 809 471 84 1 3,439 
Pedestrians 
Crosswalk 
North South East West 
0 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 1 
1 0 0 0 
0 0 2 0 
1 0 0 0 
0 0 0 0 
0 0 1 0 
1 0 0 0 
1 0 1 0 
0 0 0 0 
0 1 0 0 
1 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
1 0 0 0 
0 0 0 0 
0 0 0 0 
1 0 0 0 
0 0 0 0 
0 0 0 0 
0 0 0 0 
7 1 4 1 
15-Minute Interval Summary 
7:00 AM to 9:00 AM 
Interval Northbound Southbound Eastbound Westbound 
Start SE Linwood Ave SE Linwood Ave SE Harmony Rd SE Harmony Rd Interval 
Time L T R Bikes L T R Bikes L T R Bikes L T R Bikes Total 
7:00 AM 2 20 36 0 8 68 1 0 1 47 10 0 93 47 8 0 341 
7:15 AM 8 40 67 0 17 66 2 0 0 44 17 0 148 88 10 0 507 
7:30 AM 9 47 123 0 25 51 0 0 1 58 13 0 108 66 22 0 523 
7:45 AM 6 34 93 0 8 86 2 0 15 61 22 0 117 65 8 0 517 
8:00 AM 9 32 55 0 17 59 3 0 2 62 22 1 129 78 9 0 477 
8:15 AM 12 40 83 0 22 59 6 0 0 34 12 0 79 42 10 0 399 
8:30 AM 9 28 62 0 17 44 2 0 1 40 14 0 58 45 7 1 327 
8:45 AM 6 36 59 0 19 42 2 0 5 36 16 0 77 40 10 0 348 
Total 
Survey 
61 277 578 0 133 475 18 0 25 382 126 1 809 471 84 1 3,439 
Pedestrians 
Crosswalk 
North South East West 
0 0 0 0 
1 0 2 1 
1 0 1 0 
2 0 1 0 
1 1 0 0 
1 0 0 0 
1 0 0 0 
0 0 0 0 
7 1 4 1 
Peak Hour Summary 
7:15 AM to 8:15 AM 
By 
Approach 
Northbound Southbound Eastbound Westbound 
SE Linwood Ave SE Linwood Ave SE Harmony Rd SE Harmony Rd Total 
In Out Total Bikes In Out Total Bikes In Out Total Bikes In Out Total Bikes 
Volume 523 838 1,361 0 336 220 556 0 317 336 653 1 848 630 1,478 0 2,024 
%HV 5.0% 6.8% 4.7% 3.4% 4.6% 
PHF 0.71 0.83 0.81 0.86 0.97 
Pedestrians 
Crosswalk 
North South East West 
5 1 4 1 
By 
Movement 
Northbound Southbound Eastbound Westbound 
SE Linwood Ave SE Linwood Ave SE Harmony Rd SE Harmony Rd Total 
L T R Total L T R Total L T R Total L T R Total 
Volume 32 153 338 523 67 262 7 336 18 225 74 317 502 297 49 848 2,024 
%HV 15.6% 6.5% 3.3% 5.0% 4.5% 7.6% 0.0% 6.8% 5.6% 4.0% 6.8% 4.7% 1.6% 4.4% 16.3% 3.4% 4.6% 
PHF 0.73 0.81 0.64 0.71 0.64 0.76 0.58 0.83 0.30 0.91 0.77 0.81 0.84 0.84 0.56 0.86 0.97 
Rolling Hour Summary 
7:00 AM to 9:00 AM 
Interval Northbound Southbound Eastbound Westbound Pedestrians 
Start SE Linwood Ave SE Linwood Ave SE Harmony Rd SE Harmony Rd Interval Crosswalk 
Time L T R Bikes L T R Bikes L T R Bikes L T R Bikes Total North South East West 
7:00 AM 25 141 319 0 58 271 5 0 17 210 62 0 466 266 48 0 1,888 4 0 4 1 
7:15 AM 32 153 338 0 67 262 7 0 18 225 74 1 502 297 49 0 2,024 5 1 4 1 
7:30 AM 36 153 354 0 72 255 11 0 18 215 69 1 433 251 49 0 1,916 5 1 2 0 
7:45 AM 36 134 293 0 64 248 13 0 18 197 70 1 383 230 34 1 1,720 5 1 1 0 
8:00 AM 36 136 259 0 75 204 13 0 8 172 64 1 343 205 36 1 1,551 3 1 0 0 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-81 
Heavy Vehicle Summary 
All Traffic Data 
Clay Carney 
(503) 833-2740 
SE Linwood Ave & SE Harmony Rd 
Wednesday, October 11, 2006 
7:00 AM to 9:00 AM 
Heavy Vehicle 5-Minute Interval Summary 
7:00 AM to 9:00 AM 
Out 18 
In 15 
In Out 
23 19 
0 20 3 
I W 
t _ 8 
• 4 - 1 3 
8 
^ t r * 
5 10 11 
Out In 
33 26 
Peak Hour Summary 
7:15 AM to 8:15 AM 
29 In 
23 Out 
Interval Northbound Southbound Eastbound Westbound 
Start SE Linwood Ave SE Linwood Ave SE Harmony Rd SE Harmony Rd Interval 
Time L T R Total L T R Total L T R Total L T R Total Total 
7:00 AM 0 2 1 3 0 0 0 0 0 1 1 2 1 0 0 1 6 
7:05 AM 1 1 1 3 0 0 0 0 0 0 0 0 1 1 1 3 6 
7:10 AM 0 1 0 1 0 0 0 0 0 0 0 0 0 0 0 0 1 
7:15 AM 1 1 0 2 0 2 0 2 0 0 1 1 1 1 0 2 7 
7:20 AM 0 0 3 3 0 1 0 1 0 0 0 0 1 1 2 4 8 
7:25 AM 1 2 3 6 0 3 0 3 0 0 1 1 2 1 0 3 13 
7:30 AM 0 0 1 1 0 0 0 0 0 1 0 1 1 1 0 2 4 
7:35 AM 2 2 0 4 1 0 0 1 0 0 0 0 0 0 1 1 6 
7:40 AM 0 1 0 1 0 3 0 3 1 1 1 3 0 1 1 2 9 
7:45 AM 1 1 0 2 0 2 0 2 0 2 0 2 0 0 2 2 8 
7:50 AM 0 0 0 0 0 3 0 3 0 1 0 1 0 1 0 1 5 
7:55 AM 0 1 2 3 1 1 0 2 0 1 0 1 0 0 0 0 6 
8:00 AM 0 0 0 0 0 3 0 3 0 0 1 1 2 0 0 2 6 
8:05 AM 0 1 2 3 0 0 0 0 0 2 0 2 0 2 1 3 8 
8:10 AM 0 1 0 1 1 2 0 3 0 1 1 2 1 5 1 7 13 
8:15 AM 0 1 1 2 0 0 0 0 0 1 2 3 3 0 0 3 8 
8:20 AM 1 1 0 2 0 3 0 3 0 1 0 1 1 1 0 2 8 
8:25 AM 0 2 0 2 0 4 0 4 0 1 0 1 1 0 0 1 8 
8:30 AM 1 0 1 2 1 0 0 1 0 1 0 1 0 0 0 0 4 
8:35 AM 0 0 3 3 0 0 0 0 0 0 0 0 1 2 0 3 6 
8:40 AM 1 1 0 2 1 0 0 1 0 0 0 0 0 0 0 0 3 
8:45 AM 0 1 0 1 1 1 0 2 0 1 1 2 0 0 2 2 7 
8:50 AM 0 0 0 0 0 0 0 0 0 1 0 1 2 2 0 4 5 
8:55 AM 1 1 2 4 0 0 0 0 0 0 1 1 0 0 0 0 5 
Total 
Survey 
10 21 20 51 6 28 0 34 1 16 10 27 18 19 11 48 160 
Heavy Vehicle 15-Minute Interval Summary 
7:00 AM to 9:00 AM 
Interval Northbound Southbound Eastbound Westbound 
Start SE Linwood Ave SE Linwood Ave SE Harmony Rd SE Harmony Rd Interval 
Time L T R Total L T R Total L T R Total L T R Total Total 
7:00 AM 1 4 2 7 0 0 0 0 0 1 1 2 2 1 1 4 13 
7:15 AM 2 3 6 11 0 6 0 6 0 0 2 2 4 3 2 9 28 
7:30 AM 2 3 1 6 1 3 0 4 1 2 1 4 1 2 2 5 19 
7:45 AM 1 2 2 5 1 6 0 7 0 4 0 4 0 1 2 3 19 
8:00 AM 0 2 2 4 1 5 0 6 0 3 2 5 3 7 2 12 27 
8:15 AM 1 4 1 6 0 7 0 7 0 3 2 5 5 1 0 6 24 
8:30 AM 2 1 4 7 2 0 0 2 0 1 0 1 1 2 0 3 13 
8:45 AM 1 2 2 5 1 1 0 2 0 2 2 4 2 2 2 6 17 
Total 
Survey 
10 21 20 51 6 28 0 34 1 16 10 27 18 19 11 48 160 
Heavy Vehicle Peak Hour Summary 
7:15 AM to 8:15 AM 
By 
Approach 
Northbound Southbound Eastbound Westbound 
SE Linwood Ave SE Linwood Ave SE Harmony Rd SE Harmony Rd Total 
In Out Total In Out Total In Out Total In Out Total 
Volume 26 33 59 23 19 42 15 18 33 29 23 52 93 
PHF 0.59 0.72 0.63 0.60 0.83 
By 
Movement 
Northbound Southbound Eastbound Westbound 
SE Linwood Ave SE Linwood Ave SE Harmony Rd SE Harmony Rd Total 
L T R Total L T R Total L T R Total L T R Total 
Volume 5 10 11 26 3 20 0 23 1 9 5 15 8 13 8 29 93 
PHF 0.42 0.63 0.39 0.59 0.75 0.63 0.00 0.72 0.25 0.56 0.63 0.63 0.50 0.46 0.50 0.60 0.83 
Heavy Vehicle Rolling Hour Summary 
7:00 AM to 9:00 AM 
Interval Northbound Southbound Eastbound Westbound 
Start SE Linwood Ave SE Linwood Ave SE Harmony Rd SE Harmony Rd Interval 
Time L T R Total L T R Total L T R Total L T R Total Total 
7:00 AM 6 12 11 29 2 15 0 17 1 7 4 12 7 7 7 21 79 
7:15 AM 5 10 11 26 3 20 0 23 1 9 5 15 8 13 8 29 93 
7:30 AM 4 11 6 21 3 21 0 24 1 12 5 18 9 11 6 26 89 
7:45 AM 4 9 9 22 4 18 0 22 0 11 4 15 9 11 4 24 83 
8:00 AM 4 9 9 22 4 13 0 17 0 9 6 15 11 12 4 27 81 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-82 
Peak Hour Summary 
All Traffic Data 
b w a a i o i o n 
Clay Carney 
(503) 833-2740 
SE Linwood Ave & SE Harmony Rd 
7:15 AM to 8:15 AM 
Wednesday, October 11, 2006 
SE Harmony Rd 
Bikes 
0 
336 
262 67 
220 
Peds 5 
Peds 1 
838 
32 153 338 
523 
Bikes 
0 
SE Harmony Rd 
Approach PHF HV% Volume 
EB 0.81 4.7% 317 
WB 0.86 3.4% 848 
NB 0.71 5.0% 523 
SB 0.83 6.8% 336 
Intersection 0.97 4.6% 2,024 
Count Period: 7:00 AM to 9:00 AM 
7 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-83 
All Traf f ic Data Serv ices, Inc. 
3209 S E 147th PL # 97 
Vancouve r , W A . 98683 
PH. 503 -833 -2740 
Page 1 
Site Code : 1 
NE 35th A v e N /O S E Se l lwood St 
Start 
Time 
07-Dec-06 
Thu 
Total 
NB SB 
12:00 AM 0 1 1 
12:15 
-1 n.on 
0 
n 
0 
n 
0 
n 12:30 
12:45 
n-i nn 
0 
0 
n 
0 
1 
n 
0 
1 
n 01:00 
01:15 
n-l -on 
0 
0 
n 
0 
1 
-i 
0 
1 
-i 01:30 
01:45 
n o n n 
0 
0 
n 
1 
0 
n 
1 
0 
n 02:00 
02:15 
no- on 
0 
0 
A 
0 
0 
0 
0 
02:30 
02:45 
no • nn 
1 
0 
n 
1 
0 
n 
2 
0 
n 03:00 
03:15 
no • on 
0 
0 
n 
0 
0 
0 
0 
03:30 
03:45 
r\,i -nn 
0 
0 
n 
1 
0 
1 
0 
04:00 
04:15 
r\,i -on 
0 
0 
n 
1 
0 
1 
0 
04:30 
04:45 
nc-nn 
0 
0 
o 
1 
0 
o 
1 
0 
A 05:00 
05:15 
n e o n 
2 
0 
A 
2 
0 
n 
4 
0 
A 05:30 
05:45 
nc-nn 
4 
1 
0 
2 
4 
3 
06:00 
06:15 
nc-on 
1 
2 
o 
1 
0 
o 
2 
2 
06:30 
06:45 
nv-nn 
2 
5 
o 
2 
2 
o 
4 
7 
c 07:00 
07:15 
2 
7 
3 
2 
5 
9 
07:30 
07:45 
4 
5 
7 
5 
11 
10 
08:00 
08:15 
no • on 
7 
6 
o 
16 
12 
yl 
23 
18 
08:30 
08:45 
n o n n 
2 
1 
Q 
4 
8 
-i n 
6 
9 
-1 Q 09:00 
09:15 
nn- on 
8 
4 
o 
10 
5 
yl 
18 
9 
09:30 
09:45 
-i n- nn 
3 
1 
a 
4 
3 
n 
7 
4 
-1 c 10:00 
10:15 
-i n-on 
6 
2 
o 
9 
6 
yl 
15 
8 
10:30 
10:45 
-i -i -nn 
2 
6 
c 
4 
4 
6 
10 
11:00 
11:15 
-i -i -on 
5 
4 
Q 
6 
5 
o 
11 
9 
11:30 
11:45 
8 
2 
3 
7 
11 
9 
Total 103 140 243 
Percent 42.4% 57.6% 
Peak 
Vol. 
P.H.F. 
07:15 
23 
0.719 
07:30 
40 
0.625 
07:30 
62 
0.674 
M i lwauk ie T S P A p p e n d i x F: Tra f f i c Da ta D e c e m b e r 4, 2 0 0 7 P a g e F - 8 4 
All Traf f ic Data Serv ices, Inc. 
3209 S E 147th PL # 97 
Vancouve r , W A . 98683 
PH. 503 -833 -2740 
Page 2 
Site Code : 1 
NE 35th A v e N /O S E Se l lwood St 
Start 07-Dec-06 Total 
Time Thu NB SB 
12:00 PM 9 4 13 
12:15 
-1 n.on 
8 9 17 
-1 o 12:30 
12:45 
n-i nn 
6 
3 
o 
6 
6 
•7 
12 
9 
Q 01:00 
01:15 
Aj.on 
2 
2 
7 
3 
n 
9 
5 
4 yl 01:30 
01:45 
nonn 
5 
9 
9 
6 
Q 
14 
15 
02:00 
02:15 
no- on 
7 
6 
c 
8 
6 
a 
15 
12 
02:30 
02:45 
no-nn 
5 
5 
c 
6 
10 
o 
11 
15 
Q 03:00 
03:15 
no • on 
5 
4 
a 
3 
12 
8 
16 
>1 Q 03:30 
03:45 
n/i-nn 04:00 
6 
6 
11 
13 
16 
in 
19 
22 
91 21 
04:15 
r\,i -on 
1 
•7 
10 
Q 
11 
04:30 
04:45 
nc-nn 
7 
4 
A 
8 
10 
-1 7 
15 
14 
05:00 
05:15 
nc on 
4 
6 
A 
17 
12 
21 
18 
Q 05:30 
05:45 
nc-nn 
4 
8 
yl 
4 
10 
o 
8 
18 
-1 o 06:00 
06:15 
nc-on 
4 
9 
yl 
8 
13 
-1 o 
12 
22 
06:30 
06:45 
n"7- nn 
4 
6 
o 
12 
10 
"7 
16 
16 
-i n 07:00 
07:15 
nv-on 
3 
2 
7 
2 
A 
10 
4 
-i n 07:30 
07:45 
no-nn 
6 
3 
o 
4 
9 
c 
10 
12 
•7 08:00 
08:15 
no-on 
2 
0 
A 
5 
7 
o 
7 
7 
•7 08:30 
08:45 
no-nn 
4 
2 
o 
3 
2 
c 
7 
4 
•7 09:00 
09:15 
nn- on 
2 
3 
c 
5 
3 
o 
7 
6 
09:30 
09:45 
-i n- nn 
5 
1 
o 
3 
2 
8 
3 
10:00 
10:15 
-i n-on 
2 
0 
1 
3 
c 
3 
3 
10:30 
10:45 
-i -i -nn 
1 
0 
n 
5 
3 
n 
6 
3 
n 11:00 
11:15 
-i -i -on 
0 
0 
n 
0 
0 
n 
0 
0 
n 11:30 
11:45 
0 
0 
0 
2 
0 
2 
Total 192 314 506 
Percent 37.9% 62.1% 
Peak 13:30 15:15 15:15 
Vol. 27 51 78 
P.H.F. 0.614 0.750 0.886 
Grand 
Total 
Percent 
295 
39.4% 
454 
60.6% 
749 
ADT Not Calculated 
M i lwauk ie T S P A p p e n d i x F: Tra f f i c Da ta D e c e m b e r 4, 2 0 0 7 P a g e F - 8 5 
All Traf f ic Data Serv ices, Inc. 
3209 S E 147th PL # 97 
Vancouve r , W A . 98683 
PH. 503 -833 -2740 
Page 1 
Site Code : 2 
S E 33rd A v e N /O S E Se l lwood St 
Start 
Time 
07-Dec-06 
Thu 
Total 
NB SB 
12:00 AM 
12:15 
12:30 
12:45 
01:00 
01:15 
01:30 
01:45 
02:00 
02:15 
02:30 
02:45 
03:00 
03:15 
03:30 
03:45 
04:00 
04:15 
04:30 
04:45 
05:00 
05:15 
05:30 
05:45 
06:00 
06:15 
06:30 
06:45 
07:00 
07:15 
07:30 
07:45 
08:00 
08:15 
08:30 
08:45 
09:00 
09:15 
09:30 
09:45 
10:00 
10:15 
10:30 
10:45 
11:00 
11:15 
11:30 
11:45 
1 
2 
0 
0 
0 
2 
0 
2 
1 
0 
1 
0 
0 
0 
0 
0 
0 
0 
0 
0 
2 
0 
3 
1 
2 
3 
3 
5 
8 
3 
6 
11 
7 
4 
10 
9 
2 
4 
1 
1 
5 
5 
0 
1 
8 
6 
9 
12 
Total 
Percent 
79 
56.4% 
61 
43.6% 
140 
Peak 
Vol. 
P.H.F. 
07:00 
19 
0.594 
11:00 
19 
0.792 
11:00 
35 
0.729 
M i lwauk ie T S P A p p e n d i x F: Tra f f i c Da ta D e c e m b e r 4, 2 0 0 7 P a g e F - 8 6 
All Traf f ic Data Serv ices, Inc. 
3209 S E 147th PL # 97 
Vancouve r , W A . 98683 
PH. 503 -833 -2740 
Page 2 
Site C o d e : 2 
S E 33rd A v e N /O S E Se l lwood St 
Start 07-Dec-06 Total 
Time Thu NB SB 
12:00 PM 0 4 4 
12:15 
-1 n.on 
3 
o 
3 
Q 
6 
-i n 12:30 
12:45 
n-i -nn 
2 
5 
o 
8 
5 
o 
10 
10 
01:00 
01:15 
n-l -on 
2 
3 
A 
2 
6 
A 
4 
9 
Q 01:30 
01:45 
nonn 
4 
4 
o 
4 
4 
o 
8 
8 
A 02:00 
02:15 
2 
5 
2 
4 
4 
9 
02:30 
02:45 
no • nn 
3 
5 
7 
8 
10 
13 
03:00 
03:15 
no • on 
2 
6 
o 
5 
8 
A 
7 
14 
03:30 
03:45 
n >i • nn 
3 
4 
o 
4 
12 
7 
16 
04:00 
04:15 
r\,i -on 
2 
2 
o 
1 
7 
A 
3 
9 
04:30 
04:45 
nc-nn 
2 
1 
c 
4 
5 
Q 
6 
6 
-1 o 05:00 
05:15 
n e o n 
5 
2 
n 
8 
4 
n 
13 
6 
n 05:30 
05:45 
nc-nn 
0 
2 
A 
0 
9 
A 
0 
11 
-1 o 06:00 
06:15 
nc-on 
6 
0 
c 
6 
7 
c 
12 
7 
-i n 06:30 
06:45 
n"7- nn 
5 
1 
5 
6 
o 
10 
7 
07:00 
07:15 
nv-on 
1 
0 
3 
2 
-i 
4 
2 
o 07:30 
07:45 
n o n n 
1 
2 
n 
1 
3 
A 
2 
5 
A 08:00 
08:15 
no on 
0 
1 
n 
4 
2 
-i 
4 
3 
-i 08:30 
08:45 
n o n n 
0 
4 
A 
1 
6 
o 
1 
10 
09:00 
09:15 
nn- on 
4 
1 
o 
2 
3 
o 
6 
4 
09:30 
09:45 
-i n- nn 
2 
1 
3 
2 
5 
3 
10:00 
10:15 
-i n-on 
1 
0 
n 
1 
2 
2 
2 
10:30 
10:45 
-i -i -nn 
0 
0 
n 
1 
1 
n 
1 
1 
n 11:00 
11:15 
-i -i -on 
0 
0 
0 
0 
n 
0 
0 
11:30 
11:45 
1 
0 
0 
1 
1 
1 
Total 100 186 286 
Percent 35.0% 65.0% 
Peak 14:30 15:00 14:30 
Vol. 16 29 44 
P.H.F. 0.667 0.604 0.688 
Grand 
Total 
179 247 426 
Percent 42.0% 58.0% 
ADT Not Calculated 
M i lwauk ie T S P A p p e n d i x F: Tra f f i c Da ta D e c e m b e r 4, 2 0 0 7 P a g e F - 8 7 
All Traf f ic Data Serv ices, Inc. 
3209 S E 147th PL # 97 
Vancouve r , W A . 98683 
PH. 503 -833 -2740 
Page 1 
Site Code : 4 
S E 29th A v e S /O S E Mon roe St 
Start 
Time 
07-Dec-06 
Thu 
Total 
NB SB 
12:00 AM 0 0 0 
12:15 
-1 n.on 
1 
n 
1 
n 
2 
n 12:30 
12:45 
n-i -nn 
0 
0 
n 
0 
0 
n 
0 
0 
n 01:00 
01:15 
n-l -on 
0 
0 
0 
0 
0 
0 
o 01:30 
01:45 
no-nn 
1 
0 
1 
0 
2 
0 
o 02:00 
02:15 
no- on 
1 
0 
1 
0 
2 
0 
02:30 
02:45 
no-nn 
1 
0 
1 
0 
n 
2 
0 
03:00 
03:15 
no • on 
1 
0 
n 
0 
0 
n 
1 
0 
n 03:30 
03:45 
r\,i -nn 
0 
0 
n 
0 
0 
0 
0 
04:00 
04:15 
r\,i -on 
0 
0 
n 
1 
0 
n 
1 
0 
n 04:30 
04:45 
nc-nn 
0 
2 
n 
0 
0 
n 
0 
2 
n 05:00 
05:15 
nc-on 
0 
0 
0 
0 
0 
0 
o 05:30 
05:45 
nc-nn 
1 
1 
n 
1 
1 
n 
2 
2 
n 06:00 
06:15 
nc-on 
0 
2 
o 
0 
2 
yl 
0 
4 
06:30 
06:45 
n"7- nn 
2 
5 
o 
4 
3 
o 
6 
8 
07:00 
07:15 
nv-on 
2 
4 
c 
3 
3 
•7 
5 
7 
-1 o 07:30 
07:45 
5 
4 
7 
7 
12 
11 
08:00 
08:15 
5 
12 
1 
10 
6 
22 
08:30 
08:45 
nn- nn 
8 
7 
yl 
14 
6 
o 
22 
13 
09:00 
09:15 
nn- on 
4 
1 
o 
2 
2 
o 
6 
3 
09:30 
09:45 
-i n- nn 
2 
3 
o 
2 
3 
yl 
4 
6 
10:00 
10:15 
-i n-on 
2 
3 
c 
4 
1 
yl 
6 
4 
10:30 
10:45 
-i -i -nn 
5 
4 
o 
4 
4 
o 
9 
8 
c 11:00 
11:15 
-i -i -on 
2 
1 
c 
3 
1 
5 
2 
Q 11:30 
11:45 
5 
10 
4 
7 
9 
17 
Total 107 104 211 
Percent 50.7% 49.3% 
Peak 
Vol. 
P.H.F. 
08:00 
32 
0.667 
07:45 
32 
0.571 
08:00 
63 
0.716 
M i lwauk ie T S P A p p e n d i x F: Tra f f i c Da ta D e c e m b e r 4, 2 0 0 7 P a g e F - 8 8 
All Traff ic Data Services, Inc. 
3209 SE 147th PL # 97 
Vancouver , WA. 98683 
PH. 503-833-2740 
Page 2 
Site Code: 4 
SE 29th Ave S/O SE Monroe St 
Start 07-Dec-06 Total 
Time Thu NB SB 
12:00 PM 2 3 5 
12:15 
-1 n.on 
5 
c 
5 
o 
10 
Q 12:30 
12:45 
n-i -nn 
5 
2 
A 
3 
1 
A 
8 
3 
Q 01:00 
01:15 
n-l -on 
4 
4 
o 
4 
5 
A 
8 
9 
01:30 
01:45 
no- nn 
2 
5 
4 
4 
o 
6 
9 
02:00 
02:15 
no- on 
2 
12 
c 
3 
10 
yl 
5 
22 
4 n 02:30 
02:45 
no-nn 
8 
o 
4 
6 
-i n 
1U 
14 
03:00 
03:15 
no • on 
2 
6 
n 
10 
8 
a 
12 
14 
-1 c 03:30 
03:45 
r\,i -nn 
9 
4 
o 
6 
1 
15 
5 
04:00 
04:15 
r\,i -on 
9 
4 
6 
8 
o 
15 
12 
04:30 
04:45 
6 
5 
8 
8 
•i n 
14 
13 
05:00 
05:15 
neon 
6 
2 
A 
1U 
6 
o 
16 
8 
05:30 
05:45 
nc-nn 
4 
6 
yl 
2 
4 
o 
6 
10 
06:00 
06:15 
nc-on 
4 
4 
o 
2 
5 
o 
6 
9 
06:30 
06:45 
n"7- nn 
2 
4 
o 
3 
2 
o 
5 
6 
07:00 
07:15 
nv-on 
3 
10 
-i 
2 
12 
-i 
5 
22 
o 07:30 
07:45 
no-nn 
1 
0 
o 
1 
2 
o 
2 
2 
A 08:00 
08:15 
no-on 
2 
7 
-i 
2 
3 
-i 
4 
10 
o 08:30 
08:45 
no-nn 
1 
2 
o 
1 
2 
o 
2 
4 
c 09:00 
09:15 
nn- on 
3 
2 
o 
2 
3 
o 
5 
5 
09:30 
09:45 
-i n- nn 
3 
1 
3 
0 
n 
6 
1 
10:00 
10:15 
-i n-on 
1 
0 
n 
0 
0 
n 
1 
0 
n 10:30 
10:45 
-i -i -nn 
0 
2 
-i 
0 
1 
n 
0 
3 
-i 11:00 
11:15 
-i -i -on 
1 
0 
o 
0 
1 
-i 
1 
1 
A 11:30 
11:45 
3 
3 
1 
1 
4 
4 
Total 179 178 357 
Percent 50.1% 49.9% 
Peak 14:00 16:15 14:15 
Vol. 28 34 58 
P.H.F. 0.583 0.708 0.659 
Grand 
Total 
Percent 
286 
50.4% 
282 
49.6% 
685 
ADT Not Calculated 
Mi lwaukie T S P Append i x F: Traf f ic Data December 4, 2007 Page F-89 
All Traf f ic Data Serv ices, Inc. 
3209 S E 147th PL # 97 
Vancouve r , W A . 98683 
PH. 503 -833 -2740 
Page 1 
Site Code : 4 
S E 29th A v e S /O S E Mon roe St 
Start 
Time 
07-Dec-06 
Thu 
Total 
NB SB 
12:00 AM 0 0 0 
12:15 
-1 n.on 
1 
n 
2 
n 
3 
n 12:30 
12:45 
n-i -nn 
0 
2 
n 
0 
2 
n 
0 
4 
n 01:00 
01:15 
n-l -on 
0 
1 
o 
0 
2 
o 
0 
3 
A 01:30 
01:45 
no-nn 
2 
0 
n 
2 
2 
n 
4 
2 
n 02:00 
02:15 
no- on 
0 
0 
n 
0 
0 
n 
0 
0 
02:30 
02:45 
no-nn 
0 
0 
n 
0 
0 
n 
0 
0 
03:00 
03:15 
no • on 
0 
0 
n 
0 
0 
n 
0 
0 
03:30 
03:45 
r\,i -nn 
0 
0 
n 
0 
0 
0 
0 
04:00 
04:15 
r\,i -on 
0 
0 
n 
1 
0 
n 
1 
0 
n 04:30 
04:45 
nc-nn 
0 
0 
0 
0 
n 
0 
0 
05:00 
05:15 
nc-on 
1 
0 
n 
0 
0 
n 
1 
0 
n 05:30 
05:45 
nc-nn 
0 
1 
0 
1 
o 
0 
2 
06:00 
06:15 
nc-on 
1 
2 
n 
2 
0 
n 
3 
2 
06:30 
06:45 
n"7- nn 
0 
2 
yl 
0 
0 
o 
0 
2 
07:00 
07:15 
nv-on 
4 
8 
A 
3 
5 
A 
7 
13 
Q 07:30 
07:45 
4 
10 
4 
9 
8 
19 
08:00 
08:15 
7 
10 
10 
14 
17 
24 
08:30 
08:45 
no-nn 
7 
5 
•7 
12 
5 
-i 
19 
10 
Q 09:00 
09:15 
nn- on 
7 
3 
1 
5 
8 
8 
09:30 
09:45 
-i n- nn 
1 
6 
o 
1 
6 
a 
2 
12 
10:00 
10:15 
-i n-on 
3 
3 
yl 
6 
2 
9 
5 
10:30 
10:45 
-i -i -nn 
4 
4 
1 
3 
A 
5 
7 
-i n 11:00 
11:15 
-i -i -on 
6 
3 
o 
4 
4 
10 
7 
11:30 
11:45 
2 
6 
4 
2 
6 
8 
Total 116 115 231 
Percent 50.2% 49.8% 
Peak 
Vol. 
P.H.F. 
07:45 
34 
0.850 
07:45 
45 
0.804 
07:45 
79 
0.823 
M i lwauk ie T S P A p p e n d i x F: Tra f f i c Da ta D e c e m b e r 4, 2 0 0 7 P a g e F - 9 0 
All Traff ic Data Services, Inc. 
3209 SE 147th PL # 97 
Vancouver , WA. 98683 
PH. 503-833-2740 
Page 2 
Site Code: 4 
SE 29th Ave S/O SE Monroe St 
Start 07-Dec-06 Total 
Time Thu NB SB 
12:00 PM 4 4 8 
12:15 
-1 n.on 
8 6 
c 
14 
o 12:30 
12:45 
n-i -nn 
4 
7 
•7 
5 
8 
Q 
9 
15 
01:00 
01:15 
n-l -on 
7 
8 
Q 
8 
5 
15 
13 
01:30 
01:45 
no-nn 
8 
3 
A 
6 
2 
A 
14 
5 
Q 02:00 
02:15 
no- on 
4 
8 
"7 
4 
10 
a 
8 
18 
-1 o 02:30 
02:45 
7 
4 
6 
6 
13 
10 
03:00 
03:15 
4 
15 
8 
8 
12 
23 
03:30 
03:45 
n >i • nn 
13 
10 
o 
7 
9 
a 
20 
19 
04:00 
04:15 
r\,i -on 
2 
13 
o 
6 
10 
o 
8 
23 
c 04:30 
04:45 
nc-nn 
2 
6 
Q 
3 
9 
5 
15 
05:00 
05:15 
neon 
8 
8 
Q 
6 
7 
•7 
14 
15 
05:30 
05:45 
nc-nn 
8 
8 
n 
7 
8 
o 
15 
16 
-1 "7 06:00 
06:15 
nc-on 
9 
11 
c 
8 
5 
o 
17 
16 
06:30 
06:45 
n"7- nn 
5 
2 
a 
3 
6 
c 
8 
8 
07:00 
07:15 
nv-on 
6 
4 
A 
5 
4 
A 
11 
8 
Q 07:30 
07:45 
no-nn 
4 
1 
C 
4 
1 
8 
2 
08:00 
08:15 
no-on 
5 
1 
c 
1 
0 
o 
6 
1 
"7 08:30 
08:45 
no-nn 
5 
3 
A 
2 
5 
A 
7 
8 
Q 09:00 
09:15 
nn- on 
4 
3 
o 
4 
0 
o 
8 
3 
09:30 
09:45 
-i n- nn 
2 
1 
n 
3 
1 
n 
5 
2 
n 10:00 
10:15 
-i n-on 
0 
0 
0 
1 
o 
0 
1 
10:30 
10:45 
-i -i -nn 
1 
0 
n 
2 
1 
n 
3 
1 
n 11:00 
11:15 
-i -i -on 
0 
0 
n 
0 
0 
n 
0 
0 
n 11:30 
11:45 
0 
2 
0 
2 
0 
4 
Total 238 216 454 
Percent 52.4% 47.6% 
Peak 15:00 15:00 15:00 
Vol. 42 32 74 
P.H.F. 0.700 0.800 0.804 
Grand 
Total 
Percent 
354 
51.7% 
331 
48.3% 
685 
ADT Not Calculated 
Mi lwaukie T S P Append i x F: Traf f ic Data December 4, 2007 Page F-91 
All Traf f ic Data Serv ices, Inc. 
3209 S E 147th PL # 97 
Vancouve r , W A . 98683 
PH. 503 -833 -2740 
Page 1 
Site Code : 5 
S E Fi lbert St W / O S E 4 2 n d A v e 
Start 
Time 
07-Dec-06 
Thu 
Total 
EB WB 
12:00 AM 0 0 0 
12:15 
-1 n.on 
1 
n 
2 
-i 
3 
-i 12:30 
12:45 
n-i -nn 
0 
0 
n 
1 
0 
n 
1 
0 
n 01:00 
01:15 
n-l -on 
0 
1 
-i 
0 
2 
n 
0 
3 
-i 01:30 
01:45 
no-nn 
1 
0 
n 
0 
0 
n 
1 
0 
n 02:00 
02:15 
no- on 
0 
1 
n 
0 
0 
n 
0 
1 
n 02:30 
02:45 
no-nn 
0 
0 
n 
0 
0 
0 
0 
03:00 
03:15 
no • on 
0 
0 
1 
0 
n 
1 
0 
03:30 
03:45 
r\,i -nn 
1 
0 
0 
0 
n 
1 
0 
04:00 
04:15 
r\,i -on 
1 
0 
0 
0 
n 
1 
0 
04:30 
04:45 
nc-nn 
1 
0 
o 
0 
0 
o 
1 
0 
05:00 
05:15 
nc-on 
3 
0 
n 
3 
0 
n 
6 
0 
n 05:30 
05:45 
nc-nn 
0 
0 
o 
0 
0 
0 
0 
06:00 
06:15 
3 
2 
1 
2 
4 
4 
06:30 
06:45 
n"7- nn 
6 
2 
7 
6 
6 
2 
4 
6 
o 
12 
4 
07:00 
07:15 
n"7- on 
11 
12 
07:30 
07:45 
no-nn 
1 
4 
A 
2 
4 
-i 
3 
8 
c 08:00 
08:15 
no on 
4 
2 
A 
1 
2 
A 
5 
4 
Q 08:30 
08:45 
no-nn 
4 
5 
-i 
4 
1 
n 
8 
6 
-i 09:00 
09:15 
nn- on 
1 
2 
n 
0 
0 
1 
2 
09:30 
09:45 
-i n- nn 
0 
5 
1 
5 
o 
1 
10 
10:00 
10:15 
-i n-on 
1 
0 
yl 
2 
1 
c 
3 
1 
10:30 
10:45 
-i -i -nn 
4 
2 
c 
5 
2 
o 
9 
4 
•7 11:00 
11:15 
-i -i -on 
5 
1 
o 
2 
1 
o 
7 
2 
c 11:30 
11:45 
2 
2 
3 
3 
5 
5 
Total 81 69 150 
Percent 54.0% 46.0% 
Peak 
Vol. 
P.H.F. 
06:30 
21 
0.750 
06:30 
18 
0.750 
06:30 
39 
0.813 
M i lwauk ie T S P A p p e n d i x F: Tra f f i c Da ta D e c e m b e r 4, 2 0 0 7 P a g e F - 9 2 
All Traff ic Data Services, Inc. 
3209 SE 147th PL # 97 
Vancouver , WA. 98683 
PH. 503-833-2740 
Page 2 
Site Code: 5 
SE Filbert St W/O SE 42nd Ave 
Start 07-Dec-06 Total 
Time Thu EB WB 
12:00 PM 1 4 5 
12:15 
-1 n.on 
1 
c 
2 3 
-i n 12:30 
12:45 
n-i -nn 
6 
2 
C 
4 
4 
c 
10 
6 
01:00 
01:15 
n-l -on 
5 
4 
o 
6 
2 
o 
11 
6 
01:30 
01:45 
no-nn 
2 
1 
2 
2 
yi 
4 
3 
n 02:00 
02:15 
no- on 
6 
7 
C 
4 
6 
n 
10 
13 
02:30 
02:45 
no-nn 
5 
5 
yl 
0 
2 
c 
5 
7 
03:00 
03:15 
no • on 
4 
2 
c 
5 
3 
o 
9 
5 
03:30 
03:45 
n A • nn 
6 
2 
"7 
2 
4 
c 
8 
6 
04:00 
04:15 
n/i -on 
7 
6 
o 
5 
4 
12 
10 
04:30 
04:45 
nc • nn 
2 
7 
c 
5 
7 
7 
14 
05:00 
05:15 
nc • on 
5 
6 
o 
3 
7 
8 
13 
05:30 
05:45 
nc- nn 
3 
6 
yl 
1 
7 
4 
13 
06:00 
06:15 
nc- on 
4 
5 
c 
1 
1 
o 
5 
6 
06:30 
06:45 
n"7- nn 
5 
4 
o 
3 
3 
o 
8 
7 
07:00 
07:15 
nv-on 
2 
3 
C 
3 
1 
o 
5 
4 
•7 07:30 
07:45 
no-nn 
5 
0 
-i 
2 
3 
n 
7 
3 
-i 08:00 
08:15 
no-on 
1 
3 
-i 
0 
2 
o 
1 
5 
A 08:30 
08:45 
no-nn 
1 
1 
o 
3 
2 
o 
4 
3 
A 09:00 
09:15 
nn- on 
2 
4 
yl 
2 
4 
yl 
4 
8 
09:30 
09:45 
-i n- nn 
4 
1 
o 
4 
0 
n 
8 
1 
10:00 
10:15 
-i n-on 
2 
1 
o 
0 
1 
o 
2 
2 
10:30 
10:45 
-i -i -nn 
2 
0 
o 
2 
0 
n 
4 
0 
o 11:00 
11:15 
-i -i -on 
2 
0 
0 
0 
2 
0 
o 11:30 
11:45 
1 
0 
1 
1 
2 
1 
Total 154 130 284 
Percent 54.2% 45.8% 
Peak 14:00 16:30 16:00 
Vol. 23 22 43 
P.H.F. 0.821 0.786 0.768 
Grand 
Total 
Percent 
235 
54.1% 
199 
45.9% 
434 
ADT Not Calculated 
Mi lwaukie T S P Append i x F: Traf f ic Data December 4, 2007 Page F-93 
All Traf f ic Data Serv ices, Inc. 
3209 S E 147th PL # 97 
Vancouve r , W A . 98683 
PH. 503 -833 -2740 
Page 1 
Site Code : 6 
S E Se l lwood St W / O S E 32nd A v e 
Start 
Time 
07-Dec-06 
Thu 
Total 
EB WB 
12:00 AM 0 0 0 
12:15 
-1 n.on 
0 
n 
0 
n 
0 
n 12:30 
12:45 
n-i -nn 
0 
0 
n 
0 
0 
n 
0 
0 
n 01:00 
01:15 
n-l -on 
0 
0 
n 
0 
0 
n 
0 
0 
n 01:30 
01:45 
no-nn 
0 
0 
n 
0 
0 
n 
0 
0 
n 02:00 
02:15 
no- on 
0 
0 
n 
0 
0 
n 
0 
0 
n 02:30 
02:45 
no-nn 
0 
0 
n 
0 
0 
n 
0 
0 
n 03:00 
03:15 
no • on 
0 
0 
n 
0 
0 
n 
0 
0 
n 03:30 
03:45 
r\,i -nn 
0 
1 
n 
0 
1 
n 
0 
2 
n 04:00 
04:15 
r\,i -on 
0 
0 
n 
0 
0 
n 
0 
0 
n 04:30 
04:45 
nc-nn 
0 
1 
-i 
0 
1 
-i 
0 
2 
o 05:00 
05:15 
nc-on 
1 
0 
n 
1 
0 
n 
2 
0 
n 05:30 
05:45 
nc-nn 
0 
0 
n 
0 
0 
n 
0 
0 
n 06:00 
06:15 
nc- on 
0 
0 
0 
0 
0 
0 
06:30 
06:45 
n"7- nn 
1 
1 
o 
1 
1 
2 
2 
07:00 
07:15 
3 
1 
4 
2 
7 
3 
07:30 
07:45 
no-nn 
3 
8 
4 
11 
o 
7 
19 
08:00 
08:15 
no • on 
3 
4 
n 
2 
4 
n 
5 
8 
n 08:30 
08:45 
no-nn 
0 
2 
A 
0 
2 
o 
0 
4 
09:00 
09:15 
nn- on 
4 
5 
o 
2 
2 
o 
6 
7 
09:30 
09:45 
-i n- nn 
2 
2 
o 
2 
4 
o 
4 
6 
10:00 
10:15 
-i n-on 
2 
1 
o 
3 
1 
o 
5 
2 
10:30 
10:45 
-i -i -nn 
2 
2 
o 
3 
2 
o 
5 
4 
A 11:00 
11:15 
-i -i -on 
2 
3 
o 
2 
2 
-i 
4 
5 
o 11:30 
11:45 
2 
1 
1 
1 
3 
2 
Total 57 59 116 
Percent 49.1% 50.9% 
Peak 
Vol. 
P.H.F. 
07:30 
18 
0.563 
07:00 
21 
0.477 
07:30 
39 
0.513 
M i lwauk ie T S P A p p e n d i x F: Tra f f i c Da ta D e c e m b e r 4, 2 0 0 7 P a g e F - 9 4 
All Traff ic Data Services, Inc. 
3209 SE 147th PL # 97 
Vancouver , WA. 98683 
PH. 503-833-2740 
Page 2 
Site Code: 6 
SE Sel lwood St W/O SE 32nd Ave 
Start 07-Dec-06 Total 
Time Thu E i WB 
12:00 PM 2 1 3 
12:15 
-1 n.on 
2 
-i 
3 
-i 
5 
o 12:30 
12:45 
n-i -nn 
1 
2 
o 
1 
3 
o 
2 
5 
A 01:00 
01:15 
n-l -on 
2 
4 
c 
2 
4 
c 
4 
8 
-i n 01:30 
01:45 
no-nn 
5 
0 
-i 
5 
0 
o 
10 
0 
02:00 
02:15 
no- on 
1 
6 
o 
3 
6 
c 
4 
12 
-1 >1 02:30 
02:45 
no-nn 
8 
4 
o 
6 
4 
o 
14 
8 
03:00 
03:15 
no • on 
3 
4 
o 
2 
2 
yl 
5 
6 
03:30 
03:45 
3 
2 
4 
3 
7 
5 
04:00 
04:15 
04:30 
8 
8 
10 
9 
Q 
18 
17 
C 
04:45 
nc • nn 
3 
5 
o 
3 
7 
o 
O 
12 
05:00 
05:15 
nc-on 
2 
3 
o 
2 
4 
•7 
4 
7 
-i n 05:30 
05:45 
nc- nn 
3 
3 
c 
7 
4 
c 
10 
7 
-i n 06:00 
06:15 
nc-on 
5 
6 
o 
5 
4 
o 
10 
10 
06:30 
06:45 
n"7- nn 
2 
0 
o 
3 
0 
yl 
5 
0 
07:00 
07:15 
nv-on 
3 
3 
n 
4 
2 
n 
7 
5 
n 07:30 
07:45 
no-nn 
0 
4 
o 
0 
3 
o 
0 
7 
c 08:00 
08:15 
no-on 
3 
2 
-i 
3 
3 
-i 
6 
5 
o 08:30 
08:45 
no-nn 
1 
2 
o 
1 
3 
o 
2 
5 
A 09:00 
09:15 
nn- on 
2 
0 
o 
2 
2 
o 
4 
2 
09:30 
09:45 
-i n- nn 
2 
0 
n 
3 
0 
n 
5 
0 
10:00 
10:15 
-i n-on 
0 
1 
n 
0 
0 
n 
0 
1 
10:30 
10:45 
-i -i -nn 
0 
1 
n 
0 
1 
n 
0 
2 
n 11:00 
11:15 
-i -i -on 
0 
0 
0 
0 
0 
0 
o 11:30 
11:45 
1 
0 
1 
0 
2 
0 
Total 122 135 257 
Percent 47.5% 52.5% 
Peak 16:00 16:00 16:00 
Vol. 24 29 53 
P.H.F. 0.750 0.725 0.736 
Grand 
Total 
179 194 373 
Percent 48.0% 52.0% 
ADT Not Calculated 
Mi lwaukie T S P Append i x F: Traf f ic Data December 4, 2007 Page F-95 
All Traff ic Data Services, Inc. 
3209 SE 147th PL # 97 
Vancouver , WA. 98683 
PH. 503-833-2740 
Page 1 
Site Code: 7 
SE 27th Ave N/O SE Wil lard St 
Start 07-Dec-06 Total 
Time Thu NB SB 
12:00 AM 2 2 4 
12:15 
-1 n.on 
0 
n 
0 
n 
0 
n 12:30 
12:45 
n-i -nn 
0 
0 
0 
1 
n 
0 
1 
-i 01:00 
01:15 
n-l -on 
1 
0 
n 
0 
1 
n 
1 
1 
n 01:30 
01:45 
no-nn 
0 
0 
n 
0 
1 
o 
0 
1 
o 02:00 
02:15 
no- on 
0 
0 
n 
2 
0 
2 
0 
02:30 
02:45 
no-nn 
0 
0 
n 
1 
0 
n 
1 
0 
n 03:00 
03:15 
no • on 
0 
0 
0 
0 
n 
0 
0 
03:30 
03:45 
r\,i -nn 
1 
1 
n 
0 
1 
n 
1 
2 
n 04:00 
04:15 
r\,i -on 
0 
0 
n 
0 
0 
0 
0 
04:30 
04:45 
nc-nn 
0 
1 
n 
1 
1 
1 
2 
-i 05:00 
05:15 
nc-on 
0 
0 
A 
1 
0 
o 
1 
0 
•7 05:30 
05:45 
nc-nn 
4 
1 
o 
3 
0 
o 
7 
1 
06:00 
06:15 
nc- on 
2 
4 
2 
4 
o 
4 
8 
06:30 
06:45 
n"7- nn 
1 
4 
-i n 
2 
2 
o 
3 
6 
-1 o 07:00 
07:15 
10 
10 
8 
8 
18 
18 
07:30 
07:45 
46 
58 
49 
67 
95 
125 
08:00 
08:15 
no • on 
64 
24 
>10 
62 
28 
vIC 
126 
52 
o o 08:30 
08:45 
no-nn 
42 
9 
Q 
46 
16 
o 
88 
25 
-1 7 09:00 
09:15 
nn- on 
8 
2 
n 
9 
4 
n 
17 
6 
-1 o 09:30 
09:45 
-i n- nn 
9 
6 
c 
9 
8 
yl 
18 
14 
10:00 
10:15 
-i n-on 
5 
10 
-1 o 
4 
14 
9 
24 
oo 10:30 
10:45 
-i -i -nn 
12 
8 
-i n 
11 
10 
o 
23 
18 
-1 o 11:00 
11:15 
-i -i -on 
10 
11 
-i n 
9 
10 
o 
19 
21 
-1 o 11:30 
11:45 
10 
12 
9 
21 
19 
33 
Total 388 427 815 
Percent 47.6% 52.4% 
Peak 07:30 07:30 07:30 
Vol. 192 206 398 
P.H.F. 0.750 0.769 0.790 
Mi lwaukie T S P Append i x F: Traf f ic Data December 4, 2007 Page F-96 
All Traff ic Data Services, Inc. Page 2 
3209 SE 147th PL # 97 
Vancouver , WA. 98683 Site Code: 7 
PH. 503-833-2740 
SE 27th Ave N/O SE Wil lard St 
Start 
Time 
07-Dec-06 
Thu NB SB 
Total 
12:00 PM 
12:15 
-1 n.on 
11 
8 
o 
14 
10 
-i 
25 
18 
12:30 
12:45 
n-i -nn 
3 
9 
-1 A 
1 
10 
-1 Q 
4 
19 
OO 01:00 
01:15 
14 
9 
18 
12 
32 
21 
no 01:30 
01:45 
14 
15 
14 
16 
28 
31 
02:00 
02:15 
20 
27 
20 
51 
40 
78 
02:30 
02:45 
16 
10 
-1 o 
16 
11 
-1 >1 
32 
21 
03:00 
03:15 
no • on 
12 
12 
nc 
14 
19 
on 
26 
31 
03:30 
03:45 
r\,i -nn 
26 
13 
-1 o 
30 
23 
-1 o 
56 
36 
OC 04:00 
04:15 
n/i -on 
12 
6 
Q 
13 
9 
25 
15 
OO 04:30 
04:45 
nc-nn 
8 
7 
Q 
14 
8 
-1 c 
22 
15 
O/l 05:00 
05:15 
neon 
8 
6 
c 
16 
12 
24 
18 
-1 o 05:30 
05:45 
nc-nn 
5 
11 
yl 
14 
17 
"7 
19 
28 
06:00 
06:15 
nc- on 
4 
10 
"7 
7 
17 
n 
11 
27 
06:30 
06:45 
n"7- nn 
7 
8 
c 
9 
14 
yl 
16 
22 
07:00 
07:15 
nv-on 
5 
6 
c 
4 
5 
c 
9 
11 
07:30 
07:45 
no-nn 
5 
7 
Q 
6 
6 
c 
11 
13 
08:00 
08:15 
no-on 
8 
4 
c 
6 
7 
-i n 
14 
11 
-1 c 08:30 
08:45 
no-nn 
6 
4 
c 
10 
7 
-i n 
16 
11 
09:00 
09:15 
nn- on 
5 
4 
c 
10 
6 
c 
15 
10 
09:30 
09:45 
-i n- nn 
6 
6 
6 
9 
12 
15 
10:00 
10:15 
-i n-on 
1 
1 
o 
1 
0 
c 
2 
1 
10:30 
10:45 
-i -i -nn 
2 
1 
n 
5 
1 
o 
7 
2 
o 11:00 
11:15 
-i -i -on 
0 
1 
o 
2 
3 
o 
2 
4 
c 11:30 
11:45 
3 
0 
2 
1 
5 
1 
Total 
Percent 
386 
42.3% 
526 
57.7% 
912 
Peak 
Vol. 
P.H.F. 
13:45 
78 
0.722 
13:45 
103 
0.505 
13:45 
181 
0.580 
Grand 
Total 
Percent 
774 
44.8% 
953 
55.2% 
1727 
ADT Not Calculated 
Mi lwaukie T S P Append i x F: Traf f ic Data December 4, 2007 Page F-97 
All Traff ic Data Services, Inc. 
3209 SE 147th PL # 97 
Vancouver , WA. 98683 
PH. 503-833-2740 
Page 1 
Site Code: 8 
SE Monroe St E/O SE Home Ave 
Start 07-Dec-06 Total 
Time Thu EB WB 
12:00 AM 2 0 2 
12:15 
-1 n.on 
4 
o 
1 
n 
5 
o 12:30 
12:45 
n-i -nn 
2 
0 
-i 
0 
1 
n 
2 
1 
01:00 
01:15 
n-l -on 
1 
0 
n 
0 
5 
n 
1 
5 
n 01:30 
01:45 
no-nn 
0 
1 
n 
0 
1 
n 
0 
2 
n 02:00 
02:15 
no- on 
0 
0 
o 
0 
2 
o 
0 
2 
02:30 
02:45 
no-nn 
2 
0 
n 
2 
0 
4 
0 
03:00 
03:15 
no • on 
0 
0 
yl 
1 
0 
o 
1 
0 
03:30 
03:45 
r\,i -nn 
4 
1 
o 
3 
1 
n 
7 
2 
o 04:00 
04:15 
n/i -on 
2 
0 
n 
0 
2 
o 
2 
2 
o 04:30 
04:45 
nc-nn 
0 
0 
n 
3 
4 
o 
3 
4 
o 05:00 
05:15 
nc-on 
0 
1 
-i 
3 
3 
3 
4 
•7 05:30 
05:45 
nc-nn 
1 
2 
c 
6 
5 
-1 "7 
7 
7 
oo 06:00 
06:15 
nc- on 
5 
3 
A 
17 
21 
-1 >1 
22 
24 
on 06:30 
06:45 
nv-nn 
6 
3 
A 
14 
11 
oo 
20 
14 
0 7 07:00 
07:15 
nv-on 
4 
7 
o 
23 
24 
O/l 
27 
31 
07:30 
07:45 
n f t - n n 08:00 
9 
15 
14 
24 
34 
33 
49 
08:15 
noon 
10 
25 
19 
on 
39 
29 
O -1 08:30 
08:45 
no-nn 
11 
12 
-1 o 
20 
14 
31 
26 
oo 09:00 
09:15 
nn- on 
12 
24 
"7 
11 
18 
-i n 
23 
42 
-1 "7 09:30 
09:45 
-i n- nn 
7 
10 
-1 o 
10 
8 
-1 o 
17 
18 
O -1 10:00 
10:15 
-i n-on 
13 
16 
18 
14 
-i n 
31 
30 
O-l 10:30 
10:45 
-i -i -nn 
11 
18 
10 
17 
-1 7 
21 
35 
oo 11:00 
11:15 
-i -i - Q n 
15 
11 
1Q 
17 
8 
32 
19 
11:30 
11:45 
18 
16 
13 
15 
31 
31 
Total 293 448 741 
Percent 39.5% 60.5% 
Peak 10:45 07:15 07:15 
Vol. 62 107 152 
P.H.F. 0.646 0.787 0.776 
Mi lwaukie T S P Append i x F: Traf f ic Data December 4, 2007 Page F-98 
All Traff ic Data Services, Inc. 
3209 SE 147th PL # 97 
Vancouver , W A . 98683 
PH. 503-833-2740 
Page 2 
Site Code: 8 
SE Monroe St E/O SE Home Ave 
Start 07-Dec-06 Total 
Time Thu EB WB 
12:00 PM 17 14 31 
12:15 
-1 n.on 
13 
on 
13 
-1 o 
26 
oo 12:30 
12:45 
n-i -nn 
20 
24 
-1 7 
12 
30 
-i n 
32 
54 
07 01:00 
01:15 
n-l -on 
17 
26 
O-l 
10 
16 
-1 c 
27 
42 
07 01:30 
01:45 
no-nn 
21 
10 
on 
16 
14 
oo 
37 
24 
CO 02:00 
02:15 
no- on 
30 
22 
oo 
23 
26 
Ovl 
53 
48 
>1 C 02:30 
02:45 
no-nn 
22 
20 
oo 
24 
12 
-i n 
46 
32 
C -1 03:00 
03:15 
no • on 
32 
20 
oc 
19 
24 
-1 c 
51 
44 
C -1 03:30 
03:45 
n/i -nn 
35 
44 
07 
16 
23 
oo 
51 
67 
/I o 04:00 
04:15 
r\,i -on 
27 
38 
oo 
22 
18 
OK 
49 
56 
04:30 
04:45 
32 
27 
37 
55 
25 
20 
57 
47 
05:00 
05:15 
19 
24 
56 
79 
05:30 
05:45 
nc-nn 
38 
27 
29 
22 
-1 c 
67 
49 
CO 06:00 
06:15 
nc-on 
37 
22 
oc 
15 
21 
on 
52 
43 
>1C 06:30 
06:45 
n"7- nn 
26 
27 
-1 >1 
20 
24 
-1 >1 
46 
51 
oo 07:00 
07:15 
nv-on 
14 
21 
-1 Q 
14 
11 
28 
32 
oo 07:30 
07:45 
no-nn 
18 
18 
-1 c 
11 
10 
-1 o 
29 
28 
OQ 08:00 
08:15 
no-on 
16 
18 
12 
6 
-1 o 
28 
24 
oc 08:30 
08:45 
no-nn 
14 
16 
O-l 
12 
10 
-1 o 
26 
26 
oo 09:00 
09:15 
nn- on 
21 
16 
-1 o 
12 
9 
c 
33 
25 
-i n 09:30 
09:45 
-i n- nn 
13 
8 
-i n 
6 
1 
c 
19 
9 
-1 c 10:00 
10:15 
-i n-on 
10 
4 
c 
5 
2 
o 
15 
6 
-1 >1 10:30 
10:45 
-i -i -nn 
6 
7 
o 
8 
2 
-i 
14 
9 
A 11:00 
11:15 
-i -i -on 
3 
0 
o 
1 
4 
n 
4 
4 
o 11:30 
11:45 
2 
2 
0 
1 
2 
3 
Total 993 688 1681 
Percent 59.1% 40.9% 
Peak 16:45 17:00 17:00 
Vol. 157 94 251 
P.H.F. 0.714 0.783 0.794 
Grand 
Total 
Percent 
1286 
53.1% 
1136 
46.9% 
2422 
ADT Not Calculated 
Mi lwaukie T S P Append i x F: Traf f ic Data December 4, 2007 Page F-99 
All Traff ic Data Services, Inc. 
3209 SE 147th PL # 97 
Vancouver , WA. 98683 
PH. 503-833-2740 
Page 1 
Site Code: 8.5 
SE Home Ave S/O SE Monroe St 
Start 07-Dec-06 Total 
Time Thu NB SB 
12:00 AM 2 0 2 
12:15 
-1 n.on 
1 
-i 
3 
n 
4 
-i 12:30 
12:45 
n-i -nn 
1 
2 
o 
0 
2 
n 
1 
4 
o 01:00 
01:15 
n-l -on 
2 
0 
n 
0 
1 
n 
2 
1 
n 01:30 
01:45 
no-nn 
0 
0 
0 
0 
0 
0 
o 02:00 
02:15 
no- on 
1 
0 
o 
1 
0 
2 
0 
02:30 
02:45 
no-nn 
2 
0 
n 
1 
0 
n 
3 
0 
n 03:00 
03:15 
no • on 
0 
0 
o 
0 
0 
o 
0 
0 
03:30 
03:45 
r\,i -nn 
2 
0 
o 
2 
2 
n 
4 
2 
o 04:00 
04:15 
r\,i -on 
2 
1 
o 
0 
0 
o 
2 
1 
A 04:30 
04:45 
nc-nn 
2 
1 
2 
1 
o 
4 
2 
A 05:00 
05:15 
nc-on 
1 
2 
c 
3 
2 
-i 
4 
4 
c 05:30 
05:45 
nc-nn 
5 
3 
c 
1 
2 
n 
6 
5 
06:00 
06:15 
nc- on 
6 
10 
o 
0 
6 
c 
6 
16 
-1 o 06:30 
06:45 
n"7- nn 
8 
6 
5 
1 
c 
13 
7 
O -1 07:00 
07:15 
nv-on 
16 
24 
HE 
5 
16 
-1 /I 
21 
40 
OO 07:30 
07:45 
no-nn 
10 
16 
-1 o 
14 
16 
29 
32 
08:00 
08:15 
12 
14 
23 
8 
21 
20 
35 
A7 08:30 
08:45 
no-nn 
8 
-1 o 
24 
10 
-1 o 
47 
18 
O/l 09:00 
09:15 
nn- on 
12 
10 
-i n 
12 
20 
yl 
24 
30 
-1 >1 09:30 
09:45 
-i n- nn 
10 
10 
-1 o 
4 
6 
"7 
14 
16 
-i n 10:00 
10:15 
-i n-on 
12 
14 
-i n 
7 
10 
c 
19 
24 
-1 c 10:30 
10:45 
-i -i -nn 
10 
12 
c 
5 
12 
Q 
15 
24 
-1 o 11:00 
11:15 
-i -i -on 
5 
12 
c 
8 
6 
•7 
13 
18 
-1 o 11:30 
11:45 
6 
4 
7 
9 
13 
13 
Total 305 255 560 
Percent 54.5% 45.5% 
Peak 07:00 07:45 07:45 
Vol. 71 69 134 
P.H.F. 0.740 0.719 0.713 
Mi lwaukie T S P Append i x F: Traf f ic Data December 4, 2007 Page F-100 
All Traf f ic Data Serv ices, Inc. 
3209 S E 147th PL # 97 
Vancouve r , W A . 98683 
PH. 503 -833 -2740 
Page 2 
Site Code : 8.5 
S E H o m e A v e S /O S E Mon roe St 
Start 07-Dec-06 Total 
Time Thu NB SB 
12:00 PM 8 8 16 
12:15 
-1 n.on 
11 
-1 o 
14 
-1 o 
25 
nc 12:30 
12:45 
n-i -nn 
13 
12 
-i n 
12 
9 
-1 7 
25 
21 
07 01:00 
01:15 
n-l -on 
10 
12 
17 
10 
-1 7 
27 
22 
OQ 01:30 
01:45 
no-nn 
11 
6 
oo 
17 
17 
O-l 
28 
23 
/I o 02:00 
02:15 
no- on 
22 
21 
a 
21 
24 
-1 7 
43 
45 
02:30 
02:45 
no-nn 
6 
13 
Ovl 
17 
11 
-1 >1 
23 
24 
03:00 
03:15 
no • on 
24 
18 
n 
14 
15 
n 
38 
33 
03:30 
03:45 
r\,i -nn 
9 
12 
on 
9 
16 
O/l 
18 
28 
04:00 
04:15 
r\,i -on 
20 
18 
24 
19 
O/l 
44 
37 
OQ 04:30 
04:45 
14 
16 
-1 o 
24 
19 
-1 Q 
38 
35 
on 05:00 
05:15 
12 
18 
18 
24 
30 
42 
05:30 
05:45 
20 
17 
18 
28 
38 
45 
06:00 
06:15 
16 
14 
o 
22 
16 
n 
38 
30 
06:30 
06:45 
n"7- nn 
8 
23 
a 
9 
16 
a 
17 
39 
07:00 
07:15 
nv-on 
6 
4 
-i n 
6 
12 
-1 o 
12 
16 
oo 07:30 
07:45 
no-nn 
10 
9 
12 
8 
-i n 
22 
17 
08:00 
08:15 
no-on 
6 
8 
-1 o 
10 
5 
o 
16 
13 
O-l 08:30 
08:45 
no-nn 
12 
8 
9 
9 
A 
21 
17 
-i n 09:00 
09:15 
nn- on 
6 
4 
4 
10 
A 
10 
14 
09:30 
09:45 
-i n- nn 
1 
6 
yl 
4 
5 
yl 
5 
11 
10:00 
10:15 
-i n-on 
4 
2 
o 
4 
6 
c 
8 
8 
10:30 
10:45 
-i -i -nn 
2 
3 
n 
5 
6 
o 
7 
9 
o 11:00 
11:15 
-i -i -on 
0 
2 
2 
1 
c 
2 
3 
o 11:30 
11:45 
4 
1 
5 
1 
9 
2 
Total 502 592 1094 
Percent 45.9% 54.1% 
Peak 17:15 17:15 17:15 
Vol. 71 92 163 
P.H.F. 0.740 0.821 0.906 
Grand 
Total 
Percent 
807 
48.8% 
847 
51.2% 
1654 
ADT Not Calculated 
M i lwauk ie T S P A p p e n d i x F: Tra f f i c Da ta D e c e m b e r 4, 2 0 0 7 P a g e F -101 
All Traf f ic Data Serv ices, Inc. Page 1 
3209 S E 147th PL # 97 
Vancouve r , W A . 98683 Site Code : 9 
PH. 503 -833 -2740 
S E W o o d A v e N/O S E Rai l road A v e 
Start 
Time 
07-Dec-06 
Thu 
Total 
NB SB 
12:00 AM 0 0 0 
12:15 
-1 n.on 
2 
n 
2 
-i 
4 
-i 12:30 
12:45 
n-i -nn 
0 
1 
o 
1 
0 
n 
1 
1 
o 01:00 
01:15 
n-l -on 
2 
0 
0 
0 
2 
0 
o 01:30 
01:45 
no-nn 
1 
0 
n 
1 
0 
n 
2 
0 
n 02:00 
02:15 
no- on 
0 
0 
n 
0 
1 
n 
0 
1 
n 02:30 
02:45 
no-nn 
0 
0 
n 
0 
0 
n 
0 
0 
n 03:00 
03:15 
no • on 
0 
0 
n 
0 
0 
n 
0 
0 
n 03:30 
03:45 
r\,i -nn 
0 
0 
n 
0 
1 
n 
0 
1 
n 04:00 
04:15 
n/i -on 
0 
0 
n 
0 
0 
n 
0 
0 
n 04:30 
04:45 
nc-nn 
0 
2 
o 
0 
4 
c 
0 
6 
Q 05:00 
05:15 
nc-on 
3 
0 
n 
6 
1 
c 
9 
1 
c 05:30 
05:45 
nc-nn 
0 
1 
n 
6 
0 
o 
6 
1 
06:00 
06:15 
nc- on 
0 
0 
o 
2 
3 
o 
2 
3 
06:30 
06:45 
n"7- nn 
3 
2 
8 
8 
c 
11 
10 
07:00 
07:15 
nv-on 
1 
5 
n 
6 
11 
c 
7 
16 
c 07:30 
07:45 
0 
3 
6 
10 
6 
13 
08:00 
08:15 
6 
6 
9 
11 
15 
17 
08:30 
08:45 
nn- nn 
7 
6 
o 
7 
8 
"7 
14 
14 
09:00 
09:15 
nn- on 
2 
2 
yl 
7 
6 
yl 
9 
8 
09:30 
09:45 
-i n- nn 
4 
0 
o 
4 
3 
o 
8 
3 
10:00 
10:15 
-i n-on 
2 
4 
c 
3 
0 
o 
5 
4 
-1 >1 10:30 
10:45 
-i -i -nn 
6 
3 
c 
8 
3 
14 
6 
-1 7 11:00 
11:15 
-i -i -on 
6 
7 
11 
8 
17 
15 
Q 11:30 
11:45 
4 
8 
4 
7 
8 
15 
Total 99 176 275 
Percent 36.0% 64.0% 
Peak 
Vol. 
P.H.F. 
08:00 
25 
0.781 
07:45 
37 
0.841 
08:00 
60 
0.882 
M i lwauk ie T S P A p p e n d i x F: Tra f f i c Da ta D e c e m b e r 4, 2 0 0 7 P a g e F - 1 0 2 
All Traff ic Data Services, Inc. 
3209 SE 147th PL # 97 
Vancouver , W A . 98683 
PH. 503-833-2740 
Page 2 
Site Code: 9 
SE Wood Ave N/O SE Railroad Ave 
Start 07-Dec-06 Total 
Time Thu NB SB 
12:00 PM 6 12 18 
12:15 
-1 n.on 
4 
c 
6 
c 
10 
-1 o 12:30 
12:45 
n-i -nn 
6 
3 
-i n 
6 
4 
A 
12 
7 
01:00 
01:15 
n-l -on 
10 
2 
A 
4 
4 
c 
14 
6 
-i n 01:30 
01:45 
no-nn 
4 
9 
c 
6 
3 
10 
12 
-1 7 02:00 
02:15 
noon 
6 
8 
A 
11 
7 
17 
15 
-1 c 02:30 
02:45 
no-nn 
4 
10 
c 
11 
6 
15 
16 
-1 "7 03:00 
03:15 
no-on 
6 
7 
•lil 
11 
4 
-1 o 
17 
11 
07 03:30 
03:45 
r\,i -nn 
14 
4 
Q 
13 
6 
o 
27 
10 
-i n 04:00 
04:15 
n/i -on 
8 
10 
Q 
2 
6 
o 
10 
16 
-1 7 04:30 
04:45 
nc-nn 
8 
7 
-i n 
9 
9 
c 
17 
16 
-1 c 05:00 
05:15 
nc • on 
10 
5 
o 
6 
5 
16 
10 
yl 05:30 
05:45 
nc-nn 
8 
4 
n 
6 
12 
o 
14 
16 
-1 "7 06:00 
06:15 
nc- on 
9 
10 
c 
8 
14 
yl 
17 
24 
-i n 06:30 
06:45 
n"7- nn 
6 
6 
o 
4 
8 
-1 o 
10 
14 
07:00 
07:15 
nv-on 
8 
10 
A 
13 
10 
c 
21 
20 
4 n 07:30 
07:45 
no-nn 
4 
14 
yl 
6 
8 
c 
10 
22 
-i n 08:00 
08:15 
no-on 
4 
6 
o 
6 
4 
-i 
10 
10 
o 08:30 
08:45 
no-nn 
2 
8 
-i n 
1 
6 
Q 
3 
14 
-1 Q 09:00 
09:15 
nn- on 
10 
4 
o 
8 
3 
yl 
18 
7 
09:30 
09:45 
-i n- nn 
2 
6 
4 
5 
o 
6 
11 
10:00 
10:15 
-i n-on 
1 
4 
o 
2 
5 
o 
3 
9 
10:30 
10:45 
-i -i -nn 
2 
3 
n 
2 
4 
-i 
4 
7 
-i 11:00 
11:15 
-i -i -on 
0 
0 
o 
1 
0 
-i 
1 
0 
A 11:30 
11:45 
3 
5 
1 
2 
4 
7 
Total 290 294 584 
Percent 49.7% 50.3% 
Peak 14:45 17:30 19:00 
Vol. 37 40 73 
P.H.F. 0.661 0.714 0.676 
Grand 
Total 
Percent 
389 
45.3% 
470 
54.7% 
859 
ADT Not Calculated 
Mi lwaukie T S P Append i x F: Traf f ic Data December 4, 2007 Page F-103 
All Traff ic Data Services, Inc. Page 1 
3209 SE 147th PL # 97 
Vancouver , WA. 98683 Site Code: 10 
PH. 503-833-2740 
SE Logus Rd W/O SE Stanley Ave 
Start 07-Dec-06 Total 
Time Thu EB WB 
12:00 AM 1 1 2 
12:15 
-1 n.on 
1 
n 
2 
n 
3 
n 12:30 
12:45 
n-i -nn 
0 
0 
n 
0 
3 
n 
0 
3 
n 01:00 
01:15 
n-l -on 
0 
1 
n 
0 
0 
n 
0 
1 
n 01:30 
01:45 
no-nn 
0 
0 
o 
0 
0 
n 
0 
0 
o 02:00 
02:15 
no- on 
2 
1 
n 
0 
0 
n 
2 
1 
02:30 
02:45 
no-nn 
0 
0 
n 
0 
1 
n 
0 
1 
03:00 
03:15 
no • on 
0 
0 
n 
0 
1 
0 
1 
03:30 
03:45 
r\,i -nn 
0 
0 
A 
1 
0 
A 
1 
0 
Q 04:00 
04:15 
r\,i -on 
4 
1 
o 
4 
0 
n 
8 
1 
o 04:30 
04:45 
nc-nn 
2 
1 
C 
0 
2 
o 
2 
3 
Q 05:00 
05:15 
nc-on 
5 
1 
o 
3 
1 
n 
8 
2 
o 05:30 
05:45 
nc-nn 
2 
7 
a 
0 
0 
o 
2 
7 
06:00 
06:15 
nc- on 
6 
5 
-1 o 
2 
2 
yl 
8 
7 
06:30 
06:45 
nv-nn 
13 
13 
Q 
4 
10 
-1 /I 
17 
23 
oo 07:00 
07:15 
8 
14 
14 
15 
22 
29 
07:30 
07:45 
28 
99 
36 
98 
64 
197 
08:00 
08:15 
noon 
57 
14 
•7 
39 
10 
o 
96 
24 
-i n 08:30 
08:45 
no-nn 
7 
11 
3 
8 
10 
19 
-1 o 09:00 
09:15 
nn- on 
7 
12 
-i n 
6 
13 
"7 
13 
25 
09:30 
09:45 
-i n- nn 
10 
6 
a 
7 
7 
o 
17 
13 
10:00 
10:15 
-i n-on 
6 
6 
8 
8 
"7 
14 
14 
10:30 
10:45 
-i -i -nn 
11 
4 
Q 
7 
5 
•7 
18 
9 
11:00 
11:15 
-i -i -on 
8 
11 
-i n 
7 
10 
o 
15 
21 
-1 o 11:30 
11:45 
10 
10 
9 
11 
19 
21 
Total 405 358 763 
Percent 53.1% 46.9% 
Peak 07:15 07:15 07:15 
Vol. 198 188 386 
P.H.F. 0.500 0.480 0.490 
Mi lwaukie T S P Append i x F: Traf f ic Data December 4, 2007 Page F-104 
All Traff ic Data Services, Inc. 
3209 SE 147th PL # 97 
Vancouver , W A . 98683 
PH. 503-833-2740 
Page 2 
Site Code: 10 
SE Logus Rd W/O SE Stanley Ave 
Start 07-Dec-06 Total 
Time Thu EB WB 
12:00 PM 15 10 25 
12:15 
-1 n.on 
8 
-i n 
6 14 
12:30 
12:45 
n-i -nn 
10 
7 
-i n 
4 
10 
C 
14 
17 
01:00 
01:15 
10 
12 
5 
12 
-1 o 
15 
24 
OQ 01:30 
01:45 
15 
21 
13 
26 
28 
47 
02:00 
02:15 
60 
84 
54 
74 
114 
158 
02:30 
02:45 
19 
13 
-1 o 
16 
10 
-1 o 
35 
23 
03:00 
03:15 
no • on 
18 
10 
-1 o 
13 
14 
-1 "7 
31 
24 
03:30 
03:45 
r\,i -nn 
18 
17 
-1 o 
17 
24 
-i n 
35 
41 
oo 04:00 
04:15 
r\,i -on 
12 
7 
10 
4 
-1 o 
22 
11 
oc 04:30 
04:45 
nc-nn 
14 
8 
12 
18 
on 
26 
26 
O -1 05:00 
05:15 
neon 
11 
18 
-1 7 
20 
24 
on 
31 
42 
07 05:30 
05:45 
nc-nn 
17 
7 
-i n 
20 
13 
n 
37 
20 
06:00 
06:15 
nc- on 
10 
11 
o 
9 
10 
-i n 
19 
21 
06:30 
06:45 
n"7- nn 
8 
10 
n 
10 
6 
-i n 
18 
16 
07:00 
07:15 
nv-on 
9 
8 
Q 
10 
10 
19 
18 
-1 o 07:30 
07:45 
no-nn 
8 
16 
A 
4 
20 
c 
12 
36 
o 08:00 
08:15 
no-on 
4 
4 
-i 
5 
3 
•7 
9 
7 
Q 08:30 
08:45 
no-nn 
1 
4 
A 
7 
4 
Q 
8 
8 
-1 o 09:00 
09:15 
nn- on 
4 
6 
o 
8 
11 
c 
12 
17 
09:30 
09:45 
-i n- nn 
3 
4 
yl 
5 
3 
o 
8 
7 
10:00 
10:15 
-i n-on 
4 
0 
o 
2 
6 
6 
6 
10:30 
10:45 
-i -i -nn 
3 
0 
o 
1 
2 
-i 
4 
2 
A 11:00 
11:15 
-i -i -on 
3 
0 
n 
1 
1 
o 
4 
1 
o 11:30 
11:45 
0 
0 
3 
0 
3 
0 
Total 551 570 1121 
Percent 49.2% 50.8% 
Peak 13:45 13:45 13:45 
Vol. 184 170 354 
P.H.F. 0.548 0.574 0.560 
Grand 
Total 
Percent 
956 
50.7% 
928 
49.3% 
1884 
ADT Not Calculated 
Mi lwaukie T S P Append i x F: Traf f ic Data December 4, 2007 Page F-105 
Milwaukie TSP Update Existing Condition PM Peak Hour 
HCM Signalized Intersection Capacity Analysis 
> - > < - t V i V 
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR 
Lane Configurations 4 r 4 r t t t r t t t r 
Ideal Flow (vphpl) 
T o t a l 1 net tim<3 
1800 1800 
4 0 
1800 
4.0 
1800 1800 
4.0 
1800 
4.0 
1800 1800 
4.0 
1800 
4.0 
1800 1800 
4.0 
1800 
4.0 lotal Lost ti e (s) 
Lane Util. Factor 
F r n h r ^ H / h i k t ^ c 
4.0 
1.00 
1.00 
1.00 
1.00 
1.00 
1.00 
1.00 
0.99 
0.91 
1.00 
1.00 
0.98 
0.91 
1.00 
1.00 
1.00 Fipu, ped/bikes 
Flpb, ped/bikes 
Frt 
1.00 
1.00 
1.00 
0.85 
1.00 
1.00 
1.00 
0.85 
1.00 
1.00 
1.00 
0.85 
1.00 
1.00 
1.00 
0.85 it 
Flt Protected 
c? o+H F l n w f n r n f \ 
0.96 
1394 
1.00 
1378 
0.98 
1525 
1.00 
1227 
1.00 
4771 
1.00 
1123 
1.00 
4818 
1.00 
1205 Said. Flow (p!oi) 
Flt Permitted 
Satd. Flow (perm) 
1394 
0.76 
1099 
13/8 
1.00 
1378 
1525 
0.88 
1368 
122 7 
1.00 
1227 
41(1 
1.00 
4771 
1123 
1.00 
1123 
48 18 
1.00 
4818 
1205 
1.00 
1205 
Volume (vph) 
P ^ a k . h r m r f a n t n r PI—IF 
89 
0.97 
30 
0.97 
47 
0.97 
11 
0.97 
19 
0.97 
48 
0.97 
0 
0.97 
1706 
0.97 
15 
0.97 
0 
0.97 
3167 
0.97 
110 
0.97 Peak-hour I O C I O I , P H F 
Adj. Flow (vph) 
R T H R R p r l n r t i n n A/nhA 
92 
0 
0 
31 
0 
0 
48 
4 
4 
11 
0 
0 
20 
0 
0 
49 43 0 0 
0 
1759 
0 
0 
15 
3 
3 
0 
0 
0 
3265 
0 
0 
113 
21 R I O R eduction (vph) 
Lane Group Flow (vph) 
C o n f l P e d s (#/hr) 
0 
1 
1 
123 44 0 31 
43 
6 
1 
1 
0 1759 12 
1 
1 
0 
1 
1 
3265 
2 1 
92 
il. pe s. (min) 
Heavy Vehicles (%) 10% 67% 11% 36% 5% 23% 0% 3% 33% 0% 2% 27% 
Turn Type 
Protected Phases 
P ^ r m i t t ^ H P h u c p c Permitted Phases 
Perm 
8 
8 
8 
Perm 
8 
8 
Perm 
4 
4 
4 
Perm 
4 
4 
6 
Perm 
6 
6 
2 
Perm 
2 
2 
Actuated Green, G (s) 13.0 
14 5 
13.0 
14.5 
13.0 
14.5 
13.0 
14.5 
96.5 
97.5 
96.5 
97.5 
96.5 
97.5 
96.5 
97.5 Eiiective Green, g (s) 
Actuated g/C Ratio 
P loQronpD T i m o 
14.5 
0.12 
5.5 
0.12 
5.5 
0.12 
5.5 
0.12 
5.5 
0.81 
5.0 
0.81 
5.0 
0.81 
5.0 
0.81 
5.0 Clearance Ti e (s) 
Vehicle Extension (s) 4.5 4.5 4.5 4.5 4.4 4.4 4.4 4.4 
Lane Grp Cap (vph) 
v/s Ratio Prot 
\//Q Ra t IN P o r m v/s Ratio Per  
133 167 
0.03 
165 
0.02 
148 
0.00 
3876 
0.37 
912 
0.01 
3915 
c0.68 
979 
0.08 
v/c Ratio 
1 I n i f n r m P)PIQ\/ H1 
c0.11 
0.92 
52.2 
0.27 
47.9 
0.19 
47.5 
0.04 
46.6 
0.45 
3.3 
0.01 
2.1 
0.83 
6.5 
0.09 
2.3 ui mom I Delay, d i 
Progression Factor 
I n n r o m o n t a l Holov/ HO 
1.00 
56.4 
1.00 
1.5 
1.00 
1.0 
1.00 
0.2 
0.89 
0.4 
0.01 
0.0 
1.00 
2.2 
1.00 
0.2 Incre ental Delay, d2 
Delay (s) 
I o \ /o l n f Qon / i po 
108.6 
F 
F 
49.4 
D 
D 
48.4 
D 
D 
46.8 
D 
D 
3.3 
A 
A 
0.1 
A 
A 
8.8 
A 
A 
2.5 
A 
A Level oi Service 
Approach Delay (s) 
Approach LOS 
92.0 
F 
47.4 
D 
3.3 
A 
8.6 
A 
Intersection Summary 
HCM Average Control Delay 
HCM Volume to Capacity ratio 
A nti ia toH P u r l o 1 o n n t h /c \ 
10.1 
0.85 
120.0 
HCM Level of Service 
C i i m r\f |/-\ct t i m o / c \ 
B 
8.0 Actuated Cycle Length (s) 
Intersection Capacity Utilization 
Analysis Period (min) 
85.2% 
15 
Sum oi lost time (s) 
ICU Level of Service E 
c Critical Lane Group 
DKS Associates Synchro 6 Report 
9/19/2007 Page 1 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-106 
Milwaukie TSP Update Existing Condition PM Peak Hour 
HCM Signalized Intersection Capacity Analysis 
> - > < - t V i V 
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR 
Lane Configurations 4 r 4 r tttr ttt 
Ideal Flow (vphpl) 
T o t a l 1 n e t t i m < 3 
1800 1800 
4 0 
1800 
4.0 
1800 1800 
4.0 
1800 
4.0 
1800 1800 
4.0 
1800 1800 1800 
4.0 
1800 
lotal Lost ti e (s) 
Lane Util. Factor 
F r n h r ^ H / h i k t ^ c 
4.0 
1.00 
1.00 
1.00 
0.99 
1.00 
1.00 
1.00 
1.00 
0.86 
1.00 
0.91 
1.00 Fipu, ped/bikes 
Flpb, ped/bikes 
Frt 
1.00 
1.00 
1.00 
0.85 
1.00 
1.00 
1.00 
0.85 
1.00 
1.00 
1.00 
1.00 r i i 
Flt Protected 
c? o + H F l n w f n r n f \ 
0.98 
1614 
1.00 
1479 
0.97 
1746 
1.00 
1530 
1.00 
5954 
1.00 
4818 Said. Flow (pioi) 
Flt Permitted 
Satd. Flow (perm) 
16 14 
0.86 
1409 
14/9 
1.00 
1479 
0.80 
1444 
1530 
1.00 
1530 
1.00 
5954 
48 18 
1.00 
4818 
Volume (vph) 
P ^ a k . h r m r f a n t n r P I — I F 
27 
0.96 
37 
0.96 
62 
0.96 
22 
0.96 
15 
0.96 
16 
0.96 
0 
0.96 
1619 
0.96 
0 
0.96 
0 
0.96 
3144 
0.96 
0 
0.96 Peak-noui lactoi, PHF 
Adj. Flow (vph) 
R T H R R p r l n r t i n n A / n b A 
28 
0 
0 
39 
0 
0 
65 
4 
4 
23 
0 
0 
16 
0 
0 
17 
1 6 
0 
0 
0 
1686 
0 
0 
0 
0 
0 
0 
0 
0 
3275 
0 
0 
0 
0 
0 R I O R eduction (vph) 
Lane Group Flow (vph) 
C o n f l P e d s (#/hr) 
0 67 61 
1 
1 
0 
1 
1 
39 
1 6 
1 0 
1 
1 
1686 0 0 3275 0 
1 
1 il. pe s. (min) 
Heavy Vehicles (%) 11% 8% 2% 0% 0% 0% 0% 4% 0% 0% 2% 75% 
Turn Type 
Protected Phases 
P ^ r m i t t ^ H P h u c p c Per itted Phases 
Perm 
4 
4 
Perm 
4 
4 
Perm 
4 
4 
4 
4 
4 
Perm 
4 
4 
6 
6 
6 
2 
Actuated Green, G (s) 
4 
10.4 
9.9 
10.4 
9.9 
10.4 
9.9 
10.4 
9.9 
101.1 
102.1 
101.1 
102.1 Eiiective Green, g (s) 
Actuated g/C Ratio 
P l o Q r o n p D T i m o 
0.08 
3.5 
0.08 
3.5 
0.08 
3.5 
0.08 
3.5 
0.85 
5.0 
0.85 
5.0 Clearance Time (s) 
Vehicle Extension (s) 2.5 2.5 2.5 2.5 4.5 4.5 
Lane Grp Cap (vph) 
v/s Ratio Prot 
\ / / q R o t i n P o r m v/s Ratio Perm 
116 
c 0 05 
122 
0.04 
119 
0.03 
126 
0.00 
5066 
0.28 
4099 
c0.68 
v/c Ratio 
1 I n i f n r m P ) p I q \ / H 1 
u.05 
0.58 
53.0 
0.50 
52.7 
0.33 
51.9 
0.01 
50.6 
0.33 
1.9 
0.80 
4.2 Unifor  Delay, d1 
Progression Factor 
I n n r o m o n t a l H o l o v / H O 
1.00 
5.6 
1.00 
2.4 
1.00 
1.2 
1.00 
0.0 
1.98 
0.2 
0.19 
0.9 Incre ental Delay, d2 
Delay (s) 
I o \ / o l n f Q o n / i p o Level of Service 
58.6 55.1 53.1 
D 
D 
50.6 
D 
D 
3.8 
A 
A 
1.7 
A 
A 
Approach Delay (s) 
Approach LOS 
E  
56.9 
E 
E  
52.3 
D 
3.8 
A 
1.7 
A 
Intersection Summary 
HCM Average Control Delay 
HCM Volume to Capacity ratio 
A n t i i a t o H P u r l o 1 o n n t h / c \ 
4.4 
0.78 
120.0 
HCM Level of Service 
C i i m r \ f |/-\ct t i m o / c \ 
A 
8.0 Actuated Cycle Length (s) 
Intersection Capacity Utilization 
Analysis Period (min) 
84.4% 
15 
Sum of lost time (s) 
ICU Level of Service E 
c Critical Lane Group 
DKS Associates Synchro 6 Report 
9/19/2007 Page 2 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-107 
Milwaukie TSP Update Existing Condition PM Peak Hour 
HCM Signalized Intersection Capacity Analysis 
> - > < - < • s t r V \ V 
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR 
Lane Configurations 4 f t * 
Ideal Flow (vphpl) 
Total 1 net timp 
1800 1800 
4.0 
1800 
4.0 
1800 
4.0 
1800 
4.0 
1800 1800 
4.0 
1800 
4.0 
1800 1800 
4.0 
1800 
4.0 
1800 
lotal Lost time (s) 
Lane Util. Factor 
Frnh npH/hikpc 
1.00 
1.00 
1.00 
1.00 
1.00 
1.00 
1.00 
1.00 
1.00 
1.00 
0.95 
1.00 
1.00 
1.00 
0.95 
1.00 Fipu, ped/bikes 
Flpb, ped/bikes 
Frt 
1.00 
1.00 
1.00 
0.85 
1.00 
1.00 
1.00 
0.95 
1.00 
1.00 
1.00 
0.98 
1.00 
1.00 
1.00 
1.00 it 
Flt Protected 
c? o+H Flnw fnrnf\ 
0.99 
1751 
1.00 
1733 
0.95 
1660 
1.00 
1656 
0.95 
1840 
1.00 
3337 
0.95 
1800 
1.00 
3539 Said. Flow (pmi) 
Flt Permitted 
Satd. Flow (perm) 
1/51 
0.99 
1751 
1/33 
1.00 
1733 
1660 
0.95 
1660 
1656 
1.00 
1656 
1840 
0.95 
1840 
1.00 
3337 
1800 
0.95 
1800 
1.00 
3539 
Volume (vph) 
Poak.hni ir femtnr PI—IF 
17 
0.96 
91 
0.96 
481 
0.96 
179 
0.96 
59 
0.96 
32 
0.96 
232 
0.96 
789 
0.96 
147 
0.96 
133 
0.96 
1678 
0.96 
14 
0.96 Peak-hour I O C I O I , P H F 
Adj. Flow (vph) 
RTHR Rprlnrtinn A/nhA 
18 
0 
0 
95 
0 
0 
501 
16 
186 
0 
0 
61 
16 
33 
0 
0 
242 
0 
0 
822 
10 
153 
0 
0 
139 
0 
0 
1748 
0 
0 
15 
0 
0 R I O R eduction (vph) 
Lane Group Flow (vph) 
C o n f l P e d s (#/hr) 
0 113 485 
9 
9 
186 
9 
9 
78 0 242 
8 
8 
965 0 
4 
4 
139 
4 
4 
1763 0 
8 
8 il. pe s. ( # / I I I ) 
Confl. Bikes (#/hr) 
Heavy Vehicles (%) 2% 2% 
1 
2% 3% 3% 3% 4% 4% 4% 2% 2% 2% 
Turn Type 
Drn+Qp+orl D h o r o r 
Split 
Q Q 
pt+ov 
Q A 
Split 
A A 
Prot 
A C 
Prot 
G o 
Permitted Phases 
A ^ t n o t a H /OrQQn N FC\ 1 1 N 1A N << S A A C. l O f l R 7 Q A1 A R O f l VJICCII, VJ YOJ 
Effective Green, g (s) 
Ar^tnatoH n / O R a t i n 
11.0 
0.09 
34.0 
0.28 
11.5 
0.10 
11.5 
0.10 
19.0 
0.16 
68.4 
0.57 
13.1 
0.11 
62.5 
0.52 Actuated g/C Ratio 
Clearance Time (s) 
Vehicle Extension (s) 
4.0 
2.5 
4.0 
2.5 
4.0 
2.5 
4.0 
2.5 
4.5 
6.0 
4.0 
2.3 
4.5 
6.0 
Lane Grp Cap (vph) 
\ / /o D n t i n Drn t 
161 
n n « 
491 
^ N O B 
159 
^n A A 
159 
n n s 
291 
n A R> 
1902 
n o n 
197 
n na 
1843 
^ n Kn 
v/s Ratio Perm 
VRFO N VN N OO A A~7 N AO N AI N G.A N 7A N QR 
Uniform Delay, d1 
Pronroccion Foptr\r 
52.9 
1.00 
42.8 
1.00 
54.2 
1.00 
51.5 
1.00 
48.9 
0.93 
15.6 
1.07 
51.6 
0.89 
27.4 
0.97 Progression Factor 
Incremental Delay, d2 
Holav/ (c\ 
12.1 
65.0 
37.2 
80.0 
124.3 
178.6 
1.7 
53.2 
16.4 
62.1 
0.9 
17.6 
6.8 
52.6 
9.8 
36.3 Delay (s) 
Level of Service 
Annrnanh P )PIQ \ / 
E 
77.2 
E F D 
136.5 
E B 
26.4 
D D 
37.5 Approach Delay (s) 
Approach LOS E F C D 
Intersection Summary 
HCM Average Control Delay 
1—IOIV/1 \/r\li imo tr\ Pono^itv/ rotiA 
47.1 
0.99 
HCM Level of Service D 
HCM Volu e to Capacity ratio 
Actuated Cycle Length (s) 
Intersection Capacity Utilization 1 
120.0 
02.3% 
Sum of lost time (s) 
ICU Level of Service 
12.0 
G 
Analysis Period (min) 
c Critical Lane Group 
15 
DKS Associates Synchro 6 Report 
9/19/2007 Page 3 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-108 
Milwaukie TSP Update Existing Condition PM Peak Hour 
20: Johnson Creek Blvd & SE Linwood Avenue HCM Signalized Intersection Capacity Analysis 
> - > < - < •s t r V \ V 
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR 
Lane Configurations 
Sign Control 
254 
4 
Stop 
69 63 27 
4 
Stop 
16 7  15 
4 * 
Stop 
189 23 7  
4 
Stop 
94 112 
Peak Hour Factor 
Hourly flow rate (vph) 
0.97 
262 
0.97 
71 
0.97 
65 
0.97 
28 
0.97 
16 
0.97 
7 
0.97 
15 
0.97 
195 
0.97 
24 
0.97 
7 
0.97 
97 
0.97 
115 
Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 SB 1 SB 2 
Volume Total (vph) 
Volume Left (vph) 
CO 
CN
 C
 
CO CO
 
CO CN
 
65 
0 
65 
44 
28 
0 
0 
7 
0 
7 
7 
234 
15 
24 
104 
7 
0 
0 
115 
0 
115 
Hadj (s) 0.43 
6 3 6.3 
-0.67 
5.2 
0.35 
6.8 
-0.67 
5.8 
-0.01 
6.1 
0.07 
6.3 
-0.67 
5.5 Departure Headway (s) 
Degree Utilization, x 0.59 
549 
0.09 
656 
0.08 
479 
0.01 
556 
0.40 
551 
0.18 
535 
0.18 
603 
Control Delay (s) 16.7 
15.2 
7.6 9.3 
9.0 
7.7 13.1 
13.1 
9.5 
9.0 
8.5 
Approach Delay (s) 
Approach LOS C A B A 
Intersection Summary 
Delay 12.8 
B 
B 
Intersection Capacity Utilization 
Analysis Period (min) 
51.5% 
15 
ICU Level of Service A 
DKS Associates Synchro 6 Report 
9/19/2007 Page 4 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-109 
Milwaukie TSP Update Existing Condition PM Peak Hour 
20: J o h n s o n Creek Blvd & SE Linwood Avenue HCM Signalized Intersection Capacity Analysis 
< t A V | 
Movement WBL WBR NBT NBR SDL SBT 
Lane Configurations 
Ideal Flow (vphpl) 
T o t a l 1 n e t t i m p Total Lost time (s) 
V 
1800 
4 0 
1800 
tt* 
1800 
4.0 
1800 1800 
4.0 
tt 
1800 
4.0 
Lane Util. Factor 
F r n h n ^ H / h i k p c 
4.0 
1.00 
0.99 
0.95 
1.00 
1.00 
1.00 
0.95 
1.00 Fipb, ped/bikes 
Flpb, ped/bikes 
Frt 
1.00 
0.96 
1.00 
0.98 
1.00 
1.00 
1.00 
1.00 IL 
Flt Protected 
c? o+H F l n w fnrnf\ 
0.96 
1620 
1.00 
3221 
0.95 
1644 
1.00 
3353 satd. Flow ( P I O L ) 
Flt Permitted 
Satd. Flow (perm) 
1620 
0.96 
1620 
322 1 
1.00 
3221 
1644 
0.95 
1644 
1.00 
3353 
Volume (vph) 
P o a k . h n i i r f a n t r i r P I — I F 
202 
0.98 
74 
0.98 
1131 
0.98 
170 
0.98 
103 
0.98 
2138 
0.98 Peak-houi lactoi, PHF 
Adj. Flow (vph) 
R T H R R p H n r t i n n f x / n h r t 
206 
12 
76 
0 
0 
1154 
9 
9 
173 
0 
0 
105 
0 
0 
2182 
0 
0 i O  eduction (vph) 
Lane Group Flow (vph) 
C o n f l P e d s (#/hr) 
270 
3 
0 
3 
3 
1318 0 
2 
2 
105 
2 
2 
2182 
il. pe s. ( / i) 
Heavy Vehicles (%) 
3 
2% 3% 4% 2% 4% 2% 
Turn Type 
Protected Phases 
P p r m i t t p H P h u c o c 8  
2 
Prot 
1 6 
pei iLted Phases 
Actuated Green, G (s) 
F f f p n t i x / p ( ^ r p p n n 
23.9 
23.9 
72.5 
72.5 
11.6 
11.6 
88.1 
88.1 Eiiective Gieen, g (s) 
Actuated g/C Ratio 
P l o Q r o n p D T i m o 
0.20 
4.0 
0.60 
4.0 
0.10 
4.0 
0.73 
4.0 Cleaiance lime (s) 
Vehicle Extension (s) 3.0 3.0 3.0 3.0 
Lane Grp Cap (vph) 
v/s Ratio Prot 
\ / /Q R o t i n P o r m v/s Ratio Perm 
323 
c 0 17 
1946 
0.41 
159 
0.06 
2462 
c0.65 
v/c Ratio 
1 I n i f n r m P ) P I Q \ / H 1 
0.1/ 
0.84 
46.2 
0.68 
15.9 
0.66 
52.3 
0.89 
12.1 uni ioim Delay, d i 
Progression Factor 
I n n r o m o n t a l H o l o v / H O 
1.00 
16.8 
1.00 
1.9 
0.91 
5.5 
0.93 
2.9 Incre ental Delay, d2 
Delay (s) 
I o\/ol nf Qon/ipo Level of Service 
63.0 
E 
E 
17.8 
D 
53.3 
D 
D 
14.2 
Approach Delay (s) 
Approach LOS 
63.0 
E 
D 
17.8 
D 
D 
D 
16.0 
D 
Intersection Summary 
HCM Average Control Delay 
HCM Volume to Capacity ratio 
A n t i i a t o H P u r l o 1 o n n t h / c \ 
20.0 
0.88 
120.0 
HCM Level of Service 
C i i m r \ f |/-\ct t i m o ( c \ 
C 
8.0 Actuated Cycle Length (s) 
Intersection Capacity Utilization 
Analysis Period (min) 
85.7% 
15 
Sum of lost time (s) 
ICU Level of Service E 
c Critical Lane Group 
DKS Associates Synchro 6 Report 
9/19/2007 Page 5 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-110 
Milwaukie TSP Update Existing Condition PM Peak Hour 
20: Johnson Creek Blvd & SE Linwood Avenue HCM Signalized Intersection Capacity Analysis 
> - > < - < t r V \ V 
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR 
Lane Configurations 
Sign Control 
45 
4* 
Stop 
221 88 28 
Stop 
192 1 21 
4* 
Stop 
53 56 105 
Stop 
70 66 
Peak Hour Factor 
Hourly flow rate (vph) 
0.98 
46 
0.98 
226 
0.98 
90 
0.98 
29 
0.98 
196 
0.98 
83 
0.98 
21 
0.98 
54 
0.98 
57 
0.98 
107 
0.98 
71 
0.98 
67 
Direction, Lane # EB 1 WB 1 NB 1 SB 1 SB 2 
Volume Total (vph) 
Volume Left (vph) 
361 
46 
90 
307 
29 
83 
133 
21 
57 
107 
107 
0 
0 
139 
0 
67 
Hadj (s) -0.08 
5.5 
-0.10 
5.6 
-0.02 
6.4 
0.62 
7.3 
-0.16 
6.5 Departure Headway (s) 
Degree Utilization, x 0.56 
614 
0.48 
601 
0.24 
483 
0.22 
451 
0.25 
504 
Control Delay (s) 15.3 
15 3 15.3 
13.7 
13.7 
11.4 
11.4 
11.1 
10.7 
10.4 
Approach Delay (s) 
Approach LOS C B B B 
Intersection Summary 
Delay 13.2 
B 
B 
Intersection Capacity Utilization 
Analysis Period (min) 
57.0% 
15 
ICU Level of Service B 
DKS Associates Synchro 6 Report 
9/19/2007 Page 6 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-111 
Milwaukie TSP Update Existing Condition PM Peak Hour 
7: Hwy 224 & 17TH Street HCM Signalized Intersection Capacity Analysis 
< t V 
Movement WBL WBR NBT NBR SBL SBT 
Lane Configurations r t r t 
Ideal Flow (vphpl) 
T o t a l 1 n e t t i m p 
1800 
4 0 
1800 
4.0 
1800 
4.0 
1800 
4.0 
1800 
4.0 
1800 
4.0 lotal Lost time (s) 
Lane Util. Factor 
F m h n p H / h i k p c 
4.0 
1.00 
1.00 
1.00 
1.00 
1.00 
1.00 
1.00 
0.97 
1.00 
1.00 
1.00 
1.00 Fipb, ped/bikes 
Flpb, ped/bikes 
Frt 
1.00 
1.00 
1.00 
0.85 
1.00 
1.00 
1.00 
0.85 
1.00 
1.00 
1.00 
1.00 IL 
Flt Protected 
c? o + H F l n \ A / f n r r v h 
0.95 
1676 
1.00 
1515 
1.00 
1765 
1.00 
1488 
0.95 
1676 
1.00 
1765 Satd. Flow (prot) 
Flt Permitted 
Satd. Flow (perm) 
16/6 
0.95 
1676 
15 15 
1.00 
1515 
17 65 
1.00 
1765 
1488 
1.00 
1488 
16 7 6 
0.95 
1676 
17 65 
1.00 
1765 
Volume (vph) 
P o a k . h n i i r f a r t n r P I — I F 
67 
0.91 
325 
0.91 
249 
0.91 
66 
0.91 
506 
0.91 
541 
0.91 Peak-hour lactoi, PHF 
Adj. Flow (vph) 
R T H R R p r l n r t i n n f x / n h r t 
74 
0 
0 
357 
109 
274 
0 
0 
73 
44 
556 
0 
0 
595 
0 
0 R I O R eduction (vph) 
Lane Group Flow (vph) 
C o n f l P e d s (#/hr) 
74 
109 
248 274 29 
2 
2 
556 
2 
2 
595 
il. pe s. ( # / I I I ) 
Confl. Bikes (#/hr) 
Heavy Vehicles (%) 2% 1% 2% 
1 
0% 2% 2% 
Turn Type 
P r n t p n t p H P h o c p c Protected Phases 
pm+ov 
Q -1 2  
Perm Prot 
1 
1 6  
Permitted Phases 
A r t i i a t p H C r p o n f*^ ( q \ 9.0 
8 
53.3 42.6 
2 
42.6 44.3 91.4 Actuated Green, G (s) 
Effective Green, g (s) 
A c t u a t o r ! n / O R a t i n 
9.5 
0.09 
54.3 
0.50 
42.6 
0.39 
42.6 
0.39 
44.8 
0.41 
91.4 
0.84 Actuated g/C Ratio 
Clearance Time (s) 
Vehicle Extension (s) 
4.5 
3.0 
4.5 
4.5 
4.0 
2.3 
4.0 
2.3 
4.5 
4.5 
4.0 
2.3 
Lane Grp Cap (vph) 
\ / /Q R o t i n P r n t 
146 
c0.04 
811 
0.13 
690 
0.16 
582 689 
c 0 33 
1481 
c0.34 v/s Ratio P I O L 
v/s Ratio Perm 
\ / / r R a t i n 0.51 
0.04 
0.31 0.40 
0.02 
0.05 
0.33 
0.81 0.40 v/c Ratio 
Uniform Delay, d1 
P r n n r p c c i n n F c m t n r 
47.5 
1.00 
16.2 
1.00 
23.9 
1.00 
20.6 
1.00 
28.2 
1.00 
2.1 
1.00 Progression Factor 
Incremental Delay, d2 
H o l a v / 
2.8 
50.2 
0.4 
16.  
1.7 
25.6 
0.2 
20.7 
7.6 
35.9 
0.8 
2.9 Delay (s) 
Level of Service 
A n n r n a n h P ) P I Q \ / 
D 
22.3 
B C 
24.6 
C D A 
18.8 Approach Delay (s) 
Approach LOS C C B 
Intersection Summary 
HCM Average Control Delay 
1—IOIV/1 \ / n l i i m p t n P o n o r ' i t v / r o t i n 
20.7 
0.59 
HCM Level of Service C 
HCM Volu e to Capacity ratio 
Actuated Cycle Length (s) 
Intersection Capacity Utilization 
108.9 
61.8% 
Sum of lost time (s) 
ICU Level of Service 
8.0 
B 
Analysis Period (min) 15 
c Critical Lane Group 
DKS Associates Synchro 6 Report 
9/19/2007 Page 7 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-112 
Milwaukie TSP Update Existing Condition PM Peak Hour 
HCM Signalized Intersection Capacity Analysis 
> - > < - < •s t r V \ V 
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR 
Lane Configurations 4k 4k ft f ft f 
Ideal Flow (vphpl) 
T o t a l 1 n e t t i m p 
1800 1800 
4.0 
1800 1800 1800 
4.0 
1800 1800 
4.0 
1800 
4.0 
1800 
4.0 
1800 
4.0 
1800 
4.0 
1800 
4.0 lotal Lost time (s) 
Lane Util. Factor 
F r n h n p H / h i k p c 
0.95 
1.00 
0.95 
1.00 
1.00 
1.0  
0.95 
1.00 
1.00 
0.99 
1.00 
1.0  
0.95 
1.00 
1.00 
0.99 Fipu, ped/bikes 
Flpb, ped/bikes 
Frt 
1.00 
0.97 
1.00 
0.96 
1.00 
1.00 
1.00 
1.00 
1.00 
0.85 
1.00 
1.0  
1.00 
1.00 
1.00 
0.85 it 
Flt Protected 
c? O+H FIHVA/ f n r n f \ 
1.00 
2956 
0.99 
3135 
0.95 
1613 
1.00 
3288 
1.00 
1509 
0.95 
1676 
1.00 
3288 
1.00 
1336 Said. Flow (pioi) 
Flt Permitted 
Satd. Flow (perm) 
0.94 
2785 
3 135 
0.71 
2253 
16 13 
0.95 
1613 
1.00 
3288 
1509 
1.00 
1509 
16/6 
0.95 
1676 
1.00 
3288 
1336 
1.00 
1336 
Volume (vph) 
P o a k . h n i i r f e m t n r P I — I F 
8 
0.95 
265 
0.95 
79 
0.95 
69 
0.95 
282 
0.95 
117 
0.95 
64 
0.95 
851 
0.95 
68 
0.95 
263 
0.95 
1631 
0.95 
8 
0.95 Peak-hour lacto!, PHF 
Adj. Flow (vph) 
R T H R R p r l n r t i n n A / n h A 
8 
0 
0 
279 
22 
83 
0 
0 
73 
0 
0 
297 
27 
123 
0 
0 
67 
0 
0 
896 
0 
0 
72 
35 
277 
0 
0 
1717 
0 
0 
8 
2 
2 R I O R eduction (vph) 
Lane Group Flow (vph) 
C o n f l P e d s (#/hr) 
0 
3 
348 0 
5 
5 
0 
5 
5 
466 0 
3 
3 
67 
1 
1 
896 37 
1 
1 
277 
1 
1 
1717 6 
1 
1 il. pe s. ( # / I I I ) 
Confl. Bikes (#/hr) 
Heavy Vehicles (%) 
3 
0% 14% 3% 4% 4% 
1 
3% 6% 4% 0% 2% 4% 13% 
Turn Type 
P r n t o r t o H P h o c o c Protected Phases 
Perm 
4  
Perm 
8  
Prot 
5 
5 2  
Perm Prot 
1 
1 6  
Perm 
Permitted Phases 
A n t i i o t p r l C r p p n f*^ (Q\ 
4 
24.5 
8 
24.5 7.9 60.0 
2 
60.0 19.0 71.1 
6 
71.1 Actuated Green, G (s) 
Effective Green, g (s) 
A r ^ t n a t o H n / O R a t i n 
26.0 
0.22 
26.0 
0.22 
8.9 
0.07 
62.0 
0.52 
62.0 
0.52 
20.0 
0.17 
73.1 
0.61 
73.1 
0.61 Actuated g/C Ratio 
Clearance Time (s) 
Vehicle Extension (s) 
5.5 
2.5 
5.5 
2.5 
5.0 
2.3 
6.0 
4.0 
6.0 
4.0 
5.0 
2.3 
6.0 
4.0 
6.0 
4.0 
Lane Grp Cap (vph) 
\ / / q R a t i n P m t 
603 488 120 
0.04 
1699 
0.27 
780 279 
c 0 17 
2003 
c0.52 
814 
v/s Ratio P I O I 
v/s Ratio Perm 
\ / / r R a t i n 
0.12 
0.58 
c0.21 
0.95 56 0.53 
0.02 
0.05 
0.iz 
0.99 0.86 
0.00 
0.01 v/c Ratio 
Uniform Delay, d1 
P r o n r o c c i o n F d ^ t n r 
42.1 
1.00 
46.4 
1.00 
53.7 
0.8  
19.3 
1.89 
14.4 
3.73 
49.9 
113 
19.2 
0.79 
9.2 
0.69 Progression Factor 
Incremental Delay, d2 
H o l a v / / C \ 
1.1 
43.2 
29.2 
75.6 
3.4 
46.4 
1.0 
37.4 
0.1 
53.7 
1.13 
47.8 
104 2 
4.4 
19.5 
0.0 
6.4 Delay (s) 
Level of Service 
A n n r n a r h P ) P I q \ / 
D 
43.2 
E 
75.6 
D D 
39.1 
D 
104.2 
F B 
31.2 
A 
Approach Delay (s) 
Approach LOS D E D C 
Intersection Summary 
HCM Average Control Delay 
1—IOIV/1 \ / r \ l i i m o t r \ P o n o ^ i t v / r o t i A 
40.0 
0.89 
HCM Level of Service D 
HCM Volu e to Capacity ratio 
Actuated Cycle Length (s) 
Intersection Capacity Utilization 
120.0 
93.4% 
Sum of lost time (s) 
ICU Level of Service 
8.0 
F 
Analysis Period (min) 
c Critical Lane Group 
15 
DKS Associates Synchro 6 Report 
9/19/2007 Page 8 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-113 
Milwaukie TSP Update Existing Condition PM Peak Hour 
HCM Signalized Intersection Capacity Analysis 
> - > < - t V i V 
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR 
Lane Configurations tt r tt r 
Ideal Flow (vphpl) 
Total 1 net timp 
1800 1800 
4.0 
1800 1800 1800 
4.0 
1800 1800 
4.0 
1800 
4.0 
1800 
4.0 
1800 
4.0 
1800 
4.0 
1800 
4.0 lotal Lost time (s) 
Lane Util. Factor 
Frnh npH/hikpc 
1.00 
0.98 
1.00 
0.99 
1.00 
1.00 
0.95 
1.00 
1.00 
1.00 
1.00 
1.00 
0.95 
1.00 
1.00 
0.98 Fipb, ped/bikes 
Flpb, ped/bikes 
Frt 
1.00 
0.91 
1.00 
0.96 
1.00 
1.00 
1.00 
1.00 
1.00 
0.85 
1.00 
1.00 
1.00 
1.00 
1.00 
0.85 IL 
Flt Protected 
c? O+H FIHVA/ f n r n f \ 
0.99 
1576 
0.99 
1665 
0.95 
1710 
1.00 
3320 
1.00 
1530 
0.95 
1541 
1.00 
3320 
1.00 
1431 Satd. Flow (prot) 
Flt Permitted 
Satd. Flow (perm) 
15/6 
0.97 
1530 
1665 
0.85 
1432 
IZ I0 
0.07 
122 
1.00 
3320 
1530 
1.00 
1530 
154 1 
0.95 
1541 
1.00 
3320 
143 1 
1.00 
1431 
Volume (vph) 
Poak.hni ir fartrir PI—IF 
15 
0 94 
28 
0.94 
95 
0.94 
21 
0.94 
33 
0.94 
24 
0.94 
30 
0.94 
1254 
0.94 
3 
0.94 
9 
0.94 
1924 
0.94 
20 
0.94 Peak-hour lacto!, PHF 
Adj. Flow (vph) 
R T H R R p r l n r t i n n A / n h A 
0.94 
16 
0 
0 
30 
15 
101 
0 
0 
22 
0 
0 
35 
15 
26 
0 
0 
32 
0 
0 
1334 
 
0 
3 
1 
 
10 
0 
0 
2047 
0 
0 
21 
3 
3 R I O R eduction (vph) 
Lane Group Flow (vph) 
C o n f l P e d s (#/hr) 
0 
8 
8 
132 0 
4 
4 
0 
4 
4 
68 0 
8 
32 
4 
4 
1334 2 10 2047 18 
4 
4 il. pe s. ( /i II) 
Confl. Bikes (#/hr) 
Heavy Vehicles (%) 0% 0% 
1 
2% 0% 0% 
2 
4% 0% 3% 0% 11% 3% 5% 
Turn Type 
P r o f o r t o r l P h a c p c Protected Phases 
Perm 
4  
Perm 
8  
Perm 
2  
Perm Prot 
1 
1 6  
Perm 
Permitted Phases 
A r t i i a t p H f ^ r p p n f*^ fo.\ 
4 
17.2 
8 
17.2 
2 
88.4 88.4 
2 
88.4 1.4 93.8 
6 
93.8 Actuated Green, G (s) 
Effective Green, g (s) 
A c t u a t o r ! n / O R a t i n 
17.2 
0.14 
17.2 
0.14 
89.4 
0.74 
89.4 
0.74 
89.4 
0.74 
1.4 
0.01 
94.8 
0.79 
94.8 
0.79 Actuated g/C Ratio 
Clearance Time (s) 
Vehicle Extension (s) 
4.0 
3.0 
4.0 
2.5 
5.0 
5.2 
5.0 
5.2 
5.0 
5.2 
4.0 
2.5 
5.0 
5.2 
5.0 
5.2 
Lane Grp Cap (vph) 
\//Q Rat IN Pmt 
219 205 91 2473 
0.40 
1140 18 
0.01 
2623 
c .62 
1130 
v/s Ratio P I O L 
v/s Ratio Perm 
\//r* Ratin 
c0.09 
0.60 
0.05 
0.33 
0.26 
0.35 0.54 
0.00 
0.00 0.56 0.78 
0.01 
0.02 v/c Ratio 
Uniform Delay, d1 
P r o n r o c c i o n F c m t o r 
48.2 
0.90 
46.2 
1.00 
5.3 
2.36 
6.5 
3. 9 
3.9 
2.45 
59.0 
0.73 
6.9 
1.88 
2.7 
1.94 Progression Factor 
Incremental Delay, d2 
H o l a v / (c\ 
4.6 
48.1 
0.7 
46.9 
8.9 
21.4 
0.7 
20.9 
0.0 
9.6 
17.5 
60.5 
1.5 
14.5 
0.0 
5.2 Delay (s) 
Level of Service 
A n n r n Q r h P ) P I Q \ / 
D 
48.1 
D 
46.9 
C C 
20.9 
A E B 
14.6 
A 
Approach Delay (s) 
Approach LOS D D C B 
Intersection Summary 
HCM Average Control Delay 
1—IOIV/1 \ / r \ l i i m p t r \ P o n o ^ i t v / r o t i A 
19.0 
0.75 
HCM Level of Service B 
HCM Volu e to Capacity ratio 
Actuated Cycle Length (s) 
Intersection Capacity Utilization 
120.0 
76.0% 
Sum of lost time (s) 
ICU Level of Service 
8.0 
D 
Analysis Period (min) 
c Critical Lane Group 
15 
DKS Associates Synchro 6 Report 
9/19/2007 Page 9 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-114 
Milwaukie TSP Update Existing Condition PM Peak Hour 
HCM Signalized Intersection Capacity Analysis 
1 t f* li i \ \ \ \ 
Movement NBL NBT NBR SBL SBT SBR SEL SET SER NWL NWT NWR 
Lane Configurations *Tt f 4k ft f ft f 
Ideal Flow (vphpl) 
Total 1 net timp 
1800 1800 
4.0 
1800 
4.0 
1800 1800 
4.0 
1800 1800 
4.0 
1800 
4.0 
1800 
4.0 
1800 
4.0 
1800 
4.0 
1800 
4.0 lotal Lost time (s) 
Lane Util. Factor 
Frnh npH/hikpc 
0.95 
1.00 
1.00 
0.99 
0.95 
1.00 
1.00 
1.00 
0.95 
1.00 
1.00 
0.99 
1.00 
1.0  
0.95 
1.00 
1.00 
0.99 Fipu, ped/bikes 
Flpb, ped/bikes 
Frt 
1.00 
1.00 
1.00 
0.85 
1.00 
0.96 
1.00 
1.00 
1.00 
1.00 
1.00 
0.85 
1.00 
1.0  
1.00 
1.00 
1.00 
0.85 it 
Flt Protected 
C? O+H FIHVA/ FNRRVH 
1.00 
3363 
1.00 
1495 
0.99 
3133 
0.95 
1710 
1.00 
3320 
1.00 
1510 
0.95 
1660 
1.00 
3257 
1.00 
1438 Said. Flow ( P I O I ) 
Flt Permitted 
Satd. Flow (perm) 
0.84 
2838 
1495 
1.00 
1495 
3 133 
0.73 
2329 
1/10 
0.95 
1710 
1.00 
3320 
1510 
1.00 
1510 
1660 
0.95 
1660 
1.00 
3257 
1438 
1.00 
1438 
Volume (vph) 
Poak.hni ir fantrir PI—IF 
17 
0 94 
227 
0.94 
82 
0.94 
125 
0.94 
234 
0.94 
142 
0.94 
237 
0.94 
1629 
0.94 
38 
0.94 
103 
0.94 
938 
0.94 
117 
0.94 Peak-hour lacto!, PHF 
Adj. Flow (vph) 
R T H R R p r l n r t i n n A / n h A 
0.94 
18 
0 
0 
241 
0 
0 
87 
11 
133 
0 
0 
249 
34 
151 
0 
0 
252 
0 
0 
1733 
0 
0 
40 
16 
110 
0 
0 
998 
0 
0 
124 
58 R I O R eduction (vph) 
Lane Group Flow (vph) 
C o n f l P e d s (#/hr) 
0 
1 
1 
259 76 
7 
7 
0 
7 
7 
499 0 
1 
1 
252 
1 
1 
1733 24 
1 
1 
110 
1 
1 
998 66 
1 
1 il. pe s. ( # / I I I ) 
Confl. Bikes (#/hr) 
Heavy Vehicles (%) 6% 1% 1% 6% 0% 
3 
4% 0% 3% 0% 3% 5% 5% 
Turn Type 
P m t p n t p H P h o c o c Protected Phases 
Perm 
4  
pm+ov 
5 
5 
Perm 
8  
Prot 
1 
1 6  
Perm Prot 
5 
5 2  
Perm 
Permitted Phases 
A r t i i a t p H C r p o n f*^ ( Q \ 
4 
25.5 
4 
40.0 
8 
25.5 17.5 65.5 
6 
65.5 14.5 62.5 
2 
62.5 Actuated Green, G (s) 
Effective Green, g (s) 
A r ^ t n a t o H n / O R a t i n 
26.0 
0.22 
41.0 
0.34 
26.0 
0.22 
18.0 
0.15 
67.0 
0.56 
67.0 
0.56 
15.0 
0.12 
64.0 
0.53 
64.0 
0.53 Actuated g/C Ratio 
Clearance Time (s) 
Vehicle Extension (s) 
4.5 
2.5 
4.5 
2.3 
4.5 
2.5 
4.5 
2.3 
5.5 
5.0 
5.5 
5.0 
4.5 
2.3 
5.5 
5.0 
5.5 
5.0 
Lane Grp Cap (vph) 
\ / /Q R o t IN P r n t 
615 561 
0.02 
505 257 
0.15 
1854 
c0.52 
843 208 
0.07 
1737 
c 0 31 
767 
v/s Ratio P I O I 
v/s Ratio Perm 
\//r* R a t i n v/c Ratio 
0.09 
0.42 
0.03 
0.14 
c0.21 
0.99 0.98 0.93 
0.02 
0.03 0.53 
0.3l 
0.57 
0.05 
0.09 
Uniform Delay, d1 
P r o n r o c c i o n F c m t n r 
40.5 
1.00 
27.3 
1.00 
46.8 
1.00 
50.8 
0.93 
24.5 
0.89 
11.9 
0.62 
49.2 
1.38 
18.8 
1.87 
13.7 
5.53 Progression Factor 
Incremental Delay, d2 
H o l a v / 
0.3 
40.9 
0.1 
27.3 
36.4 
83.2 
38.7 
86.0 
6.9 
28.7 
0.0 
7.4 
1.4 
69.2 
1.3 
36.4 
0.2 
76.0 Delay (s) 
Level of Service 
A n n r n a r h P ) P I Q \ / 
D 
37.5 
C F 
83.2 
F C 
35.4 
A E D 
43.3 
E 
Approach Delay (s) 
Approach LOS D F D D 
Intersection Summary 
HCM Average Control Delay 
1—IOIV/1 \ / r \ l i i m p t r \ P o n o ^ i t v / r o t i A 
44.1 
0.88 
HCM Level of Service D 
HCM Volu e to Capacity ratio 
Actuated Cycle Length (s) 
Intersection Capacity Utilization 
120.0 
93.6% 
Sum of lost time (s) 
ICU Level of Service 
8.0 
F 
Analysis Period (min) 
c Critical Lane Group 
15 
DKS Associates Synchro 6 Report 
9/19/2007 Page 10 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-115 
Milwaukie TSP Update 
11: Harrison St & SE 32nd Av 
Existing Condition PM Peak Hour 
HCM Unsignalized Intersection Capacity Analysis 
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR 
Lane Configurations t * t * 4 r 4 r 
Ideal Flow (vphpl) 
T o t a l 1 n e t t i m p Total Lost time (s) 
1800 
4 0 
1800 
4.0 
1800 1800 
4.0 
1800 
4.0 
1800 1800 1800 
4.0 
1800 
4.0 
1800 1800 
4.0 
1800 
4.0 
Lane Util. Factor 
F m h n ^ H / h i k p c 
4.0 
1.00 
1.00 
1.00 
1.00 
1.00 
1.00 
1.00 
1.00 
1.00 
1.00 
1.00 
0.97 
1.00 
1.00 
1.00 
0.99 Fipb, ped/bikes 
Flpb, ped/bikes 
Frt 
1.00 
1.00 
1.00 
1.00 
1.00 
1.00 
1.00 
0.99 
1.00 
1.00 
1.00 
0.85 
1.00 
1.00 
1.00 
0.85 F I L 
Flt Protected 
c? o+H FIHVA/ f n r r v h 
0.95 
1578 
1.00 
1764 
0.95 
1706 
1.00 
1738 
0.99 
1702 
1.00 
1486 
0.99 
1697 
1.00 
1439 Satd. Flow (piot) 
Flt Permitted 
Satd. Flow (perm) 
15/8 
0.59 
985 
1.00 
1764 
0.43 
764 
1.00 
1738 
17 02 
0.92 
1575 
I486 
1.00 
1486 
169 7 
0.96 
1633 
1439 
1.00 
1439 
Volume (vph) 
P o a k . h n i i r f a r t r i r P I—IF 
157 
0.94 
381 
0.94 
1 
0.94 
21 
0.94 
229 
0.94 
18 
0.94 
41 156 
0.94 
20 
0.94 
22 
0.94 
160 
0.94 
169 
0.94 Peak-houi lactoi, PHF 
Adj. Flow (vph) 
R T H R R p H n r t i n n A / n h A 
167 
0 
0 
405 
0 
0 
1 
0 
0 
22 
0 
0 
244 
7  
19 
0 
0 
44 
0  
166 
0 
0 
21 
1 3 
23 
0 
0 
170 
0 
0 
180 
1 08 i O  eduction (vph) 
Lane Group Flow (vph) 
C o n f l P e d s (#/hr) 
167 
4 
4 
406 0 
4 
4 
22 
4 
4 
256 0 
4 
4 
0 
1 
1 
210 
1 3 
8 
21 
0 
21 
193 
1 08 
72 
1 
1 il. pe s. ( / i) 
Confl. Bikes (#/hr) 
Heavy Vehicles (%) 8% 2% 0% 0% 2% 6% 7% 4% 
2 
0% 0% 6% 5% 
Turn Type 
P r o f o r t o r l P h o c o c Protected Phases 
Perm 
4  
Perm 
8  
Perm 
2  
Perm Perm 
6  
Perm 
Permitted Phases 
A r t i i a t p H C r p o n f*^ (Q \ 
4 
16.0 16.0 
8 
16.0 16.0 
2 
16.0 
2 
16.0 
6 
16.0 
6 
16.0 Actuated Green, G (s) 
Effective Green, g (s) 
Ar^tnatoH n/O Ratin 
16.0 
0.40 
16.0 
0.40 
16.0 
0.40 
16.0 
0.40 
16.0 
0.40 
16.0 
0.40 
16.0 
0.40 
16.0 
0.40 Actuated g/C Ratio 
Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 
Lane Grp Cap (vph) 
v/s Ratio Prot 
\//Q R o t i n P o r m 
394 
0.17 
706 
c0.23 
306 
0.03 
695 
0.15 
630 
c 0 13 
594 
0.01 
653 
0.12 
576 
0.05 v/s Ratio peim 
v/c Ratio 
1 I n i f n r m P ) p I q \ / H 1 
0.42 
8.7 
0.58 
9.4 
0.07 
7.4 
0.37 
8.4 
0. l3 
0.33 
8.3 
0.01 
7.2 
0.30 
8.2 
0.12 
7.6 Unifor  Delay, d1 
Progression Factor 
I n n r o m o n t a l H o l o v / H O 
1.00 
3.3 
1.00 
3.4 
1.00 
0.5 
1.00 
1.5 
1.00 
1.4 
1.00 
0.0 
1.00 
1.2 
1.00 
0.4 Incre ental Delay, d2 
Delay (s) 
I o \ / o l n f Q o n / i p o Level of Service 
12.0 
B 
B 
12.7 
B 
B 
7.9 
A 
A 
9.9 
A 
A 
1.
9.7 
A 
A 
7.3 
A 
A 
9.3 
A 
A 
8.0 
A 
A 
Approach Delay (s) 
Approach LOS 
12.5 
B 
9.8 
A 
9.5 
A 
8.7 
A 
Intersection Summary 
HCM Average Control Delay 
HCM Volume to Capacity ratio 
A r t i i a t o H P u r l o 1 o n n t h / c \ 
10.5 
0.45 
40.0 
HCM Level of Service 
Q i i m n f I n c t t i m o 
B 
8.0 Actuated Cycle Length (s) 
Intersection Capacity Utilization 
Analysis Period (min) 
64.6% 
15 
Sum of lost time (s) 
ICU Level of Service C 
c Critical Lane Group 
DKS Associates Synchro 6 Report 
9/19/2007 Page 11 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-116 
Milwaukie TSP Update Existing Condition PM Peak Hour 
20: Johnson Creek Blvd & SE Linwood Avenue HCM Signalized Intersection Capacity Analysis 
t i J 
Movement NBL NBT SBT SBR NEL NER 
Lane Configurations 
Sign Control 
tt 
Free 
0% 
tt* 
Free 
0% 
Stop 
0% Glade 
Volume (veh/h) 
D q q I / 1—1 m i r F a r t n r 
0 
0.96 
1219 
0.96 
1792 
0.96 
559 
0.96 
0 
0.96 
1 
0.96 Peak H O U I Facio! 
Hourly flow rate (vph) 
D o H o c t r i o n c 
0 1270 1867 582 0 
1 
1 
1 
Peuesuians 
Lane Width (ft) 
\ / \ / a l k i n n Q n p p r l 
12.0 
4.0 walking speed (it/s) 
Percent Blockage 
• i n h t t i i r n f l o r o A / o h \ 
0 
Right I U I I I naie (veh) 
Median type 
I V / l p H i o n c t n r o n o \ / p h \ 
None 
Median stoiage veh) 
Upstream signal (ft) 
n Y n l o t n n n i i n h l n p l ^ o H 
507 
1.00 px, platoon unblocked 
vC, conflicting volume 
\ A c + o n o A r r \ n f u n l 
2450 2794 1225 
vv-/ I , o i a y c I uu111 v u I 
vC2, stage 2 conf vol 
wr.. nnhlA^I/AH if/xl o/icn 07QQ -IOOC 
tC, single (s) 
tO 9 ctanp (c\ 
4.1 6.8 7.0 
IC, 2 stage (s) 
tF (s) 
niiPiiP frpp QA 
2.2 
100 
3.5 
100 
3.3 
99 po queue nee /o 
cM capacity (veh/h) 
ioo 
194 
100 
15 169 
Direction, Lane # NB 1 NB 2 SB 1 SB 2 NE 1 
Volume Total 
\ / n l i imp 1 pft Volu e Left 
635 
0 
0 
635 
0 
0 
1244 
0 
0 
1205 
0 
0 
1 
0 
0 
Volume Right 
c SH 
0 
1700 
0 
1700 
0 
1700 
582 
1700 
1 
169  
Volume to Capacity 
O I I O I I O 1 onnth Q5th 
1/00 
0.37 
0 
0 
1/00 
0.37 
0 
0 
17 00 
0.73 
0 
0 
17 00 
0.71 
0 
0 
169 
0.01 
0 
0 Queue Length 95th (II) 
Control Delay (s) 
1 a n o 1 H Q 
0.0 0.0 0.0 0.0 26.4 
D 
D Lane LOS 
Approach Delay (s) 
Approach LOS 
0.0 0.0 26.4 
D 
Intersection Summary 
Average Delay 
Intersection Capacity Utilization 
Analysis Period (min) 
0.0 
81.2% 
15 
ICU Level of Service D 
DKS Associates Synchro 6 Report 
9/19/2007 Page 12 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-117 
Milwaukie TSP Update Existing Condition PM Peak Hour 
20: Johnson Creek Blvd & SE Linwood Avenue HCM Signalized Intersection Capacity Analysis 
1 f * \ \ \ 
Movement NBL NBR SET SER NWL NWT 
Lane Configurations 
Ideal Flow (vphpl) 
T o t a l 1 n e t t i m p 
1800 
4.0 
f 
1800 
4.0 
tt 
1800 
4.0 
1800 1800 
4.0 
tt 
1800 
4.0 lotal Lost time (s) 
Lane Util. Factor 
Frt 
1.00 
1.00 
1.00 
0.85 
0.95 
1.00 
1.00 
1.00 
0.95 
1.00 IL 
Flt Protected 
c? o + H F l n \ A / f n r r v h 
0.95 
1660 
1.00 
1530 
1.00 
3353 
0.95 
1583 
1.00 
3353 Satd. Flow (prot) 
Flt Permitted 
Satd. Flow (perm) 
1660 
0.95 
1660 
1530 
1.00 
1530 
1.00 
3353 
1583 
0.95 
1583 
1.00 
3353 
Volume (vph) 
P p a k . h n n r f a r t n r P I — I F 
276 
0.91 
13 
0.91 
2066 
0.91 
0 
0.91 
13 
0.91 
1102 
0.91 Peak-hour lactoi, PHF 
Adj. Flow (vph) 
R T H R R p r l n r t i n n A / n h A 
303 
0 
0 
14 
6 
6 
2270 
0 
0 
0 
0 
0 
14 
0 
0 
1211 
0 
0 R I O R eduction (vph) 
Lane Group Flow (vph) 
Heavy Vehicles (%) 
303 
3% 
8 
0% 
2270 
2% 
0 
0% 
14 
8% 
1211 
2% 
Turn Type 
P r n t p r t p H P h o c p c Protected Phases 7  
Prot 
7 
7 6  
Prot 
5 
5 
Permitted Phases 
A r t i i a t p H C r p o n f*^ ( Q \ 27.4 27.4 
6 
100.1 2.9 
2 7 
139.4 Actuated Green, G (s) 
Effective Green, g (s) 
A c t u a t o r ! n / O R a t i n 
27.4 
0.18 
27.4 
0.18 
101.1 
0.68 
2.9 
0.02 
139.4 
0.93 Actuated g/C Ratio 
Clearance Time (s) 
Vehicle Extension (s) 
4.0 
2.3 
4.0 
2.3 
5.0 
8.0 
4.0 
2.3 
Lane Grp Cap (vph) 
\ / /Q R o t i n P r n t 
304 
c 0 18 
280 
0.01 
2266 
c0.68 
31 
0.01 
3124 
v/s Ratio P I O L 
v/s Ratio Perm 
\ / / r R a t i n v/c Ratio 
0. l8 
1.00 0.03 1.00 0.45 
c0.36 
0.39 
Uniform Delay, d1 
P r n n r p c c i n n F o r t n r 
61.1 
1.00 
50.2 
1.00 
24.2 
1.00 
72.6 
1.00 
0.5 
1.00 Progression Factor 
Incremental Delay, d2 
H O L A V / 
50.4 
1114 
0.0 
50.2 
19.3 
43.6 
6.0 
78.5 
0.0 
0.6 Delay (s) 
Level of Service 
A n n r n a r h P ) P I Q \ / 
111.4 
F 
108.7 
D D 
43.6 
E A 
1.5 Approach Delay (s) 
Approach LOS F D A 
Intersection Summary 
HCM Average Control Delay 
1—IOIV/1 \ / n l i i m p t n P o n o ^ i t v / r o t i n 
35.5 
0.99 
HCM Level of Service D 
HCM Volu e to Capacity ratio 
Actuated Cycle Length (s) 
Intersection Capacity Utilization 
149.6 
83.1% 
Sum of lost time (s) 
ICU Level of Service 
18.2 
E 
Analysis Period (min) 15 
c Critical Lane Group 
DKS Associates Synchro 6 Report 
9/19/2007 Page 13 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-118 
Milwaukie TSP Update Existing Condition PM Peak Hour 
20: Johnson Creek Blvd & SE Linwood Avenue HCM Signalized Intersection Capacity Analysis 
> - > < - < •s t r V \ V 
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR 
Lane Configurations T * T * T * V 
Ideal Flow (vphpl) 
Total 1 net timp 
1800 
4.0 
1800 
4.0 
1800 1800 
4.0 
1800 
4.0 
1800 1800 
4.0 
1800 
4.0 
1800 1800 
4.0 
1800 
4.0 
1800 
lotal Lost time (s) 
Lane Util. Factor 
Frnh n^H/hikpc 
1.00 
1.00 
1.00 
1.00 
1.00 
1.00 
1.00 
1.00 
1.00 
1.00 
1.00 
0.98 
1.00 
1.00 
1.00 
1.00 Fipu, ped/bikes 
Flpb, ped/bikes 
Frt 
1.00 
1.00 
1.00 
0.93 
1.00 
1.00 
1.00 
0.99 
1.00 
1.00 
1.00 
0.89 
1.00 
1.00 
1.00 
0.99 it 
Flt Protected 
c? O+H FIHVA/ f n r n f \ 
0.95 
1676 
1.00 
1648 
0.95 
1710 
1.00 
1780 
0.95 
1710 
1.00 
1580 
0.95 
1613 
1.00 
1744 Said. Flow ( P I O I ) 
Flt Permitted 
Satd. Flow (perm) 
16/6 
0.95 
1676 
1648 
1.00 
1648 
17 10 
0.95 
1710 
17 80 
1.00 
1780 
17 10 
0.95 
1710 
1580 
1.00 
1580 
16 13 
0.95 
1613 
17 44 
1.00 
1744 
Volume (vph) 
P p a k . h n n r F A R T N R P I — I F 
15 
0.97 
132 
0.97 
119 
0.97 
336 
0.97 
107 
0.97 
9 
0.97 
49 
0.97 
97 
0.97 
248 
0.97 
18 
0.97 
150 
0.97 
14 
0.97 Peak-hour lado!, PHF 
Adj. Flow (vph) 
R T H R R p H n r t i n n A / n h A 
15 
0 
0 
136 
36 
123 
0 
0 
346 
0 
0 
110 
3 
3 
9 
0 
0 
51 
0 
0 
100 
94 
256 
0 
0 
19 
0 
0 
155 
3 
3 
14 
0 
0 R I O R eduction (vph) 
Lane Group Flow (vph) 
C o n f l P e d s (#/hr) 
15 223 0 346 116 0 51 
1 
1 
94 
262 0 
1 
1 
19 
1 
1 
166 0 
1 
1 il. pe s. (min) 
Heavy Vehicles (%) 2% 0% 3% 0% 0% 0% 0% 0% 0% 6% 0% 21% 
Turn Type 
Protected Phases 
P p r m i t t p H P h u c o c 
Prot 
7 4 
Prot 
3 8 
Prot 
5 2 
Prot 
1 6 
per itted Phases 
Actuated Green, G (s) 
F f f p n t i x / p ( ^ r p p n n 
0.7 
0.7 
17.5 
17.5 
19.3 
19.3 
36.1 
36.1 
3.7 
3.7 
27.5 
27.5 
1.4 
1.4 
25.2 
25.2 Eiiective Green, g (s) 
Actuated g/C Ratio 
P l o Q r o n p D T i m o 
0.01 
4.0 
0.21 
4.0 
0.24 
4.0 
0.44 
4.0 
0.05 
4.0 
0.34 
4.0 
0.02 
4.0 
0.31 
4.0 Clearance Time (s) 
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 
Lane Grp Cap (vph) 
v/s Ratio Prot 
\ / /Q R o t i n P o r m v/s Ratio Perm 
14 
0.01 
353 
c0.14 
404 
c0.20 
787 
0.06 
77 
c0.03 
532 
c0.17 
28 
0.01 
538 
0.09 
v/c Ratio 
1 I n i f n r m P ) P I Q \ / H 1 
1.07 
40.5 
0.63 
29.2 
0.86 
29.9 
0.15 
13.6 
0.66 
38.4 
0.49 
21.5 
0.68 
39.9 
0.31 
21.6 ui mom I Delay, d i 
Progression Factor 
I n n r o m o n t a l H o l o v / H O 
1.00 
265.6 
1.00 
3.7 
1.00 
16.2 
1.00 
0.1 
1.00 
19.4 
1.00 
3.2 
1.00 
49.7 
1.00 
1.5 incre ental Delay, d2 
Delay (s) 
I o\/ol nf Qon/ipo Level oi Service 
306.1 
F 
F 
32.8 
C 
C 
46.0 
D 
D 
13.7 
B 
B 
57.7 
E 
E 
24.8 
C 
C 
89.6 
F 
F 
23.1 
C 
C 
Approach Delay (s) 
Approach LOS 
47.8 
D 
37.8 
D 
28.9 
C 
29.8 
C 
Intersection Summary 
HCM Average Control Delay 
HCM Volume to Capacity ratio 
A n t i i a t o H P u r l o 1 o n n t h / c \ 
36.0 
0.62 
81.7 
HCM Level of Service 
C i i m r \ f |/-\ct t i m o 
D 
12.0 Actuated Cycle Length (s) 
Intersection Capacity Utilization 
Analysis Period (min) 
72.9% 
15 
Sum of lost time (s) 
ICU Level of Service C 
c Critical Lane Group 
DKS Associates Synchro 6 Report 
9/19/2007 Page 14 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-119 
Milwaukie TSP Update Existing Condition PM Peak Hour 
HCM Signalized Intersection Capacity Analysis 
> - > < - t V i V 
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR 
Lane Configurations 4 r tt r tt r 
Ideal Flow (vphpl) 
Total 1 net timp 
1800 1800 
4.0 
1800 1800 1800 
4.0 
1800 
4.0 
1800 
4.0 
1800 
4.0 
1800 
4.0 
1800 
4.0 
1800 
4.0 
1800 
4.0 lotal Lost time (s) 
Lane Util. Factor 
Frnh npH/hikpc 
1.00 
1.00 
1.00 
1.00 
1.00 
1.00 
1.00 
1.00 
0.95 
1.00 
1.00 
0.98 
1.00 
1.00 
0.95 
1.00 
1.00 
0.98 Fipu, ped/bikes 
Flpb, ped/bikes 
Frt 
1.00 
0.96 
1.00 
1.00 
1.00 
0.85 
1.00 
1.00 
1.00 
1.00 
1.00 
0.85 
1.00 
1.00 
1.00 
1.00 
1.00 
0.85 IL 
Flt Protected 
c? O+H FIHVA/ f n r n f \ 
0.99 
1705 
0.97 
1697 
1.00 
1515 
0.95 
1710 
1.00 
3420 
1.00 
1466 
0.95 
1613 
1.00 
3420 
1.00 
1235 Satd. Flow (prot) 
Flt Permitted 
Satd. Flow (perm) 
1/05 
0.93 
1599 
169/ 
0.65 
1139 
15 15 
1.00 
1515 
17 10 
0.95 
1710 
1.00 
3420 
1466 
1.00 
1466 
16 13 
0.95 
1613 
1.00 
3420 
1235 
1.00 
1235 
Volume (vph) 
Poak.hni ir fartrir PI—IF 
19 
0 94 
54 
0.94 
36 
0.94 
121 
0.94 
61 
0.94 
120 
0.94 
40 
0.94 
956 
0.94 
77 
0.94 
80 
0.94 
1738 
0.94 
20 
0.94 Peak-hour I O C L O I , P H F 
Adj. Flow (vph) 
R T H R R p H n r t i n n A / n h A 
0.94 
20 
0 
0 
57 
14 
38 
0 
0 
129 
0 
0 
65 
0 
0 
128 
103 
43 
0 
0 
1017 
 
0 
82 
31 
85 
0 
0 
1849 
 
0 
21 
5 
5 R I O R eduction (vph) 
Lane Group Flow (vph) 
C o n f l P e d s (#/hr) 
0 101 0 0 194 
103 
25 43 
1 
1 
1017 51 
1 
1 
85 
1 
1 
1849 16 
1 
1 il. pe s. (min) 
Heavy Vehicles (%) 0% 0% 0% 3% 2% 1% 0% 0% 2% 6% 0% 21% 
Turn Type 
Protected Phases 
P p r m i t t p H P h u c p c Per itted Phases 
Perm 
4 
4 
4 
Perm 
4 
4 
4 
Perm 
4 
4 
Prot 
5 2 
Perm 
2 
2 
Prot 
1 6 
Perm 
6 
6 
Actuated Green, G (s) 
F f f p r t i \ / p C r o o n n 
23.4 
23.4 
23.4 
23.4 
23.4 
23.4 
4.3 
4.3 
73.0 
74.5 
73.0 
74.5 
10.1 
10.1 
78.8 
80.3 
78.8 
80.3 Eiiective Green, g (s) 
Actuated g/C Ratio 
P l o Q r o n p D T i m o 
0.19 
4.0 
0.19 
4.0 
0.19 
4.0 
0.04 
4.0 
0.62 
5.5 
0.62 
5.5 
0.08 
4.0 
0.67 
5.5 
0.67 
5.5 Clearance Time (s) 
Vehicle Extension (s) 2.5 2.5 2.5 0.5 4.6 4.6 2.5 2.6 2.6 
Lane Grp Cap (vph) 
v/s Ratio Prot 
\ / /Q R a t IN P o r m v/s Ratio Perm 
312 
0.06 
222 
c 0 17 
295 
0.02 
61 
c0.03 
2123 
0.30 
910 
0.03 
136 
0.05 
2289 
c0.54 
826 
0.01 
v/c Ratio 
1 I n i f n r m P ) P I Q \ / H 1 
0.32 
41.5 
0.1( 
0.87 
46.9 
0.08 
39.5 
0.70 
57.2 
0.48 
12.3 
0.06 
8.9 
0.62 
53.1 
0.81 
14.3 
0.02 
6.7 ui M I O M M Delay, d i 
Progression Factor 
I n n r o m o n t a l H o l o v / H O 
1.00 
0.4 
1.00 
29.2 
1.00 
0.1 
0.89 
22.8 
1.60 
0.7 
2.72 
0.1 
1.12 
3.1 
1.24 
0.9 
0.59 
0.0 Incre ental Delay, d2 
Delay (s) 
I o \ / o l n f Q o n / i n o 
41.9 
D 
D 
76.0 39.6 
D 
D 
73.6 20.3 
C 
C 
24.4 
C 
C 
62.9 18.6 
B 
B 
3.9 
A 
A Level oi Service 
Approach Delay (s) 
Approach LOS 
41.9 
D 
E 
E 
61.6 
E 
E  
22.6 
C 
E  
20.3 
C 
Intersection Summary 
HCM Average Control Delay 
HCM Volume to Capacity ratio 
Anii i a t p H P u r l o I p n n t h / c \ 
25.5 
0.82 
120.0 
HCM Level of Service 
C i i m r \ f |/-\ct t i m p ( c \ 
C 
12.0 Actuated Cycle Length (s) 
Intersection Capacity Utilization 
Analysis Period (min) 
81.2% 
15 
Sum oi lost time (s) 
ICU Level of Service D 
c Critical Lane Group 
DKS Associates Synchro 6 Report 
9/19/2007 Page 15 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-120 
Milwaukie TSP Update Existing Condition PM Peak Hour 
HCM Signalized Intersection Capacity Analysis 
> - > < - < •s t r V \ V 
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR 
Lane Configurations tt f tt f 4* 4 f 
Ideal Flow (vphpl) 
T o t a l 1 n e t t i m p 
1800 
4.0 
1800 
4.0 
1800 
4.0 
1800 
4.0 
1800 
4.0 
1800 
4.0 
1800 1800 
4.0 
1800 1800 1800 
4.0 
1800 
4.0 lotal Lost time (s) 
Lane Util. Factor 
Frt 
1.00 
1.00 
0.95 
1.00 
1.00 
0.85 
1.00 
1.0  
0.95 
1.00 
1.00 
0.85 
1.00 
0.97 
1.00 
1.00 
1.00 
0.85 it 
Flt Protected 
c? o + H F l n \ A / f n r r v h 
0.95 
1660 
1.00 
3196 
1.00 
1530 
0.95 
1660 
1.00 
3257 
1.00 
1404 
0.98 
1719 
0.96 
1696 
1.00 
1471 Said. Flow (pmi) 
Flt Permitted 
Satd. Flow (perm) 
1660 
0.95 
1660 
3 196 
1.00 
3196 
1530 
1.00 
1530 
1660 
0.95 
1660 
1.00 
3257 
1404 
1.00 
1404 
1/19 
0.75 
1317 
1696 
0.71 
1249 
14 7 1 
1.00 
1471 
Volume (vph) 
P o a k . h n i i r fQrtnr P I — I F 
40 
0.92 
1772 
0.92 
20 
0.92 
11 
0.92 
1029 
0.92 
108 
0.92 
24 
0.92 
29 
0.92 
14 
0.92 
224 
0.92 
34 
0.92 
68 
0.92 Peak-hour I O C I O I , P H F 
Adj. Flow (vph) 
R T H R R p r l n r t i n n A / n h A 
43 
0 
0 
1926 
0 
0 
22 
5 
5 
12 
0 
0 
1118 
0 
0 
117 
47 
26 
0 
0 
32 
8 
8 
15 
0 
0 
243 
0 
0 
37 
0 
0 
74 
56 R I O R eduction (vph) 
Lane Group Flow (vph) 
Heavy Vehicles (%) 
43 
3% 
1926 
7% 
17 
0% 
12 
3% 
1118 
5% 
4 I 
70 
9% 
0 
0% 
65 
0% 
0 
0% 
0 
2% 
280 
0% 
56 
18 
4% 
Turn Type 
P r n t p n t p H P h o c p c Protected Phases 
Prot 
5 
5 2  
Perm Prot 
1 
1 6  
Perm Perm 
8  
Perm 
4  
Perm 
Permitted Phases 
A r t i i a t p H C r p o n f*^ 7.4 74.5 
2 
74.5 2.8 69.9 
6 
69.9 
8 
29.2 
4 
29.2 
4 
29.2 Actuated Green, G (s) 
Effective Green, g (s) 
A r ^ t n a t o H n / O R a t i n 
7.4 
0.06 
76.0 
0.63 
76.0 
0.63 
2.8 
0.02 
71.4 
0.60 
71.4 
0.60 
29.2 
0.24 
29.2 
0.24 
29.2 
0.24 Actuated g/C Ratio 
Clearance Time (s) 
Vehicle Extension (s) 
4.0 
2.5 
5.5 
4.6 
5.5 
4.6 
4.0 
2.5 
5.5 
4.6 
5.5 
4.6 
4.0 
3.0 
4.0 
3.0 
4.0 
3.0 
Lane Grp Cap (vph) 
\ / /Q R o t i n P r n t 
102 
0.03 
2024 
c0.60 
969 39 
0.01 
1938 
c0.34 
835 320 304 358 
v/s Ratio P I O I 
v/s Ratio Perm 
\ / / r R a t i n v/c Ratio 0.42 0.95 
0.01 
0.02 0.31 0.58 
0.05 
0.08 
0.05 
0.20 
c0.22 
0.92 
0.01 
0.05 
Uniform Delay, d1 
P r n n r p c c i n n F o p t n r 
54.2 
1.14 
20.3 
1.36 
8.2 
1.84 
57.6 
1.14 
15.0 
0.73 
10.4 
0.60 
36.1 
1.00 
44.3 
1.00 
34.8 
1 00 Progression Factor 
Incremental Delay, d2 
H o l a v / / C \ 
1.2 
62.9 
7.2 
34.8 
0.0 
15.0 
3.0 
68.9 
1.2 
12.2 
0.2 
6.4 
0.3 
36.4 
31.8 
76.1 
.00 
0.1 
34.8 Delay (s) 
Level of Service 
A n n r n a n h P ) P I Q \ / 
E C 
35.2 
B E B 
12.2 
A D 
36.4 
E 
67.4 
C 
Approach Delay (s) 
Approach LOS D B D E 
Intersection Summary 
HCM Average Control Delay 
1—IOIV/1 \ / n l i i m p t n P o n o ^ i t v / r a t i n 
30.5 
0.94 
HCM Level of Service C 
HCM Volu e to Capacity ratio 
Actuated Cycle Length (s) 
Intersection Capacity Utilization 
120.0 
80.0% 
Sum of lost time (s) 
ICU Level of Service 
12.0 
D 
Analysis Period (min) 
c Critical Lane Group 
15 
DKS Associates Synchro 6 Report 
9/19/2007 Page 16 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-121 
Milwaukie TSP Update Existing Condition PM Peak Hour 
20: Johnson Creek Blvd & SE L i n w o o d Avenue HCM Signalized Intersection Capacity Analysis 
_ V V t 
Movement EBL EBT WBT WBR WBR2 SBL SBR SWL SWR 
Lane Configurations 
Ideal Flow (vphpl) 
To ta l 1 net t i m o 
1800 
4.0 
t 
1800 
4.0 
t 
1800 
4.0 
1800 1800 
V 
1800 
4.0 
1800 1800 1800 
lotal Lost ti e (s) 
Lane Util. Factor 
Frt 
1.00 
1.00 
1.00 
1.00 
1.00 
0.97 
1.00 
0.99 IL 
Flt Protected 
c? o+H Fln\A/ fnrrvh 
0.95 
1555 
1.00 
1765 
1.00 
1701 
0.95 
1676 Satd. Flow (prot) 
Flt Permitted 
Satd. Flow (perm) 
1555 
0.95 
1555 
1/65 
1.00 
1765 
IZ0I 
1.00 
1701 
16 7 6 
0.95 
1676 
Volume (vph) 
P o a k . h n i ir f a r t n r PI—IF 
102 
0.92 
363 
0.92 
439 
0.92 
0 
0.92 
120 
0.92 
188 
0.92 
8 
0.92 
0 
0.92 
0 
0.92 Peak-hour I O C L O I , P H F 
Adj. Flow (vph) 
R T H R R p r l n r t i n n A/nhA 
111 
0 
0 
395 
0 
0 
477 
11 
0 
0 
0 
130 
0 
0 
204 
2 
2 
9 
0 
0 
0 
0 
0 
0 
0 
0 R I O R eduction (vph) 
Lane Group Flow (vph) 
Heavy Vehicles (%) 
111 
10% 
395 
2% 
596 
3% 
0 
0% 
0 
2% 
211 
2% 
0 
0% 
0 
0% 
0 
0% 
Turn Type 
D r n + Q p + o r l D h n r n c -
Prot 
G o C A 
Permitted Phases 
A/^t i iotar l nraar, fl !c\ B f l I B A OR A -11-1 V J I C C I I , V J 
Effective Green, g (s) 
Actua to r ! n /O Ra t i n 
8.0 
0.13 
39.4 
0.65 
27.4 
0.45 
13.1 
0.22 Actuated g/C Ratio 
Clearance Time (s) 
Vehicle Extension (s) 
4.0 
3.0 
5.0 
3.0 
5.0 
3.0 
4.0 
3.0 
Lane Grp Cap (vph) 
\ / / o D n + i n D r r v t 
206 
^ n n 7 
1149 
n 0 0 
770 363 
^n -11 
v/s Ratio Perm 
Dot i n N K/I N IA n 7 7 N W 
Uniform Delay, d1 
P r n n r p c c i n n F o r t n r 
24.5 
1.00 
4.7 
1.00 
13.9 
1.00 
21.2 
1.00 Progression Factor 
Incremental Delay, d2 
Holav/ { 
2.7 
27.2 
0.2 
4.9 
4.9 
18.8 
2.4 
23.6 Delay (s) 
Level of Service 
A n n r n a r h P ) P I Q \ / 
C A 
9.8 
B 
18.8 
C 
23.6 0.0 Approach Delay (s) 
Approach LOS A B C A 
Intersection Summary 
HCM Average Control Delay 
1—If^ lVVI \ /n l i i m o tn P o n o n i t u ro t in 
16.1 
0.68 
HCM Level of Service B 
HCM Volu e to Capacity ratio 
Actuated Cycle Length (s) 
Intersection Capacity Utilization 
60.5 
59.6% 
Sum of lost time (s) 
ICU Level of Service 
12.0 
B 
Analysis Period (min) 15 
c Critical Lane Group 
DKS Associates Synchro 6 Report 
9/19/2007 Page 17 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-122 
Milwaukie TSP Update 
18: Harrison St & 21st Street 
Existing Condition PM Peak Hour 
HCM Unsignalized Intersection Capacity Analysis 
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR 
Lane Configurations 
Sign Control 
Grade 
4* 
Free 
0% 
4* 
Free 
0% 
4* 
Stop 
0% 
4* 
Stop 
0% 
Volume (veh/h) 
D q q I / I—1 r\11r F a r t n T 
10 
0.97 
360 
0.97 
45 
0.97 
42 
0.97 
228 
0.97 
18 
0.97 
13 
0.97 
13 
0.97 
69 
0.97 
15 
0.97 
8 
0.97 
6 
0.97 Peak H O U I Facioi 
Hourly flow rate (vph) 
D a H o c + r i n n p 
10 371 46 43 235 19 13 13 71 15 8 6 
Lane Width (ft) 
\ / \ / a l k i n n Q n p p r l ff\/o.\ Walking Speed (it/s) 
Percent Blockage 
D i n h+ t u r n f l o r a i x i y i i i LUI I I naisj ^v t J i i y 
Median type 
ftflorlinn r + n m n o 
None None 
i v i ^ u i a u o i u i a y c VCJII ) 
Upstream signal (ft) 
r v Y r v l o + n r v n i i n h l n r - l / n H p / v , p i a i u u i i U M U I U U ^ U 
vC, conflicting volume 
\ tC^ A c + o n o A r > n n f \ / n l 
254 418 756 755 394 824 769 244 
vv-/ i , o i a y c i uu111 v u i 
vC2, stage 2 conf vol 
w P . . n n h l n n l / A H if/xl OC /1 / M Q 7 C C OQ/1 QO/1 7 « G 1A A 
tC, single (s) 
t O 9 c t a n p fc\ 
4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 
tC, 2 stage (s) 
tF (s) 
m I P I I P f r p p QA 
2.2 
99 
2.2 
96 
3.5 
96 
4.0 
96 
3.3 
89 
3.5 
94 
4.0 
97 
3.3 
99 po queue nee % 
cM capacity (veh/h) 1312 1142 305 322 655 243 316 794 
Direction, Lane # EB 1 WB 1 NB 1 SB 1 
Volume Total 
\ / n l i i m p 1 p f t Volu e Left 
428 
10 
297 
43 
98 
13 
30 
15 
Volume Right 
c SH 
46 
1312 
19 
1142 
71 
504 
6 
307  
Volume to Capacity 
O I I O I I O 1 onnth Q5th 
13 12 
0.01 
1 
1 
1142 
0.04 
3 
3 
0.19 
18 
0.10 
8 
8 Queue Length 95th (tt) 
Control Delay (s) 
1 a n o 1 H Q 
0.3 
A 
A 
1.5 
A 
A 
13.9 
B 
B 
18.0 
C 
C Lane LOS 
Approach Delay (s) 
Approach LOS 
0.3 1.5 13.9 
B 
18.0 
C 
Intersection Summary 
Average Delay 
Intersection Capacity Utilization 
Analysis Period (min) 
2.9 
49.8% 
15 
ICU Level of Service A 
DKS Associates Synchro 6 Report 
9/19/2007 Page 18 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-123 
Milwaukie TSP Update Existing Condition PM Peak Hour 
20: Johnson Creek Blvd & SE Linwood Avenue HCM Signalized Intersection Capacity Analysis 
< 1 r \ 
Movement WBL WBR NBL NBR SEL SER 
Lane Configurations 
Sign Control 
V 
Stop 
60 362 
V 
Stop 
132 44 
V 
Stop 
544 245 
Peak Hour Factor 
Hourly flow rate (vph) 
0.97 
62 
0.97 
373 
0.97 
136 
0.97 
45 
0.97 
561 
0.97 
253 
Direction, Lane # WB 1 NB 1 SE 1 
Volume Total (vph) 
Volume Left (vph) 
435 
62 
373 
181 
0 
45 
813 
561 
0 
0 
Hadj (s) -0.45 
5.7 
-0.12 
6.2 
0.17 
5.8 Departure Headway (s) 
Degree Utilization, x 0.69 
616 
0.31 
559 
1.31 
620 
Control Delay (s) 20.3 
20.3 
11.9 
11.9 
167.7 
167.7 Approach Delay (s) 
Approach LOS C B F 
Intersection Summary 
Delay 103.1 
F 
Intersection Capacity Utilization 
Analysis Period (min) 
95.3% 
15 
ICU Level of Service F 
DKS Associates Synchro 6 Report 
9/19/2007 Page 19 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-124 
Milwaukie TSP Update Existing Condition PM Peak Hour 
20: Johnson Creek Blvd & SE Linwood Avenue HCM Signalized Intersection Capacity Analysis 
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR 
Lane Configurations T * T * T * T * 
Ideal Flow (vphpl) 
T o t a l 1 n e t t i m p 
1800 
4.0 
1800 
4.0 
1800 1800 
4.0 
1800 
4.0 
1800 1800 
4.0 
1800 
4.0 
1800 1800 
4.0 
1800 
4.0 
1800 
Total Lost time (s) 
Lane Util. Factor 
F r n h n p H / h i k p c 
1.00 
1.00 
1.00 
0.99 
1.00 
1.00 
1.00 
1.00 
1.00 
1. 0 
1.00 
0.99 
1.00 
1.00 
1.00 
1.00 Fipu, ped/bikes 
Flpb, ped/bikes 
Frt 
1.00 
1.00 
1.00 
0.98 
1.00 
1.00 
1.00 
0.97 
1.00 
1. 0 
1.00 
0.94 
1.00 
1.00 
1.00 
0.99 it 
Flt Protected 
c? o + H FIHVA/ f n r r v h 
0.95 
1629 
1.00 
1664 
0.95 
1660 
1.00 
1682 
0.95 
1676 
1.00 
1664 
0.95 
1613 
1.00 
1752 satd. Flow (prot) 
Flt Permitted 
1629 
0.22 
1664 
1.00 
1660 
0.08 
1682 
1.00 
16/6 
0.95 
1664 
1.00 
16 13 
0.95 
17 52 
1.00 
Satd. Flow (perm) 377 1664 134 1682 1676 1664 1613 1752 
Volume (vph) 
P o a k . h n i i r f a r t r i r P I — I F 
19 
0.91 
626 
0.91 
125 
0.91 
160 
0.91 
551 
0.91 
122 
0.91 
104 
0.91 
215 
0.91 
128 
0.91 
90 
0.91 
174 
0.91 
11 
0.91 Peak-hour !acto!, PHF 
Adj. Flow (vph) 
R T H R R p r l n r t i n n A / n h A 
21 
0 
0 
688 
10 
137 
0 
0 
176 
0 
0 
605 
7 
7 
134 
0 
0 
114 
0 
0 
236 
1 9 
141 
0 
0 
99 
0 
0 
191 
2 
2 
12 
0 
0 R I O R eduction (vph) 
Lane Group Flow (vph) 
C o n f l P e d s (#/hr) 
21 
1 
1 
815 0 
7 
7 
176 
7 
7 
732 0 
1 
1 
114 
11 
1 9 
358 0 
2 
2 
99 
2 
2 
201 0 
11 n. peds. (#/hr) 
Confl. Bikes (#/hr) 2 1 
Heavy Vehicles (%) 5% 5% 3% 3% 4% 2% 2% 1% 1% 6% 1% 9% 
Turn Type 
P r o f o r t o r l P h o c o c Protected Phases 
pm+pt 
7 
7 4  
pm+pt 
3 
3 8  
Prot 
5 
5 2  
Prot 
1 
1 6  
Permitted Phases 
A r t i i a t p H C r p o n f*^ ( Q \ 
4 
58.0 56.4 
8 
68.4 62.8 9.7 5.0 7.0 22.3 Actuated Green, G (s) 
Effective Green, g (s) 
Ar^tnatoH n/O Ratin 
58.0 
0.52 
56.4 
0.50 
68.4 
0.61 
62.8 
0.56 
9.7 
0.09 
25.0 
0.22 
7.0 
0.06 
22.3 
0.20 Actuated g/C Ratio 
Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 
Lane Grp Cap (vph) 
\ / / q R o t i n P r n t 
212 
0.00 
835 
c0.49 
190 
c 0 07 
940 
0.44 
145 
0.07 
370 
c0.21 
100 
c0.06 
348 
0.11 v/s Ratio prot 
v/s Ratio Perm 
\//r* R a t i n v/c Ratio 
0.05 
0.10 0.98 
0.0/ 
0.50 
0.93 0.78 0.79 0.97 0.99 0.58 
Uniform Delay, d1 
P r o n r o c c i o n F c m t n r 
16.0 
1.00 
27.3 
1.00 
29.7 
1 00 1.00 
19.4 
1.00 
50.3 
1.00 
43.3 
1 00 
52.7 
1.00 
40.8 
1.00 Progression Factor 
Incremental Delay, d2 
H o l a v / 
0.2 
16.2 
25.1 
52.5 
44.4 
74.1 
4.1 
23.5 
23.9 
74.2 
1.00 
39.0 
82.3 
86.6 
139.3 
6.8 
47.6 Delay (s) 
Level of Service 
A n n r n a r h P ) p I q \ / 
B D 
51.6 
E C 
33.2 
E F 
80.4 
F D 
77.6 Approach Delay (s) 
Approach LOS D C F E 
Intersection Summary 
HCM Average Control Delay 
1—IOIV/1 \ / r \ l i i m o t r \ Pono^itv/ r o t i A 
53.6 
0.97 
HCM Level of Service D 
HCM Volu e to Capacity ratio 
Actuated Cycle Length (s) 
Intersection Capacity Utilization 
112.4 
91.1% 
Sum of lost time (s) 
ICU Level of Service 
16.0 
F 
Analysis Period (min) 15 
c Critical Lane Group 
DKS Associates Synchro 6 Report 
9/19/2007 Page 20 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-125 
Milwaukie TSP Update Existing Condition PM Peak Hour 
HCM Signalized Intersection Capacity Analysis 
> - < - < f V | V 
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR 
Lane Configurations t* t* t* t* 
Ideal Flow (vphpl) 
Total 1 net timo 
1800 
4.0 
1800 
4.0 
1800 1800 
4.0 
1800 
4.0 
1800 1800 
4.0 
1800 
4.0 
1800 1800 
4.0 
1800 
4.0 
1800 
lotal Lost time (s) 
Lane Util. Factor 
Frnh r\oH/hikoc 
1.00 
1.00 
1.00 
0.99 
1.00 
1.00 
1.00 
1.00 
1.00 
1.00 
1.00 
0.99 
1.00 
1.00 
1.00 
0.99 Fipu, ped/bikes 
Flpb, ped/bikes 
Frt 
1.00 
1.00 
1.00 
0.98 
1.00 
1.00 
1.00 
0.98 
1.00 
1.00 
1.00 
0.96 
1.00 
1.00 
1.00 
0.97 IL 
Flt Protected 
c? O+H F IHVA / fnrnf\ 
0.95 
1693 
1.00 
1718 
0.95 
1676 
1.00 
1711 
0.95 
1644 
1.00 
1663 
0.95 
1710 
1.00 
1656 Satd. Flow (prot) 
Flt Permitted 
Satd. Flow (perm) 
1693 
0.95 
1693 
1/18 
1.00 
1718 
16/6 
0.95 
1676 
I Z I I 
1.00 
1711 
1644 
0.95 
1644 
1663 
1.00 
1663 
17 10 
0.95 
1710 
1656 
1.00 
1656 
Volume (vph) 
P o a k . h n i i r f a r t r i r P I — I F 
153 
0.95 
452 
0.95 
65 
0.95 
204 
0.95 
317 
0.95 
44 
0.95 
85 
0.95 
281 
0.95 
93 
0.95 
60 
0.95 
267 
0.95 
77 
0.95 Peak-hour I O C L O I , P H F 
Adj. Flow (vph) 
R T H R R p r l n r t i n n A / n h A 
161 
0 
0 
476 
6 
6 
68 
0 
0 
215 
0 
0 
334 
6 
6 
46 
0 
0 
89 
0 
0 
296 
1 3 
98 
0 
0 
63 
0 
0 
281 
1 2 
81 
0 
0 R I O R eduction (vph) 
Lane Group Flow (vph) 
C o n f l P e d s (#/hr) 
161 
4 
4 
538 0 
12 
215 
12 
374 0 
4 
4 
89 
5 
5 
1 3 
381 0 
6 
6 
63 
6 
6 
1 2 
350 0 
5 
5 il. pe s. ( # / I I I ) 
Confl. Bikes (#/hr) 
Heavy Vehicles (%) 1% 2% 
1 
3% 2% 3% 2% 4% 4% 1% 0% 4% 
1 
5% 
Turn Type 
D r n + Q P + o r l D h n r o r 
Prot 
7 A 
Prot 
•2 Q 
Prot 
G o 
Prot 
-i C 
Permitted Phases 
A ^ t n o t a H / O R Q Q N n f c \ -1 -1 O O Q K O S 1 1 1 ( ! (1 1 7 ( 1 1 Q O / i Q V J I G G M , V J 
Effective Green, g (s) 
A c t u a t o r ! n / O R a t i n 
11.2 
0.13 
29.5 
0.33 
12.8 
0.14 
31.1 
0.35 
6.0 
0.07 
27.0 
0.30 
3.9 
0.04 
24.9 
0.28 Actuated g/C Ratio 
Clearance Time (s) 
Vehicle Extension (s) 
4.0 
3.0 
4.0 
3.0 
4.0 
3.0 
4.0 
3.0 
4.0 
3.0 
4.0 
3.0 
4.0 
3.0 
4.0 
3.0 
Lane Grp Cap (vph) 
\ / / o D n + i n D r r v t 
213 
n -i n 
568 
1-1 
241 
F -N - 1 1 
597 
n o o 
111 
^n nc 
503 
^ n o i 
75 
n r\A 
462 
n o - i 
v/s Ratio Perm 
R o t i r , n 7 R n Q K H S O H ftl f l S r 1 f l 7 R f l B / i f l 7 R 
Uniform Delay, d1 
P r o n r o c c i o n F o r t o r 
37.7 
1.00 
29.1 
1.00 
37.5 
1 00 1.00 
24.2 
1.00 
41.0 
1.00 
28.1 
1 00 1.00 
42.3 
1 00 1.00 
29.4 
1 00 1.00 Progression Factor 
Incremental Delay, d2 
H o l a v / / C \ 
14.1 
51.8 
25.0 
54.1 
31.0 
68.6 
2.1 
26.3 
32.7 
73.7 
10.3 
38.4 
53.7 
96.0 
11.1 
40.5 Delay (s) 
Level of Service 
A r x r x r r i Q r * h P ) P I Q \ / 
D D 
53.6 
E C 
41.6 
E D 
44.9 
F D 
48.7 Approach Delay (s) 
Approach LOS D D D D 
Intersection Summary 
HCM Average Control Delay 
1—IOIV/1 \ / r \ l i i m o t r \ P o n o ^ i t v / r o t i A 
47.5 
0.83 
HCM Level of Service D 
HCM Volu e to Capacity ratio 
Actuated Cycle Length (s) 
Intersection Capacity Utilization 
89.2 
79.9% 
Sum of lost time (s) 
ICU Level of Service 
12.0 
D 
Analysis Period (min) 
c Critical Lane Group 
15 
DKS Associates Synchro 6 Report 
9/19/2007 Page 21 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-126 
Milwaukie TSP Update Existing Condition PM Peak Hour 
HCM Signalized Intersection Capacity Analysis 
> - > < - t A V \ V 
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR 
Lane Configurations T * T * 4 r T * 
Ideal Flow (vphpl) 
T o t a l 1 n e t t i m p 
1800 
4 0 
1800 
4.0 
1800 1800 
4.0 
1800 
4.0 
1800 1800 1800 
4.0 
1800 
4.0 
1800 
4.0 
1800 
4.0 
1800 
lotal Lost time (s) 
Lane Util. Factor 
F m h n p H / h i k p c 
4.0 
1.00 
1.00 
1.00 
1.00 
1.00 
1.00 
1.00 
1.00 
1.00 
1.00 
1.00 
0.99 
1.00 
1.0  
1.00 
1.00 Fipu, ped/bikes 
Flpb, ped/bikes 
Frt 
1.00 
1.00 
1.00 
0.97 
1.00 
1.00 
1.00 
0.96 
1.00 
1.00 
1.00 
0.85 
1.00 
1.0  
1.00 
0.99 it 
Flt Protected 
c? o + H FIHVA/ f n r r v h 
0.95 
1710 
1.00 
1727 
0.95 
1676 
1.00 
1700 
0.99 
1750 
1.00 
1485 
0.95 
1676 
1.00 
1741 Satd. Flow (p!oi) 
Flt Permitted 
Satd. Flow (perm) 
1/10 
0.95 
1710 
1/2/ 
1.00 
1727 
16 7 6 
0.95 
1676 
17 00 
1.00 
1700 
1750 
0.99 
1750 
1485 
1.00 
1485 
16 7 6 
0.95 
1676 
17 4 1 
1.00 
1741 
Volume (vph) 
P o a k . h n i i r f a r t r i r P I — I F 
42 
0.90 
268 
0.90 
69 
0.90 
328 
0.90 
307 
0.90 
99 
0.90 
50 
0.90 
245 
0.90 
571 
0.90 
99 
0.90 
322 
0.90 
23 
0.90 Peak-hour lacio!, PHF 
Adj. Flow (vph) 
R T H R R p r l n r t i n n A / n b A 
47 
0 
0 
298 
6 
6 
77 
0 
0 
364 
0 
0 
341 
8 
8 
110 
0 
0 
56 
0 
0 
272 
0 
0 
634 
227 
110 
0 
358 
2 
2 
26 
0 
0 R I O R eduction (vph) 
Lane Group Flow (vph) 
C o n f l P e d s (#/hr) 
47 
5 
5 
369 0 364 
1 
1 
443 0 0 328 
22 7 
407 110 382 0 
7 
7 il. pe s. ( /in) 
Confl. Bikes (#/hr) 
Heavy Vehicles (%) 0% 1% 1% 2% 2% 2% 2% 2% 
1 
2% 2% 2% 
1 
2% 
Turn Type 
P r o f o r t o H P h a c p c Protected Phases 
Prot 
5 
5 2  
Prot 
1 
1 6  
Split 
8 
8 8  
pm+ov 
1 
1 
Split 
4 
4 4  
Permitted Phases 
A r t i i a t p H f ^ r p p n f*^ fo.\ 6.2 34.1 32.4 60.3 28.1 
8 
60.5 32.5 32.5 Actuated Green, G (s) 
Effective Green, g (s) 
A r ^ t n a t o H n / O R a t i n 
7.2 
0.05 
35.1 
0.24 
33.4 
0.23 
61.3 
0.42 
29.1 
0.20 
62.5 
0.42 
33.5 
0.23 
33.5 
0.23 Actuated g/C Ratio 
Clearance Time (s) 
Vehicle Extension (s) 
5.0 
3.0 
5.0 
3.0 
5.0 
3.0 
5.0 
3.0 
5.0 
3.0 
5.0 
3.0 
5.0 
3.0 
5.0 
3.0 
Lane Grp Cap (vph) 
\ / / q R a t i n P m t 
84 
0.03 
412 
c0.21 
381 
c0.22 
708 
0.26 
346 
c 0 19 
671 
0.14 
382 
0.07 
396 
c .22 v/s Ratio P I O I 
v/s Ratio Perm 
\//r* R a t i n 0.56 0.90 0.96 0.63 
0. l9 
0.95 
0.14 
0.61 0.29 0.97 v/c Ratio 
Uniform Delay, d1 
P r o n r o c c i o n F c m t n r 
68.4 
1.00 
54.2 
1.00 
56.1 
1.00 
33.9 
1.00 
58.3 
1 00 
32.8 
1.00 
46.9 
1.00 
56.2 
1.0  Progression Factor 
Incremental Delay, d2 
H o l a v / / C \ 
7.9 
76.3 
21.2 
75.5 
34.3 
90.5 
1.7 
35.6 
1.00 
34.6 
92.8 
1.6 
34.3 
0.4 
47.4 
36.0 
92.2 Delay (s) 
Level of Service 
A n n r n a r h P ) P I Q \ / 
E E 
75.5 
F D 
60.1 
F 
54.3 
C D F 
82.2 Approach Delay (s) 
Approach LOS E E D F 
Intersection Summary 
HCM Average Control Delay 
1—IOIV/1 \ / r \ l i i m p t r \ P o n o ^ i t v / r o t i A 
64.5 
0.94 
HCM Level of Service E 
HCM Volu e to Capacity ratio 
Actuated Cycle Length (s) 
Intersection Capacity Utilization 
147.1 
87.8% 
Sum of lost time (s) 
ICU Level of Service 
16.0 
E 
Analysis Period (min) 
c Critical Lane Group 
15 
DKS Associates Synchro 6 Report 
9/19/2007 Page 22 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-127 
Milwaukie TSP Update 2030 No Build with RTP 
HCM Signalized Intersection Capacity Analysis 
> - > < - t V i V 
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR 
Lane Configurations 4 r 4 r ttt r ttt r 
Ideal Flow (vphpl) 
T o t a l 1 n e t t i m o 
1800 1800 
4.0 
1800 
4.0 
1800 1800 
4.0 
1800 
4.0 
1800 1800 
4.0 
1800 
4.0 
1800 1800 
4.0 
1800 
4.0 lotal Lost time (s) 
Lane Util. Factor 
F m h n o H / h i k o c 
1.00 
1.00 
1.00 
1.00 
1.00 
1.00 
1.00 
0.99 
0.91 
1.00 
1.00 
0.98 
0.91 
1.00 
1.00 
1.00 Fipu, ped/bikes 
Flpb, ped/bikes 
Frt 
1.00 
1.00 
1.00 
0.85 
1.00 
1.00 
1.00 
0.85 
1.00 
1.00 
1.00 
0.85 
1.00 
1.00 
1.00 
0.85 IL 
Flt Protected 
c? O+H FIHVA/ FNRRVH 
0.96 
1396 
1.00 
1378 
0.98 
1501 
1.00 
1227 
1.00 
4771 
1.00 
1123 
1.00 
4818 
1.00 
1205 Satd. Flow (prot) 
Flt Permitted 
Satd. Flow (perm) 
1396 
0.75 
1080 
13/8 
1.00 
1378 
150 1 
0.86 
1310 
122 7 
1.00 
1227 
1.00 
4771 
1123 
1.00 
1123 
48 18 
1.00 
4818 
1205 
1.00 
1205 
Volume (vph) 
P o a k . h n i i r f a r t r i r P I — I F 
120 
0.97 
40 
0.97 
80 
0.97 
20 
0.97 
30 
0.97 
80 
0.97 
0 
0.97 
1970 
0.97 
30 
0.97 
0 
0.97 
3750 
0.97 
150 
0.97 Peak-hour I O C L O I , P H F 
Adj. Flow (vph) 
R T H R R p H n r t i n n A / n b A 
124 
0 
0 
41 
0 
0 
82 
1 
1 
21 
0 
0 
31 
0 
0 
82 
20 
0 
0 
0 
2031 
0 
0 
31 
8 
8 
0 
0 
0 
3866 
0 
0 
155 34 
R I O R eduction (vph) 
Lane Group Flow (vph) 
C o n f l P e d s (#/hr) 
0 
1 
1 
165 81 0 52 
20 
62 
1 
1 
0 2031 23 
1 
1 
0 
1 
1 
3866 
34 
121 
il. pe s. (min) 
Heavy Vehicles (%) 10% 67% 11% 36% 5% 23% 0% 3% 33% 0% 2% 27% 
Turn Type 
Protected Phases 
P o r m i t t o H P h u c p c Per itted Phases 
Perm 
8 
8 
8 
Perm 
8 
8 
Perm 
4 
4 
4 
Perm 
4 
4 
6 
Perm 
6 
6 
2
Perm 
2 
2 
Actuated Green, G (s) 
F f f o r t i x / o C R P P N N 
21.2 
22.7 
21.2 
22.7 
21.2 
22.7 
21.2 
22.7 
88.3 
89.3 
88.3 
89.3 
88.3 
89.3 
88.3 
89.3 Eiiective Green, g (s) 
Actuated g/C Ratio 
P l o Q r o n p D T i m o 
0.19 
5.5 
0.19 
5.5 
0.19 
5.5 
0.19 
5.5 
0.74 
5.0 
0.74 
5.0 
0.74 
5.0 
0.74 
5.0 Clearance Time (s) 
Vehicle Extension (s) 4.5 4.5 4.5 4.5 4.4 4.4 4.4 4.4 
Lane Grp Cap (vph) 
v/s Ratio Prot 
\ / /Q R o t IN P o r m v/s Ratio Perm 
204 
c 0 15 
261 
0.06 
248 
0.04 
232 
0.05 
3550 
0.43 
836 
0.02 
3585 
c0.80 
897 
0.10 
v/c Ratio 
1 I n i f n r m P ) O I Q \ / H 1 
0.15 
0.81 
46.6 
0.31 
41.9 
0.21 
41.1 
0.27 
41.5 
0.57 
6.8 
0.03 
4.0 
1.08 
15.4 
0.13 
4.4 ui M I O M M Delay, d i 
Progression Factor 
I n n r o m o n t a l H o l o v / H O 
1.00 
22.5 
1.00 
1.2 
1.00 
0.7 
1.00 
1.1 
1.16 
0.6 
0.44 
0.1 
1.00 
41.2 
1.00 
0.3 Incre ental Delay, d2 
Delay (s) 
I o \ / o l n f Q o n / i n o 
69.1 
E 
E 
43.1 
D 
D 
41.8 
D 
D 
42.6 
D 
D 
8.6 
A 
A 
1.8 
A 
A 
56.5 
E 
E 
4.7 
A 
A Level oi Service 
Approach Delay (s) 
Approach LOS 
60.4 
E 
42.3 
D 
8.5 
A 
54.5 
D 
Intersection Summary 
HCM Average Control Delay 
HCM Volume to Capacity ratio 
A r t i i a t o H P u r l o 1 o n n t h / c \ 
39.8 
1.02 
120.0 
HCM Level of Service 
C i i m r \ f |/-\ct t i m e ( c \ 
D 
8.0 Actuated Cycle Length (s) 
Intersection Capacity Utilization 
Analysis Period (min) 
99.0% 
15 
Sum oi lost time (s) 
ICU Level of Service F 
c Critical Lane Group 
DKS Associates Synchro 6 Report 
9/19/2007 Page 1 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-128 
Milwaukie TSP Update 2030 No Build with RTP 
HCM Signalized Intersection Capacity Analysis 
> - > < - t V i V 
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR 
Lane Configurations 4 r 4 r tttr ttt 
Ideal Flow (vphpl) 
T o t a l 1 n e t t i m o 
1800 1800 
4.0 
1800 
4.0 
1800 1800 
4.0 
1800 
4.0 
1800 1800 
4.0 
1800 1800 1800 
4.0 
1800 
lotal Lost time (s) 
Lane Util. Factor 
F r n h n o H / h i k o c 
1.00 
1.00 
1.00 
0.99 
1.00 
1.00 
1.00 
1.00 
0.86 
1.00 
0.91 
1.00 Fipu, ped/bikes 
Flpb, ped/bikes 
Frt 
1.00 
1.00 
1.00 
0.85 
1.00 
1.00 
1.00 
0.85 
1.00 
1.00 
1.00 
1.00 IL 
Flt Protected 
c? o + H F l n \ A / f n r n f \ 
0.98 
1624 
1.00 
1479 
0.97 
1746 
1.00 
1530 
1.00 
5954 
1.00 
4818 Satd. Flow (prot) 
Flt Permitted 
Satd. Flow (perm) 
1624 
0.87 
1443 
14 7 9 
1.00 
1479 
17 46 
0.64 
1145 
1530 
1.00 
1530 
1.00 
5954 
48 18 
1.00 
4818 
Volume (vph) 
P o a k . h n i i r f a r t n r P I — I F 
40 
0.96 
80 
0.96 
110 
0.96 
30 
0.96 
20 
0.96 
40 
0.96 
0 
0.96 
1920 
0.96 
0 
0.96 
0 
0.96 
3850 
0.96 
0 
0.96 Peak-hour I O C L O I , P H F 
Adj. Flow (vph) 
R T H R R p r l n r t i n n A / n h A 
42 
0 
0 
83 
0 
0 
115 
1 
1 
31 
0 
0 
21 
0 
0 
42 
36 
0 
0 
0 
2000 
0 
0 
0 
0 
0 
0 
0 
0 
4010 
0 
0 
0 
0 
0 R I O R eduction (vph) 
Lane Group Flow (vph) 
C o n f l P e d s (#/hr) 
0 125 114 
1 
1 
0 
1 
1 
52 
36 
6 0 
1 
1 
2000 0 0 4010 0 
1 
1 il. peds. (min) 
Heavy Vehicles (%) 11% 8% 2% 0% 0% 0% 0% 4% 0% 0% 2% 75% 
Turn Type 
Protected Phases 
P o r m i t t o H P h u c p c Per itted Phases 
Perm 
4 
4 
4 
Perm 
4 
4 
Perm 
4 
4 
4 
4 
4 
Perm 
4 
4 
6 
6 
6 
2
Actuated Green, G (s) 
F f f o r t i \ / o C r p p n n 
13.4 
12.9 
13.4 
12.9 
13.4 
12.9 
13.4 
12.9 
98.1 
99.1 
98.1 
99.1 Elective Green, g (s) 
Actuated g/C Ratio 
P l o Q r o n p D T i m o 
0.11 
3.5 
0.11 
3.5 
0.11 
3.5 
0.11 
3.5 
0.83 
5.0 
0.83 
5.0 Clearance Time (s) 
Vehicle Extension (s) 2.5 2.5 2.5 2.5 4.5 4.5 
Lane Grp Cap (vph) 
v/s Ratio Prot 
\ / /Q R o t i n P p r m v/s Ratio Perm 
155 
c 0 09 
159 
0.08 
123 
0.05 
164 
0.00 
4917 
0.34 
3979 
c0.83 
v/c Ratio 
1 I n i f n r m P ) O I Q \ / H 1 
0.09 
0.81 
52.3 
0.72 
51.8 
0.42 
50.1 
0.04 
48.0 
0.41 
2.7 
1.01 
10.5 Unifor  Delay, d1 
Progression Factor 
I n r r o m o n t a l H o l o v / H O 
1.00 
24.8 
1.00 
13.4 
1.00 
1.7 
1.00 
0.1 
2.90 
0.2 
0.57 
6.4 Incre ental Delay, d2 
Delay (s) 
I o \ / o l n f Q o n / i n o Level of Service 
77.2 
E 
E 
65.2 
E 
E 
51.8 
D 
D 
48.1 
D 
D 
8.1 
A 
A 
12.4 
B 
B 
Approach Delay (s) 
Approach LOS 
71.4 
E 
50.1 
D 
8.1 
A 
12.4 
B 
Intersection Summary 
HCM Average Control Delay 
HCM Volume to Capacity ratio 
A r t i i a t o H P u r l o 1 o n n t h / c \ 
13.8 
0.98 
-ion n 
HCM Level of Service 
C i i m r \ f |/-\ct t i m o / c \ 
B 
8.0 Actuated Cycle Length (s) 
Intersection Capacity Utilization 
Analysis Period (min) 
101.0% 
15 
Sum of lost time (s) 
ICU Level of Service G 
c Critical Lane Group 
DKS Associates Synchro 6 Report 
9/19/2007 Page 2 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-129 
Milwaukie TSP Update 2030 No Build with RTP 
HCM Signalized Intersection Capacity Analysis 
> - > < - < •s t r V \ V 
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR 
Lane Configurations 4 f t * 
Ideal Flow (vphpl) 
T o t a l 1 n e t t i m p Total Lost time (s) 
1800 1800 
4 0 
1800 
4.0 
1800 
4.0 
1800 
4.0 
1800 1800 
4.0 
1800 
4.0 
1800 1800 
4.0 
1800 
4.0 
1800 
Lane Util. Factor 
F r n h n p H / h i k p c 
4.0 
1.00 
1.00 
1.00 
1.00 
1.00 
1.00 
1.00 
1.00 
1.00 
1.0  
0.95 
1. 0 
1.00 
1.00 
0.95 
1.00 Fipb, ped/bikes 
Flpb, ped/bikes 
Frt 
1.00 
1.00 
1.00 
0.85 
1.00 
1.00 
1.00 
0.95 
1.00 
1.00 
1.00 
0.98 
1.00 
1.00 
1.00 
1.00 it 
Flt Protected 
c? o + H FIHVA/ f n r r v h 
0.99 
1583 
1.00 
1733 
0.95 
1676 
1.00 
1478 
0.95 
1840 
1.00 
3337 
0.95 
1800 
1.00 
3539 Satd. Flow (pioi) 
Flt Permitted 
Satd. Flow (perm) 
1583 
0.99 
1583 
1/33 
1.00 
1733 
16/6 
0.95 
1676 
1478 
1.00 
1478 
1840 
0.95 
1840 
1.00 
3337 
1800 
0.95 
1800 
1.00 
3539 
Volume (vph) 
P o a k . h n i i r f o f H r i r P I — I F 
20 
0.96 
130 
0.96 
580 
0.96 
200 
0.96 
100 
0.96 
50 
0.96 
250 
0.96 
1100 
0.96 
160 
0.96 
180 
0.96 
1990 
0.96 
30 
0.96 Peak-hour lacio!, PHF 
Adj. Flow (vph) 
R T H R R p r l n r t i n n A / n h A 
21 
0 
0 
135 
0 
0 
604 
10 
208 
0 
0 
104 
15 
52 
0 
0 
260 
0 
0 
1146 
9 
9 
167 
0 
0 
188 
0 
0 
2073 
1 
 
31 
0 
0 i O  eduction (vph) 
Lane Group Flow (vph) 
C o n f l P e d s (#/hr) 
0 156 594 
9 
9 
208 
9 
9 
141 0 260 
8 
8 
1304 0 
4 
4 
188 
4 
4 
2103 0 
8 
8 co il. peds. ( # / I M ) 
Confl. Bikes (#/hr) 
Heavy Vehicles (%) 0% 15% 
1 
1% 2% 17% 13% 2% 4% 0% 3% 4% 7% 
Turn Type 
D r n + Q p + o r l D h o r o r 
Split 
Q Q 
pt+ov 
Q -1 
Split 
A A 
Prot 
-1 C 
Prot 
G o 
Permitted Phases 
A ^ t n o t a H / O r Q Q n N / e \ -I A n I K n TON TON 17 N -I AA A R n G V J I G G M , V J 
Effective Green, g (s) 
A r ^ t n a t o H n / O R a t i n 
14.0 
0.12 
35.0 
0.29 
12.0 
0.10 
12.0 
0.10 
17.0 
0.14 
63.6 
0.53 
14.4 
0.12 
61.0 
0.51 Actuated g/C Ratio 
Clearance Time (s) 
Vehicle Extension (s) 
4.0 
2.5 
4.0 
2.5 
4.0 
2.5 
4.0 
2.5 
4.5 
6.0 
4.0 
2.3 
4.5 
6.0 
Lane Grp Cap (vph) 
\ / / o D n t i n D r r v t 
185 
n -i n 
505 
^n I A 
168 148 
n i n 
261 
n 1 A 
1769 
^ n I Q 
216 
n 1 n 
1799 
^ n G O 
v/s Ratio Perm 
Dotin n AA -i i s -i O/i n o c -i nn n 7A n a7 i <7 
Uniform Delay, d1 
P r o n r o c c i o n F o r t o r 
51.9 
1.00 
42.5 
1.00 
54.0 
1.00 
53.7 
1.00 
51.5 
0.98 
21.7 
0.87 
51.9 
0.85 
29.5 
1.07 Progression Factor 
Incremental Delay, d2 
H o l a v / (CL\ 
27.6 
79.5 
98.5 
141.0 
147.6 
201.6 
59.0 
112.7 
45.5 
95.8 
2.0 
1.0 
12.1 
56.3 
78.3 
109.9 Delay (s) 
Level of Service 
A n n r n a r h P ) p I q \ / 
E 
128.4 
F F F 
163.5 
F C 
3.4 
E F 
105.5 Approach Delay (s) 
Approach LOS F F C F 
Intersection Summary 
HCM Average Control Delay 
1—IOIV/1 \ / r \ l i i m o t o P o n o ^ i t v / r o t i A 
90.5 
1.21 
HCM Level of Service F 
HCM Volu e to Capacity ratio 
Actuated Cycle Length (s) 
Intersection Capacity Utilization 1 
120.0 
19.6% 
Sum of lost time (s) 
ICU Level of Service 
16.0 
H 
Analysis Period (min) 
c Critical Lane Group 
15 
DKS Associates Synchro 6 Report 
9/19/2007 Page 3 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-130 
Milwaukie TSP Update 2030 No Build with RTP 
20: Johnson Creek Blvd & SE Linwood Avenue HCM Signalized Intersection Capacity Analysis 
> - > < - < •s t r V \ V 
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR 
Lane Configurations 
Sign Control 
420 
4 
Stop 
110 80 40 
4 
Stop 
20 20 20 
4* 
Stop 
230 40 20 
4 
Stop 
120 210 
Peak Hour Factor 
Hourly flow rate (vph) 
0.97 
433 
0.97 
113 
0.97 
82 
0.97 
41 
0.97 
21 
0.97 
21 
0.97 
21 
0.97 
237 
0.97 
41 
0.97 
21 
0.97 
124 
0.97 
216 
Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 SB 1 SB 2 
Volume Total (vph) 
Volume Left (vph) 
546 
433 
0 
0 
82 
0 
82 
62 
41 
0 
0 
21 
0 
21 
299 
21 
41 
144 
21 
0 
0 
216 
0 
216 
Hadj (s) 0.43 
7.2 
-0.67 
6.1 
0.37 
8.2 
-0.67 
7.2 
-0.03 
7.2 
0.11 
7.5 
-0.67 
6.7 Departure Headway (s) 
Degree Utilization, x 1.10 
491 
0.14 
574 
0.14 
407 
0.04 
461 
0.60 
482 
0.30 
469 
0.40 
524 
Control Delay (s) 95.4 
84 1 
8.9 11.4 
10.9 
9.3 20.5 
20.5 
12.4 
12.8 
13.0 
Approach Delay (s) 
Approach LOS F B C B 
Intersection Summary 
Delay 47.0 
E 
Intersection Capacity Utilization 
Analysis Period (min) 
67.2% 
15 
ICU Level of Service C 
DKS Associates Synchro 6 Report 
9/19/2007 Page 4 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-131 
Milwaukie TSP Update 2030 No Build with RTP 
HCM Signalized Intersection Capacity Analysis 
> > < - f A V | V 
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR 
Lane Configurations 4* t* 
Ideal Flow (vphpl) 
T o t a l 1 n e t t i m p 
1800 1800 
4.0 
1800 1800 
4.0 
1800 
4.0 
1800 1800 
4.0 
1800 
4.0 
1800 1800 
4.0 
1800 
4.0 
1800 
lotal Lost time (s) 
Lane Util. Factor 
F m h n p H / h i k p c 
1.00 
1.00 
1.00 
1.00 
1.00 
0.98 
1.00 
1.00 
0.95 
1.00 
1.00 
1.00 
0.95 
1.00 Fipu, ped/bikes 
Flpb, ped/bikes 
Frt 
1.00 
0 93 
0.99 
1.00 
1.00 
0.86 
1.00 
1.00 
1.00 
0.98 
1.00 
1.00 
1.00 
1.00 it 
Flt Protected 
c? o + H FIHVA/ f n r r v h 
0.93 
1.00 
1646 
0.95 
1665 
1.00 
1485 
0.95 
1676 
1.00 
3224 
0.95 
1644 
1.00 
3351 Satd. Flow (pioi) 
Flt Permitted 
Satd. Flow (perm) 
1646 
1.00 
1646 
1665 
0.74 
1305 
1485 
1.00 
1485 
16 7 6 
0.05 
93 
1.00 
3224 
1644 
0.95 
1644 
335 1 
1.00 
3351 
Volume (vph) 
P o a k . h n i i r f a r t r i r P I — I F 
0 
0.97 
10 
0.97 
10 
0.97 
250 
0.98 
10 
0.97 
100 
0.98 
10 
0.97 
1350 
0.98 
190 
0.98 
110 
0.98 
2730 
0.98 
10 
0.97 Peak-hour lacio!, PHF 
Adj. Flow (vph) 
R T H R R p H n r t i n n A / n h A 
0 
0 
0 
10 
5 
5 
10 
0 
0 
255 
0 
0 
10 
83 
102 
0 
0 
10 
0 
0 
1378 
9 
9 
194 
0 
0 
112 
0 
0 
2786 
0 
0 
10 
0 
0 R I O R eduction (vph) 
Lane Group Flow (vph) 
C o n f l P e d s (#/hr) 
0 15 0 255 
3 
3 
83 
29 0 
3 
3 
10 1563 0 
2 
2 
112 
2 
2 
2796 0 
il. peds. (min) 
Heavy Vehicles (%) 2% 2% 2% 2% 2% 3% 2% 4% 2% 4% 2% 2% 
Turn Type 
Protected Phases 
P p r m i t t p H P h u c p c Per itted Phases 
Perm 
4 
4 
4 
Perm 
8 
8 
8 
Perm 
2 
2 
2 
Prot 
1 6 
Actuated Green, G (s) 
F f f p n t i \ / p r ^ r p p n n 
22.0 
22.0 
22.0 
22.0 
22.0 
22.0 
75.5 
75.5 
75.5 
75.5 
10.5 
10.5 
90.0 
90.0 Eiiective Green, g (s) 
Actuated g/C Ratio 
P l o Q r o n p D T i m o 
0.18 
4.0 
0.18 
4.0 
0.18 
4.0 
0.63 
4.0 
0.63 
4.0 
0.09 
4.0 
0.75 
4.0 Clearance Time (s) 
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 
Lane Grp Cap (vph) 
v/s Ratio Prot 
\ / / q R o t i n P p r m v/s Ratio Perm 
302 
0.01 
239 
c0.20 
272 
0.02 
59 
0.11 
2028 
0.48 
144 
0.07 
2513 
c0.83 
v/c Ratio 
1 I n i f n r m P ) P I Q \ / H 1 
0.05 
40.4 
1.07 
49.0 
0.11 
40.8 
0.17 
9.2 
0.77 
16.0 
0.78 
53.6 
1.11 
15.0 ui mom I Delay, d i 
Progression Factor 
I n n r o m o n t a l H o l o v / H O 
1.00 
0.1 
1.00 
77.1 
1.00 
0.2 
1.00 
6.1 
1.00 
2.9 
1.01 
2.5 
0.74 
51.3 Incre ental Delay, d2 
Delay (s) 
I o \ / o l n f Q o n / i p o 
40.5 
D 
D 
126.1 
F 
F 
41.0 
D 
D 
15.4 
B 
B 
18.9 
B 
B 
56.8 
E 
E 
62.3 
E 
E Level oi Service 
Approach Delay (s) 
Approach LOS 
40.5 
D 
100.1 
F 
18.9 
B 
62.1 
E 
Intersection Summary 
HCM Average Control Delay 
HCM Volume to Capacity ratio 
A r t i i a t p H P u r l o 1 p n n t h / c \ 
50.9 
1.10 
N N N 
HCM Level o i Service 
C I I M r \ f |/-\ct t i m p 
D 
8.0 Actuated Cycle Length (s) 
Intersection Capacity Utilization 
Analysis Period (min) 
114.6% 
15 
Sum oi lost time (s) 
ICU Level o i Service H 
c Critical Lane Group 
DKS Associates Synchro 6 Report 
9/19/2007 Page 5 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-132 
Milwaukie TSP Update 2030 No Build with RTP 
20: Johnson Creek Blvd & SE Linwood Avenue HCM Signalized Intersection Capacity Analysis 
> - > < - < t r V \ V 
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR 
Lane Configurations 
Sign Control 
50 
4* 
Stop 
280 140 80 
4* 
Stop 
200 110 60 
4* 
Stop 
90 70 130 
Stop 
100 90 
Peak Hour Factor 
Hourly flow rate (vph) 
0.98 
51 
0.98 
286 
0.98 
143 
0.98 
82 
0.98 
204 
0.98 
112 
0.98 
61 
0.98 
92 
0.98 
71 
0.98 
133 
0.98 
102 
0.98 
92 
Direction, Lane # EB 1 WB 1 NB 1 SB 1 SB 2 
Volume Total (vph) 
Volume Left (vph) 
480 
51 
143 
398 
82 
112 
224 
61 
71 
133 
133 
0 
0 
194 
0 
92 
Hadj (s) -0.11 
7.1 
-0.06 
7.4 
0.11 
8.5 
0.62 
9.1 
-0.15 
8.3 Departure Headway (s) 
Degree Utilization, x 0.95 
496 
0.82 
459 
0.53 
401 
0.34 
382 
0.45 
409 
Control Delay (s) 55.7 
55.7 
36.1 
36.1 
20.8 
20.8 
15.5 
16.2 
16.7 
Approach Delay (s) 
Approach LOS F E C C 
Intersection Summary 
Delay 35.7 
E 
E 
Intersection Capacity Utilization 
Analysis Period (min) 
74.6% 
15 
ICU Level of Service D 
DKS Associates Synchro 6 Report 
9/19/2007 Page 6 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-133 
Milwaukie TSP Update 2030 No Build with RTP 
7: Hwy 224 & 17TH Street HCM Signalized Intersection Capacity Analysis 
< t V 
Movement WBL WBR NBT NBR SBL SBT 
Lane Configurations r t r t 
Ideal Flow (vphpl) 
T o t a l 1 n e t t i m o Total Lost time (s) 
1800 
4.0 
1800 
4.0 
1800 
4.0 
1800 
4.0 
1800 
4.0 
1800 
4.0 
Lane Util. Factor 
F r n h n o H / h i k o c 
1.00 
1.00 
1.00 
1.00 
1.00 
1.00 
1.00 
0.97 
1.00 
1.00 
1.00 
1.00 Fipb, ped/bikes 
Flpb, ped/bikes 
Frt 
1.00 
1.00 
1.00 
0.85 
1.00 
1.00 
1.00 
0.85 
1.00 
1.00 
1.00 
1.00 F I L 
Flt Protected 
c? o + H FIHVA/ f n r r v h 
0.95 
1676 
1.00 
1515 
1.00 
1765 
1.00 
1488 
0.95 
1676 
1.00 
1765 Satd. Flow (prot) 
Flt Permitted 
Satd. Flow (perm) 
16/6 
0.95 
1676 
15 15 
1.00 
1515 
17 65 
1.00 
1765 
1488 
1.00 
1488 
16 7 6 
0.95 
1676 
17 65 
1.00 
1765 
Volume (vph) 
P o a k . h n i i r f a r t r i r P I — I F 
80 
0.91 
370 
0.91 
350 
0.91 
80 
0.91 
550 
0.91 
650 
0.91 Peak-hour I O C L O I , P H F 
Adj. Flow (vph) 
R T H R R p r l n r t i n n A / n h A 
88 
0 
0 
407 
53 
385 
0 
0 
88 
39 
604 
0 
0 
714 
0 
0 i O  eduction (vph) 
Lane Group Flow (vph) 
C o n f l P e d s (#/hr) 
88 354 385 49 
2 
2 
604 
2 
2 
714 
co il. peds. ( # / I I I ) 
Confl. Bikes (#/hr) 
Heavy Vehicles (%) 2% 1% 2% 
1 
0% 2% 2% 
Turn Type 
P r n t o r t o H P h o c o c Protected Phases 
pm+ov 
Q -1 2  
Perm Prot 
1 
1 6  
Permitted Phases 
A r t i i o t o H C r o p n C (Q\ 9.6 
8 
56.5 40.0 
2 
40.0 46.9 91.4 Actuated Green, G (s) 
Effective Green, g (s) 
A r ^ t n a t o H n / O R a t i n 
10.1 
0.09 
57.5 
0.53 
40.0 
0.37 
40.0 
0.37 
47.4 
0.43 
91.4 
0.83 Actuated g/C Ratio 
Clearance Time (s) 
Vehicle Extension (s) 
4.5 
3.0 
4.5 
4.5 
4.0 
2.3 
4.0 
2.3 
4.5 
4.5 
4.0 
2.3 
Lane Grp Cap (vph) 
\ / / q R o t i n D r n t 
155 
c 0 05 
851 
0.18 
645 
c0.22 
544 726 
c0.36 
1473 
0.40 v/s Ratio P I O L 
v/s Ratio Perm 
\//r* R a t i n 
0.05 
0.57 
0.05 
0.42 0.60 
0.03 
0.09 0.83 0.48 v/c Ratio 
Uniform Delay, d1 
P r o n r o c c i o n F c m t n r 
47.6 
1.00 
15.8 
1.00 
28.2 
1.00 
22.8 
1.00 
27.5 
1.00 
2.5 
1.00 Progression Factor 
Incremental Delay, d2 
H o l a v / 
4.7 
52.3 
0.6 
16.4 
4.0 
32.2 
0.3 
23.1 
8.8 
36.3 
1.1 
3.7 Delay (s) 
Level of Service 
A n n r n a r h P ) o I q \ / 
D 
22.8 
B C 
30.6 
C D A 
18.6 Approach Delay (s) 
Approach LOS C C B 
Intersection Summary 
HCM Average Control Delay 
1—IOIV/1 \ / r \ l i i m o t r \ P o n o r ' i t v / r o t i A 
22.0 
0.71 
HCM Level of Service C 
HCM Volu e to Capacity ratio 
Actuated Cycle Length (s) 
Intersection Capacity Utilization 
109.5 
69.9% 
Sum of lost time (s) 
ICU Level of Service 
12.0 
C 
Analysis Period (min) 15 
c Critical Lane Group 
DKS Associates Synchro 6 Report 
9/19/2007 Page 7 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-134 
Milwaukie TSP Update 2030 No Build with RTP 
HCM Signalized Intersection Capacity Analysis 
> - > < - < •s t r V \ V 
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR 
Lane Configurations 4k 4k tt f tt f 
Ideal Flow (vphpl) 
T o t a l 1 n e t t i m p Total Lost time (s) 
1800 1800 
4.0 
1800 1800 1800 
4.0 
1800 1800 
4.0 
1800 
4.0 
1800 
4.0 
1800 
4.0 
1800 
4.0 
1800 
4.0 
Lane Util. Factor 
F r n h n p H / h i k p c 
0.95 
1.00 
0.95 
1.00 
1.00 
1.0  
0.95 
1.00 
1.00 
0.99 
1.00 
1.0  
0.95 
1.00 
1.00 
0.99 Fipu, ped/bikes 
Flpb, ped/bikes 
Frt 
1.00 
0.97 
1.00 
0.96 
1.00 
1.00 
1.00 
1.00 
1.00 
0.85 
1.00 
1.0  
1.00 
1.00 
1.00 
0.85 it 
Flt Protected 
c? o + H F l n \ A / f n r r v h 
1.00 
2967 
0.99 
3140 
0.95 
1613 
1.00 
3288 
1.00 
1509 
0.95 
1676 
1.00 
3288 
1.00 
1336 Satd. Flow (p!oi) 
Flt Permitted 
Satd. Flow (perm) 
0.80 
2384 
3 140 
0.62 
1965 
16 13 
0.95 
1613 
1.00 
3288 
1509 
1.00 
1509 
16/6 
0.95 
1676 
1.00 
3288 
1336 
1.00 
1336 
Volume (vph) 
P o a k . h n i i r fQrtnr P I — I F 
20 
0.95 
350 
0.95 
90 
0.95 
80 
0.95 
330 
0.95 
130 
0.95 
100 
0.95 
1050 
0.95 
80 
0.95 
350 
0.95 
2050 
0.95 
20 
0.95 Peak-hour lacio!, PHF 
Adj. Flow (vph) 
R T H R R p r l n r t i n n A / n h A 
21 
0 
0 
368 
18 
95 
0 
0 
84 
0 
0 
347 
25 
137 
0 
0 
105 
0 
0 
1105 
0 
0 
84 
39 
368 
0 
0 
2158 
0 
0 
21 
5 
5 i O  eduction (vph) 
Lane Group Flow (vph) 
C o n f l P e d s (#/hr) 
0 
3 
466 0 
5  
0 
5  
543 0 
3 
3 
105 
1 
1 
1105 45 
1 
1 
368 
1 
1 
2158 16 
1 
1 il. peds. ( # / I I I ) 
Confl. Bikes (#/hr) 
Heavy Vehicles (%) 
3 
0% 14% 3% 4% 4% 
1 
3% 6% 4% 0% 2% 4% 13% 
Turn Type 
P r n t p r t p H P h o c p c Protected Phases 
Perm 
4  
Perm 
8  
Prot 
5 
5 2  
Perm Prot 
1 
1 6  
Perm 
Permitted Phases 
A r t i i a t p H C r p o n f*^ ( q \ 
4 
24.5 
8 
24.5 11.5 60.0 
2 
60.0 19.0 67.5 
6 
67.5 Actuated Green, G (s) 
Effective Green, g (s) 
A r ^ t n a t o H n / O R a t i n 
26.0 
0.22 
26.0 
0.22 
12.5 
0.10 
62.0 
0.52 
62.0 
0.52 
20.0 
0.17 
69.5 
0.58 
69.5 
0.58 Actuated g/C Ratio 
Clearance Time (s) 
Vehicle Extension (s) 
5.5 
2.5 
5.5 
2.5 
5.0 
2.3 
6.0 
4.0 
6.0 
4.0 
5.0 
2.3 
6.0 
4.0 
6.0 
4.0 
Lane Grp Cap (vph) 
\ / /Q R o t i n P r n t 
517 426 168 
0.07 
1699 
0.34 
780 279 
c0.22 
1904 
c0.66 
774 
v/s Ratio P I O I 
v/s Ratio Perm 
\ / / r R a t i n v/c Ratio 
0.20 
0.90 
c0.28 
1.27 0 62 0.65 
0.03 
0.06 1.32 1.13 
0.01 
0.02 
Uniform Delay, d1 
P r n n r p c c i n n F o r t n r 
45.8 
1.00 
47.0 
1.00 
51.5 
0.74 
21.1 
1.84 
14.4 
3.53 
50.0 
1.11 
25.2 
0.82 
10.8 
0.80 Progression Factor 
Incremental Delay, d2 
H o l a v / 
18.8 
64.5 
140.7 
187.7 
5.0 
43.3 
1.7 
40.6 
0.1 
51.1 
160.3 
215.7 
65.2 
86.1 
0.0 
8.6 Delay (s) 
Level of Service 
A n n r n a n h P ) P I q \ / 
E 
64.5 
F 
187.7 
D D 
41.5 
D F F 
104.1 
A 
Approach Delay (s) 
Approach LOS E F D F 
Intersection Summary 
HCM Average Control Delay 
1—IOIV/1 \ / n l i i m p t n P o n o ^ i t v / r o t i n 
93.4 
1.18 
HCM Level of Service F 
HCM Volu e to Capacity ratio 
Actuated Cycle Length (s) 
Intersection Capacity Utilization 1 
120.0 
12.4% 
Sum of lost time (s) 
ICU Level of Service 
8.0 
H 
Analysis Period (min) 
c Critical Lane Group 
15 
DKS Associates Synchro 6 Report 
9/19/2007 Page 8 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-135 
Milwaukie TSP Update 2030 No Build with RTP 
HCM Signalized Intersection Capacity Analysis 
> - > < - f f V i V 
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR 
Lane Configurations 4* tt r tt r 
Ideal Flow (vphpl) 
T o t a l 1 n e t t i m o Total Lost ti e (s) 
1800 1800 
4.0 
1800 1800 1800 
4.0 
1800 1800 
4.0 
1800 
4.0 
1800 
4.0 
1800 
4.0 
1800 
4.0 
1800 
4.0 
Lane Util. Factor 
F r n h n o H / h i k o c 
1.00 
0.98 
1.00 
0.99 
1.00 
1.00 
0.95 
1.00 
1.00 
1.00 
1.00 
1.00 
0.95 
1.00 
1.00 
0.97 Fipu, ped/bikes 
Flpb, ped/bikes 
Frt 
1.00 
0.90 
1.00 
0.95 
1.00 
1.00 
1.00 
1.00 
1.00 
0.85 
1.00 
1.00 
1.00 
1.00 
1.00 
0.85 IL 
Flt Protected 
c? O+H FIHVA/ FNRRVH 
1.00 
1560 
0.98 
1641 
0.95 
1710 
1.00 
3320 
1.00 
1530 
0.95 
1541 
1.00 
3320 
1.00 
1413 Satd. Flow (prot) 
Flt Permitted 
Satd. Flow (perm) 
1560 
0.97 
1521 
164 1 
0.58 
962 
1/10 
0.95 
1710 
1.00 
3320 
1530 
1.00 
1530 
154 1 
0.95 
1541 
1.00 
3320 
14 13 
1.00 
1413 
Volume (vph) 
P o a k . h n i ir f a r t r i r PI—IF 
20 
0 94 
40 
0.94 
180 
0.94 
40 
0.94 
40 
0.94 
50 
0.94 
40 
0.94 
1160 
0.94 
10 
0.94 
20 
0.94 
2170 
0.94 
30 
0.94 Peak-hour lactoi, PHF 
Adj. Flow (vph) 
R T H R R p r l n r t i n n A/nhA 
0.94 
21 
0 
0 
43 
54 
191 
0 
0 
43 
0 
0 
43 
21 
53 
0 
0 
43 
0 
0 
1234 
0 
0 
11 
3 
3 
21 
0 
0 
2309 
0 
0 
32 
6 
6 i O  eduction (vph) 
Lane Group Flow (vph) 
C o n f l P e d s (#/hr) 
0 
8 
8 
201 0 
4 
4 
0 
4 
4 
118 0 
8 
43 
4 
4 
1234 8 21 2309 26 
4 
4 il. peds. (#/hi) 
Confl. Bikes (#/hr) 
Heavy Vehicles (%) 0% 0% 
1 
2% 0% 0% 
2 
4% 0% 3% 0% 11% 3% 5% 
Turn Type 
P r n t o r t o H P h o c o c Protected Phases 
Perm 
4  
Perm 
8  
Prot 
5 
5 2  
Perm Prot 
1 
1 6  
Perm 
Permitted Phases 
A r t i i a t o H C r o p n C 
4 
20.5 
8 
20.5 6.4 83.7 
2 
83.7 2.8 80.1 
6 
80.1 Actuated Green, G (s) 
Effective Green, g (s) 
A c t u a t o r ! n / O R a t i n 
20.5 
0.17 
20.5 
0.17 
6.4 
0.05 
84.7 
0.71 
84.7 
0.71 
2.8 
0.02 
81.1 
0.68 
81.1 
0.68 Actuated g/C Ratio 
Clearance Time (s) 
Vehicle Extension (s) 
4.0 
3.0 
4.0 
2.5 
4.0 
3.0 
5.0 
5.2 
5.0 
5.2 
4.0 
2.5 
5.0 
5.2 
5.0 
5.2 
Lane Grp Cap (vph) 
\ / /q R o t in D r n t 
260 164 91 
c 0 03 
2343 
c 0 37 
1080 36 
0.01 
2244 
c 0 70 
955 
v/s Ratio P I O L 
v/s Ratio Perm 
\ / /n R a t i n v/c Ratio 
c0.13 
0.77 
0.12 
0.72 
0.03 
0.47 
0.3 7 
0.53 
0.01 
0.01 0.58 
0.7 0 
1 03 1.03 
0.02 
0.03 
Uniform Delay, d1 
P r o n r o c c i o n F c m t n r 
47.5 
1.00 
47.0 
1.00 
55.2 
0.87 
8.3 
2.40 
5.2 
1.66 
58.0 
0.71 
19.5 
1.58 
6.4 
2.10 Progression Factor 
Incremental Delay, d2 
H o l a v / ( c \ 
13.3 
60.9 
13.6 
60.7 
2.6 
50.4 
0.6 
20.4 
0.0 
8.7 
1.8 
43.2 
15.2 
45.9 
0.0 
13.5 Delay (s) 
Level of Service 
A n n m u r h P)O IQ \ / 
E 
60.9 
E 
60.7 
D C 
21.3 
A D D 
45.5 
B 
Approach Delay (s) 
Approach LOS E E C D 
Intersection Summary 
HCM Average Control Delay 
1—IOIV/1 \ / r \ l i i m o tr\ P o n o r ' i t v / rot iA 
39.3 
0.98 
HCM Level of Service D 
HCM Volu e to Capacity ratio 
Actuated Cycle Length (s) 
Intersection Capacity Utilization 
120.0 
90.8% 
Sum of lost time (s) 
ICU Level of Service 
16.0 
E 
Analysis Period (min) 
c Critical Lane Group 
15 
DKS Associates Synchro 6 Report 
9/19/2007 Page 9 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-136 
Milwaukie TSP Update 2030 No Build with RTP 
HCM Signalized Intersection Capacity Analysis 
1 t f* li i \ \ \ \ 
Movement NBL NBT NBR SBL SBT SBR SEL SET SER NWL NWT NWR 
Lane Configurations *Tt f *Tt f tt f tt f 
Ideal Flow (vphpl) 
T o t a l 1 n e t t i m p 
1800 1800 
4.0 
1800 
4.0 
1800 1800 
4.0 
1800 
4.0 
1800 
4.0 
1800 
4.0 
1800 
4.0 
1800 
4.0 
1800 
4.0 
1800 
4.0 lotal Lost time (s) 
Lane Util. Factor 
F m h r ~ > p H / h i k p c 
0.95 
1.00 
1.00 
0.99 
0.95 
1.00 
1.00 
0.98 
1.00 
1.00 
0.95 
1.00 
1.00 
0.99 
1.00 
1.0  
0.95 
1.00 
1.00 
0.99 Fipu, ped/bikes 
Flpb, ped/bikes 
Frt 
1.00 
1.00 
1.00 
0.85 
1.00 
1.00 
1.00 
0.85 
1.00 
1.00 
1.00 
1.00 
1.00 
0.85 
1.00 
1.0  
1.00 
1.00 
1.00 
0.85 it 
Flt Protected 
c? O+H FIHVA/ FNRRVH 
1.00 
3369 
1.00 
1493 
0.98 
3304 
1.00 
1448 
0.95 
1710 
1.00 
3320 
1.00 
1510 
0.95 
1660 
1.00 
3257 
1.00 
1438 Satd. Flow ( p i o i ) 
Flt Permitted 
Satd. Flow (perm) 
3369 
0.91 
3085 
1493 
1.00 
1493 
0.62 
2085 
1448 
1.00 
1448 
1/10 
0.95 
1710 
1.00 
3320 
1510 
1.00 
1510 
1660 
0.95 
1660 
1.00 
3257 
1438 
1.00 
1438 
Volume (vph) 
P o a k . h n i i r f a r t r i r P I — I F 
20 
0.94 
380 
0.94 
100 
0.94 
140 
0.94 
320 
0.94 
160 
0.94 
310 
0.94 
2020 
0.94 
60 
0.94 
200 
0.94 
1030 
0.94 
130 
0.94 Peak-hour lacio!, PHF 
Adj. Flow (vph) 
R T H R R p r l n r t i n n A / n F ^ 
21 
0 
0 
404 
0 
0 
106 
3 
3 
149 
0 
0 
340 
0 
0 
170 
1 27 
330 
0 
0 
2149 
0 
0 
64 
90 
213 
0 
0 
1096 
0 
0 
138 
78 R I O R eduction (vph) 
Lane Group Flow (vph) 
C o n f l P e d s (#/hr) 
0 
1 
1 
425 103 
7 
7 
0 
7 
7 
489 
12 1 
43 
1 
1 
330 
1 
1 
2149 
20 
44 
1 
1 
213 
1 
1 
1096 
7 8 
60 
1 
1 il. pe s. ( # / I M ) 
Confl. Bikes (#/hr) 
Heavy Vehicles (%) 6% 1% 1% 6% 0% 
3 
4% 0% 3% 0% 3% 5% 5% 
Turn Type 
P r o f o r t o H P h a c p c Protected Phases 
Perm 
4  
pm+ov 
5 
5 
Perm 
8  
Perm Prot 
1 
1 6  
Perm Prot 
5 
5 2  
Perm 
Permitted Phases 
A r t i i a t p H C r p o n f*^ ( Q \ 
4 
29.7 
4 
41.2 
8 
29.7 
8 
29.7 25.3 64.3 
6 
64.3 11.5 50.5 
2 
50.5 Actuated Green, G (s) 
Effective Green, g (s) 
A r ^ t n a t o H n / O R a t i n 
30.2 
0.25 
42.2 
0.35 
30.2 
0.25 
30.2 
0.25 
25.8 
0.22 
65.8 
0.55 
65.8 
0.55 
12.0 
0.10 
52.0 
0.43 
52.0 
0.43 Actuated g/C Ratio 
Clearance Time (s) 
Vehicle Extension (s) 
4.5 
2.5 
4.5 
2.3 
4.5 
2.5 
4.5 
2.5 
4.5 
2.3 
5.5 
5.0 
5.5 
5.0 
4.5 
2.3 
5.5 
5.0 
5.5 
5.0 
Lane Grp Cap (vph) 
\ / /Q R a t IN P m t 
776 575 
0.02 
525 364 368 
0.19 
1820 
c0.65 
828 166 
c 0 13 
1411 
0.34 
623 
v/s Ratio P I O I 
v/s Ratio Perm 
\//r* R a t i o 
0.14 
0.55 
0.05 
0.18 
c0.23 
0 94dl 
0.03 
0.12 0.90 1.18 
0.03 
0.05 
0. l3 
1 28 1.28 0.78 
0.04 
0.10 v/c Ratio 
Uniform Delay, d1 
P r o n r o c c i o n F o r t o r 
39.0 
1.00 
26.9 
1.00 
0.94dl 
43.9 
1.00 
34.6 
1.00 
45.8 
0.91 
27.1 
0.70 
12.6 
0.22 
54.0 
1 09 1.09 
29.0 
1.13 
20.1 
2 77 2.77 Progression Factor 
Incremental Delay, d2 
H o l a v / 
0.6 
39.6 
0.1 
27.0 
23.5 
67.4 
0.1 
34.7 
7.0 
48.6 
82.8 
101.7 
0.0 
2.8 
157.0 
216.0 
3.2 
36.0 
0.2 
56.0 Delay (s) 
Level of Service 
A n n r n a r h P ) P I Q \ / 
D 
37.1 
C E 
59.0 
C D F 
92.4 
A F D 
64.4 
E 
Approach Delay (s) 
Approach LOS D E F E 
Intersection Summary 
HCM Average Control Delay 
1—IOIV/1 \ / r \ l i i m p t o P a n o ^ i t v / r o t i A 
74.6 
1.12 
HCM Level of Service E 
HCM Volu e to Capacity ratio 
Actuated Cycle Length (s) 
I n t a r c Q r - t i r v n P o r v n r > i + w 1 1 + i 1 i - 7 i n 1  
120.0 
12.4% 
Sum of lost time (s) 
1 1 1 1 A \ ; A | R\F CON/I/-> 
12.0 
H 
H 11 1 u a j j a w u y w 
Analysis Period (min) 
dl Defacto Left Lane. Recode with 1 
15 
though ane as ; a left la ne. 
c Critical Lane Group 
DKS Associates Synchro 6 Report 
9/19/2007 Page 10 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-137 
Milwaukie TSP Update 
11: Harrison St & SE 32nd Av 
2030 No Build with RTP 
HCM Unsignalized Intersection Capacity Analysis 
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR 
Lane Configurations t* t* 4 r 4 r 
Ideal Flow (vphpl) 
T o t a l 1 ne t t i m o 
1800 
4 0 
1800 
4.0 
1800 1800 
4.0 
1800 
4.0 
1800 1800 1800 
4.0 
1800 
4.0 
1800 1800 
4.0 
1800 
4.0 Total Lost ti e (s) 
Lane Util. Factor 
F m h n o H / h i k o c 
4.0 
1.00 
1.00 
1.00 
1.00 
1.00 
1.00 
1.00 
1.00 
1.00 
1.00 
1.00 
0.93 
1.00 
1.00 
1.00 
0.99 Fipb, ped/bikes 
Flpb, ped/bikes 
Frt 
1.00 
1.00 
1.00 
1.00 
1.00 
1.00 
1.00 
0.98 
1.00 
1.00 
1.00 
0.85 
1.00 
1.00 
1.00 
0.85 F I L 
Flt Protected 
c? o+H FIHVA/ fnrrvh 
0.95 
1583 
1.00 
1760 
0.95 
1710 
1.00 
1724 
0.99 
1706 
1.00 
1425 
0.99 
1694 
1.00 
1438 Satd. Flow (piot) 
Flt Permitted 
1583 
0.95 
1/60 
1.00 
1#10 
0.95 
17 24 
1.00 
17 06 
0.91 
1425 
1.00 
1694 
0.93 
1438 
1.00 
Satd. Flow (perm) 1583 1760 1710 1724 1571 1425 1591 1438 
Volume (vph) 
P o a k . h n i ir f a r t r i r PI—IF 
170 
0.94 
580 
0.94 
10 
0.94 
30 
0.94 
250 
0.94 
30 
0.94 
50 
0.94 
230 
0.94 
60 
0.94 
30 
0.94 
190 
0.94 
240 
0.94 Peak-houi lactoi, PHF 
Adj. Flow (vph) 
R T H R R p r l n r t i n n A/nhA 
181 
0 
0 
617 
1 
1 
11 
0 
0 
32 
0 
0 
266 
6 
6 
32 
0 
0 
53 
0 
0 
245 
0 
0 
64 
31 
32 
0 
0 
202 
0 
0 
255 
1 56 i O  eduction (vph) 
Lane Group Flow (vph) 
C o n f l P e d s (#/hr) 
181 
4 
4 
627 0 
4 
4 
32 
4 
4 
292 0 
4 
4 
0 
1 
1 
298 
3 1 
33 
21 
0 
21 
234 
1 56 
99 
1 
1 il. pe s. ( / i) 
Confl. Bikes (#/hr) 2 
Heavy Vehicles (%) 8% 2% 0% 0% 2% 6% 7% 4% 0% 0% 6% 5% 
Turn Type 
P r n t o r t o H P h o c o c Protected Phases 
Prot 
7 
7 4  
Prot 
3 
3 8  
Perm 
2  
Perm Perm 
6  
Perm 
Permitted Phases 
A r t i i o t o H C r o p n C (Q\ 10.8 30.8 2.0 22.0 
2 
28.2 
2 
28.2 
6 
28.2 
6 
28.2 Actuated Green, G (s) 
Effective Green, g (s) 
Ar^tnatoH n / O R a t i n 
10.8 
0.15 
30.8 
0.42 
2.0 
0.03 
22.0 
0.30 
28.2 
0.39 
28.2 
0.39 
28.2 
0.39 
28.2 
0.39 Actuated g/C Ratio 
Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 
Lane Grp Cap (vph) 
\ / /q R o t in D r n t 
234 
c 0 11 
743 
c0.36 
47 
0.02 
520 
0.17 
607 550 615 556 
v/s Ratio P I O L 
v/s Ratio Perm 
\//r* R a t i n 
.
0.77 0.84 0.68 0.56 
c0.19 
0.49 
0.02 
0.06 
0.15 
0.38 
0.07 
0.18 v/c Ratio 
Uniform Delay, d1 
P r o n r o c c i o n F c m t n r 
29.9 
1.00 
18.9 
1.00 
35.2 
1.00 
21.5 
1.00 
17.0 
1.00 
14.1 
1.00 
16.1 
1.00 
14.8 
1.00 Progression Factor 
Incremental Delay, d2 
Holav / 
14.7 
44.6 
8.7 
27.7 
33.6 
68.8 
1.4 
22.8 
2.8 
19.8 
0.2 
14.3 
1.8 
17.9 
0.7 
15.5 Delay (s) 
Level of Service 
A n n r n a r h P)oIq\ / 
D C 
31.4 
E C 
27.3 
B 
18.8 
B B 
16.6 
B 
Approach Delay (s) 
Approach LOS C C B B 
Intersection Summary 
HCM Average Control Delay 
1—IOIV/1 \ / r \ l i i m o tr\ Ponor ' i t v / rotiA 
24.8 
0.66 
HCM Level of Service C 
HCM Volu e to Capacity ratio 
Actuated Cycle Length (s) 
Intersection Capacity Utilization 
73.0 
78.6% 
Sum of lost time (s) 
ICU Level of Service 
8.0 
D 
Analysis Period (min) 15 
c Critical Lane Group 
DKS Associates Synchro 6 Report 
9/19/2007 Page 11 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-138 
Milwaukie TSP Update 2030 No Build with RTP 
20: Johnson Creek Blvd & SE Linwood Avenue HCM Signalized Intersection Capacity Analysis 
t i J 
Movement NBL NBT SBT SBR NEL NER 
Lane Configurations 
Sign Control 
Grade 
tt 
Free 
0% 
tt* 
Free 
0% 
Stop 
0% 
f 
Volume (veh/h) 
D q q I / I—1 r\11r F a r t H r 
0 
0.96 
1550 
0.96 
2350 
0.96 
640 
0.96 
0 
0.96 
10 
0.96 Peak H O U I Facioi 
Hourly flow rate (vph) 
D o r l o c t r i o n c 
0 1615 2448 667 0 
1 
1 
10 
Pedesmans 
Lane Width (ft) 
\ / \ / a l k i n n Q n p p r l / ' f t /Q^ 
12.0 
4.0 walking Speed (it/s) 
Percent Blockage 
• i n h t t i i r n f l o r o A / o h \ 
0 
Right tuin ilaie (veh) 
Median type 
I V / l p H i o n c t n r o n o \ / p h \ 
None 
Median storage veh) 
Upstream signal (ft) 
n Y n l o t n n n i i n h l n r k p H 
507 
0.96 px, platoon unblocked 
vC, conflicting volume 
\ A c + o n o A r > n n f \ / n l 
3116 3590 1558 
vv-/ I , o i a y c I uu111 v u I 
vC2, stage 2 conf vol 
( ( P I I n n h l A r . l ' n H \ / n l O. A A fc I R A Q ' 1 G G Q 
tC, single (s) 
t O 9 c t a n p f c \ 
4.1 6.8 7.0 
tC, 2 stage (s) 
tF (s) 
n i i P i i P f r p p QA 
2.2 
100 
3.5 
100 
3.3 
90 p0 queue nee % 
cM capacity (veh/h) 
100 
105 
100 
4 100 
Direction, Lane # NB 1 NB 2 SB 1 SB 2 NE 1 
Volume Total 
\ / n l i i m p 1 p f t Volu e Left 
807 
0 
0 
807 
0 
0 
1632 
0 
0 
1483 
0 
0 
10 
0 
0 
Volume Right 
c SH 
0 
1700 
0 
1700 
0 
1700 
667 
1700 
10 
100  
Volume to Capacity 
O I I O I I O 1 o n n t h Q 5 t h 
I / 00 
0.47 
0 
0 
I /00 
0.47 
0 
0 
I /00 
0.96 
0 
0 
I /00 
0.87 
0 
0 
100 
0.10 
8 
8 Queue Length 95th (tt) 
Control Delay (s) 
1 ano 1 HQ 
0.0 0.0 0.0 0.0 45.0 
E 
E Lane LOS 
Approach Delay (s) 
Approach LOS 
0.0 0.0 45.0 
E 
Intersection Summary 
Average Delay 
Intersection Capacity Utilization 
Analysis Period (min) 
0.1 
100.2% 
15 
ICU Level of Service G 
DKS Associates Synchro 6 Report 
9/19/2007 Page 12 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-139 
Milwaukie TSP Update 2030 No Build with RTP 
20: Johnson Creek Blvd & SE Linwood Avenue HCM Signalized Intersection Capacity Analysis 
1 f * \ \ \ 
Movement NBL NBR SET SER NWL NWT 
Lane Configurations 
Ideal Flow (vphpl) 
T o t a l 1 o c t t i m p Total Lost time (s) 
1800 
4 0 
f 
1800 
4.0 
tt 
1800 
4.0 
1800 1800 
4.0 
tt 
1800 
4.0 
Lane Util. Factor 
Frt 
4.0 
1.00 
1.00 
1.00 
0.85 
0.95 
1.00 
1.00 
1.00 
0.95 
1.00 it 
Flt Protected 
c ? o+H F l o w f n r n f \ 
0.95 
1660 
1.00 
1530 
1.00 
3353 
0.95 
1583 
1.00 
3353 Satd. Flow (p!oi) 
Flt Permitted 
Satd. Flow (perm) 
1660 
0.95 
1660 
1530 
1.00 
1530 
1.00 
3353 
1583 
0.95 
1583 
1.00 
3353 
Volume (vph) 
P p a k . h o n r f a n t o r P I — I F 
300 
0.91 
60 
0.91 
2360 
0.91 
0 
0.91 
20 
0.91 
1250 
0.91 Peak-hour lacio!, PHF 
Adj. Flow (vph) 
R T H R R p r l n r t i o n A / n h A 
330 
0 
0 
66 
23 
2593 
0 
0 
0 
0 
0 
22 
0 
0 
1374 
0 
0 i O  eduction (vph) 
Lane Group Flow (vph) 
Heavy Vehicles (%) 
330 
3% 
43 
0% 
2593 
2% 
0 
0% 
22 
8% 
1374 
2% 
Turn Type 
P r o t p o t p H P h a c p c Protected Phases 7  
Prot 
7 
7 6  
Prot 
5 
5 
Permitted Phases 
A n t i i a t p H C r p o n f*^ ( Q \ 28.1 28.1 
6 
97.4 4.7 
2 7 
139.2 Actuated Green, G (s) 
Effective Green, g (s) 
A r ^ t n a t o H n / O R a t i n 
28.1 
0.19 
28.1 
0.19 
98.4 
0.66 
4.7 
0.03 
139.2 
0.93 Actuated g/C Ratio 
Clearance Time (s) 
Vehicle Extension (s) 
4.0 
2.3 
4.0 
2.3 
5.0 
8.0 
4.0 
2.3 
Lane Grp Cap (vph) 
\ / /Q R a t i o P r o t 
312 
c0.20 
288 
0.03 
2208 
c 0 77 
50 
0.01 
3124 
v/s Ratio P I O I 
v/s Ratio Perm 
\ / / o R a t i o 1.06 0.15 
0.11 
1.17 0.44 
c0.41 
0.44 v/c Ratio 
Uniform Delay, d1 
P r o n r p c c i o n F a o t o r 
60.6 
1.00 
50.7 
1.00 
1. / 
25.5 
1.00 
71.1 
1.00 
0.6 
1.00 Progression Factor 
Incremental Delay, d2 
R p l a v / 
67.0 
127.6 
0.1 
50.8 
83.6 
109.1 
3.6 
74.6 
0.1 
0.6 Delay (s) 
Level of Service 
A o o r o a r h P ) p l a \ / 
F 
114.8 
D F 
109.1 
E A 
1.8 Approach Delay (s) 
Approach LOS F F A 
Intersection Summary 
HCM Average Control Delay 
1—IOIV/1 \ / o l i i m p t o P a n o r i t v / r a t i o 
75.5 
1.13 
HCM Level of Service E 
HCM Volu e to Capacity ratio 
Actuated Cycle Length (s) 
Intersection Capacity Utilization 
1.
149.4 
93.1% 
Sum of lost time (s) 
ICU Level of Service 
18.2 
F 
Analysis Period (min) 15 
c Critical Lane Group 
DKS Associates Synchro 6 Report 
9/19/2007 Page 13 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-140 
Milwaukie TSP Update 
14: SE Lake Road & Oatfield Road 
2030 No Build with RTP 
HCM Unsignalized Intersection Capacity Analysis 
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR 
Lane Configurations t * t * t * t * 
Ideal Flow (vphpl) 
T o t a l 1 n e t t i m o 
1800 
4.0 
1800 
4.0 
1800 1800 
4.0 
1800 
4.0 
1800 1800 
4.0 
1800 
4.0 
1800 1800 
4.0 
1800 
4.0 
1800 
lotal Lost time (s) 
Lane Util. Factor 
F r n h n o H / h i k o c 
1.00 
1.00 
1.00 
1.00 
1.00 
1.00 
1.00 
1.00 
1.00 
1.00 
1.00 
0.98 
1.00 
1.00 
1.00 
1.00 Fipu, ped/bikes 
Flpb, ped/bikes 
Frt 
1.00 
1.00 
1.00 
0.94 
1.00 
1.00 
1.00 
0.98 
1.00 
1.00 
1.00 
0.90 
1.00 
1.00 
1.00 
0.99 IL 
Flt Protected 
c? o+H FIHVA/ f n r r v h 
0.95 
1676 
1.00 
1669 
0.95 
1710 
1.00 
1755 
0.95 
1710 
1.00 
1585 
0.95 
1613 
1.00 
1738 Satd. Flow (prot) 
Flt Permitted 
Satd. Flow (perm) 
16/6 
0.95 
1676 
1669 
1.00 
1669 
1/10 
0.95 
1710 
17 55 
1.00 
1755 
17 10 
0.95 
1710 
1585 
1.00 
1585 
16 13 
0.95 
1613 
17 38 
1.00 
1738 
Volume (vph) 
P o a k . h n i i r f a r t r i r P I—IF 
30 
0.97 
230 
0.97 
160 
0.97 
360 
0.97 
150 
0.97 
30 
0.97 
80 
0.97 
120 
0.97 
280 
0.97 
50 
0.97 
200 
0.97 
20 
Peak-hour I O C L O I , P H F 
Adj. Flow (vph) 
R T H R R p H n r t i n n A / n h A 
31 
0 
0 
237 
27 
165 
0 
0 
371 
0 
0 
155 
8 
8 
31 
0 
0 
82 
0 
0 
124 
92 
289 
0 
0 
52 
0 
0 
206 
4 
4 
21 
0 r t o r eduction (vph) 
Lane Group Flow (vph) 
C o n f l P e d s (#/hr) 
31 375 0 371 178 0 82 
1 
1 
92 
321 0 
1 
1 
52 
1 
1 
223 0 
1 
1 il. pe s. (min) 
Heavy Vehicles (%) 2% 0% 3% 0% 0% 0% 0% 0% 0% 6% 0% 21% 
Turn Type 
Protected Phases 
P o r m i t t o H P h u c p c Per itted Phases 
Prot 
7 4 
Prot 
3 8 
Prot 
5 2 
Prot 
1 6 
Actuated Green, G (s) 
F f f o r t i x / o C r p p n n 
3.4 
3.4 
22.9 
22.9 
20.5 
20.5 
40.0 
40.0 
5.3 
5.3 
25.4 
25.4 
3.0 
3.0 
23.1 
23.1 Effective Green, g (s) 
Actuated g/C Ratio 
P l o Q r o n p D T i m o 
0.04 
4.0 
0.26 
4.0 
0.23 
4.0 
0.46 
4.0 
0.06 
4.0 
0.29 
4.0 
0.03 
4.0 
0.26 
4.0 Clearance Time (s) 
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 
Lane Grp Cap (vph) 
v/s Ratio Prot 
\ / / q R o t i n P p r m v/s Ratio Perm 
65 
0.02 
435 
c0.22 
399 
c0.22 
800 
0.10 
103 
c0.05 
459 
c0.20 
55 
0.03 
457 
0.13 
v/c Ratio 
1 I n i f n r m P ) o I q \ / H 1 
0.48 
41.3 
0.86 
30.9 
0.93 
32.9 
0.22 
14.5 
0.80 
40.7 
0.70 
27.8 
0.95 
42.3 
0.49 
27.4 Unifor  Delay, d1 
Progression Factor 
I n n r p m p n t a l H o l o v / H O 
1.00 
5.4 
1.00 
15.9 
1.00 
27.7 
1.00 
0.1 
1.00 
33.3 
1.00 
8.6 
1.00 
100.6 
1.00 
3.7 Incre ental Delay, d2 
Delay (s) 
I o \ / o l n f Q o n / i n o Level of Service 
46.8 
D 
D 
46.8 
D 
D 
60.7 
E 
E 
14.6 
B 
B 
74.1 
E 
E 
36.4 
D 
D 
142.9 
F 
F 
31.1 
C 
C 
Approach Delay (s) 
Approach LOS 
46.8 
D 
45.3 
D 
42.6 
D 
51.9 
D 
Intersection Summary 
HCM Average Control Delay 
HCM Volume to Capacity ratio 
A n t i i a t o H P u r l o 1 o n n t h / c \ 
46.0 
0.79 
87.8 
HCM Level of Service 
Q i i m n f I n c t t i m o 
D 
12.0 Actuated Cycle Length (s) 
Intersection Capacity Utilization 
Analysis Period (min) 
85.7% 
15 
Sum of lost time (s) 
ICU Level of Service E 
c Critical Lane Group 
DKS Associates Synchro 6 Report 
9/19/2007 Page 14 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-141 
Milwaukie TSP Update 2030 No Build with RTP 
HCM Signalized Intersection Capacity Analysis 
> - > < - < t r V i V 
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR 
Lane Configurations 4 f tt f tt f 
Ideal Flow (vphpl) 
T n t a l 1 n e t t i m p 
1800 1800 
4.0 
1800 1800 1800 
4.0 
1800 
4.0 
1800 
4.0 
1800 
4.0 
1800 
4.0 
1800 
4.0 
1800 
4.0 
1800 
4.0 lotal Lost time (s) 
Lane Util. Factor 
F r n h n p H / h i k p c 
1.00 
1.00 
1.00 
1.00 
1.00 
1.00 
1.00 
1.00 
0.95 
1.00 
1.00 
0.98 
1.00 
1.0  
0.95 
1.00 
1.00 
0.98 Fipu, ped/bikes 
Flpb, ped/bikes 
Frt 
1.00 
0.96 
1.00 
1.00 
1.00 
0.85 
1.00 
1.00 
1.00 
1.00 
1.00 
0.85 
1.00 
1.0  
1.00 
1.00 
1.00 
0.85 it 
Flt Protected 
c? O+H FIHVA / fnrnf\ 
0.99 
1711 
0.97 
1699 
1.00 
1515 
0.95 
1710 
1.00 
3420 
1.00 
1466 
0.95 
1613 
1.00 
3420 
1.00 
1235 Satd. Flow (pioi) 
Flt Permitted 
Satd. Flow (perm) 
i / I I 
0.77 
1340 
1699 
0.65 
1142 
15 15 
1.00 
1515 
1/10 
0.95 
1710 
1.00 
3420 
1466 
1.00 
1466 
16 13 
0.95 
1613 
1.00 
3420 
1235 
1.00 
1235 
Volume (vph) 
P o a k . h n i i r f a r t n r P I—IF 
30 
0.94 
70 
0.94 
40 
0.94 
180 
0.94 
100 
0.94 
150 
0.94 
50 
0.94 
1180 
0.94 
90 
0.94 
130 
0.94 
2100 
0.94 
30 
0.94 Peak-hour lacio!, PHF 
Adj. Flow (vph) 
R T H R R p H n r t i n n A / n h A 
32 
0 
0 
74 
12 
43 
0 
0 
191 
0 
0 
106 
0 
0 
160 
117 
53 
0 
0 
1255 
0 
0 
96 
47 
138 
0 
0 
2234 
0 
0 
32 
7 
7 R I O R eduction (vph) 
Lane Group Flow (vph) 
C o n f l P e d s (#/hr) 
0 137 0 0 297 43 53 
1 
1 
1255 49 
1 
1 
138 
1 
1 
2234 25 
1 
1 il. peds. (min) 
Heavy Vehicles (%) 0% 0% 0% 3% 2% 1% 0% 0% 2% 6% 0% 21% 
Turn Type 
Protected Phases 
P p r m i t t p H P h a c p c Per itted Phases 
Perm 
4 
4 
4 
Perm 
4 
4 
4 
Perm 
4 
4 
Prot 
5 2 
Perm 
2 
2 
Prot 
1 6 
Perm 
6 
6 
Actuated Green, G (s) 
F f f p n t i \ / p r ^ r p p n n 
32.1 
32.1 
32.1 
32.1 
32.1 
32.1 
4.5 
4.5 
60.2 
61.7 
60.2 
61.7 
14.2 
14.2 
69.9 
71.4 
69.9 
71.4 Eiiective Green, g (s) 
Actuated g/C Ratio 
PloQronpD Timo 
0.27 
4.0 
0.27 
4.0 
0.27 
4.0 
0.04 
4.0 
0.51 
5.5 
0.51 
5.5 
0.12 
4.0 
0.60 
5.5 
0.60 
5.5 Clearance Ti e (s) 
Vehicle Extension (s) 2.5 2.5 2.5 0.5 4.6 4.6 2.5 2.6 2.6 
Lane Grp Cap (vph) 
v/s Ratio Prot 
\//Q R a t IN P o r m v/s Ratio Perm 
358 
0.10 
305 
c0.26 
405 
0.03 
64 
0.03 
1758 
c0.37 
754 
0.03 
191 
0.09 
2035 
c0.65 
735 
0.02 
v/c Ratio 
1 I n i f n r m P ) p l a \ / H 1 
0.38 
35.9 
0.97 
43.5 
0.11 
33.1 
0.83 
57.4 
0.71 
22.4 
0.07 
14.7 
0.72 
51.0 
1.10 
24.3 
0.03 
10.0 Unifor  Delay, d1 
Progression Factor 
I n n r p m p n t a l l""^plav/ H O 
1.00 
0.5 
1.00 
44.1 
1.00 
0.1 
0.67 
43.5 
1.57 
1.9 
3.68 
0.1 
1.11 
1.2 
1.26 
44.9 
0.75 
0.0 Incre ental Delay, d2 
Delay (s) 
I o \ / o l n f Q o n / i p o Level of Service 
36.3 
D 
D 
87.6 
F 
F 
33.2 
C 
C 
82.1 
F 
F 
37.1 
D 
D 
54.1 
D 
D 
57.8 
E 
E 
75.4 
E 
E 
7.6 
A 
A 
Approach Delay (s) 
Approach LOS 
36.3 
D 
68.6 
E 
39.9 
D 
73.5 
E 
Intersection Summary 
HCM Average Control Delay 
HCM Volume to Capacity ratio 
A r t i i a t p H P u r l o I p n n t h / c \ 
61.1 
1.05 
120.0 
HCM Level of Service 
C i i m r \ f |/-\ct t i m p ( c \ 
E 
12.0 Actuated Cycle Length (s) 
Intersection Capacity Utilization 
Analysis Period (min) 
97.3% 
15 
Sum of lost time (s) 
ICU Level of Service F 
c Critical Lane Group 
DKS Associates Synchro 6 Report 
9/19/2007 Page 15 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-142 
Milwaukie TSP Update 2030 No Build with RTP 
HCM Signalized Intersection Capacity Analysis 
> - > < - t V V 
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR 
Lane Configurations tt r tt r 4* 4 r 
Ideal Flow (vphpl) 
T o t a l 1 n e t t i m o Total Lost time (s) 
1800 
4.0 
1800 
4.0 
1800 
4.0 
1800 
4.0 
1800 
4.0 
1800 
4.0 
1800 1800 
4.0 
1800 1800 1800 
4.0 
1800 
4.0 
Lane Util. Factor 
Frt 
1.00 
1.00 
0.95 
1.00 
1.00 
0.85 
1.00 
1.0  
0.95 
1.00 
1.00 
0.85 
1.00 
0.96 
1.00 
1.00 
1.00 
0.85 IL 
Flt Protected 
c? o + H F l n \ A / f n r r v h 
0.95 
1660 
1.00 
3196 
1.00 
1530 
0.95 
1660 
1.00 
3257 
1.00 
1404 
0.98 
1702 
0.96 
1696 
1.00 
1471 Satd. Flow (prot) 
Flt Permitted 
Satd. Flow (perm) 
1660 
0.95 
1660 
3 196 
1.00 
3196 
1530 
1.00 
1530 
1  
0.95 
1660 
1.00 
3257 
1404 
1.00 
1404 
1/02 
0.62 
1079 
1696 
0.64 
1139 
14 7 1 
1.00 
1471 
Volume (vph) 
P o a k . h n i i r f a r t n r P I — I F 
60 
0.92 
2210 
0.92 
50 
0.92 
30 
0.92 
1200 
0.92 
120 
0.92 
40 
0.92 
40 
0.92 
30 
0.92 
250 
0.92 
40 
0.92 
80 
0.92 Peak-hour lactoi, PHF 
Adj. Flow (vph) 
R T H R R p r l n r t i n n A / n h A 
65 
0 
0 
2402 
0 
0 
54 
12 
33 
0 
0 
1304 
0 
0 
130 
50 
43 
0 
0 
43 
12 
33 
0 
0 
272 
0 
0 
43 
0 
0 
87 
64 i O  eduction (vph) 
Lane Group Flow (vph) 
Heavy Vehicles (%) 
65 
3% 
2402 
7% 
42 
0% 
33 
3% 
1304 
5% 
80 
9% 
0 
0% 
107 
0% 
0 
0% 
0 
2% 
315 
0% 
23 
4% 
Turn Type 
P r n t o r t o H P h o c o c Protected Phases 
Prot 
5 
5 2  
Perm Prot 
1 
1 6  
Perm Perm 
8  
Perm 
4  
Perm 
Permitted Phases 
A r t i i a t o H C r p p n C fo\ 9.2 71.8 
2 
71.8 2.7 65.3 
6 
65.3 
8 
32.0 
4 
32.0 
4 
32.0 Actuated Green, G (s) 
Effective Green, g (s) 
A c t u a t o r ! n / O R a t i n 
9.2 
0.08 
73.3 
0.61 
73.3 
0.61 
2.7 
0.02 
66.8 
0.56 
66.8 
0.56 
32.0 
0.27 
32.0 
0.27 
32.0 
0.27 Actuated g/c Ratio 
Clearance Time (s) 
Vehicle Extension (s) 
4.0 
2.5 
5.5 
4.6 
5.5 
4.6 
4.0 
2.5 
5.5 
4.6 
5.5 
4.6 
4.0 
3.0 
4.0 
3.0 
4.0 
3.0 
Lane Grp Cap (vph) 
\ / /Q R o t i n P r n t 
127 
0.04 
1952 
c 0 75 
935 37 
0.02 
1813 
c0.40 
782 288 304 392 
v/s Ratio P I O L 
v/s Ratio Perm 
\ / / r R a t i n 0.51 
u . / j 
1.23 
0.03 
0.04 0.89 0.72 
0.06 
0.10 
0.10 
0.37 
c0.28 
1.04 
0.02 
0.06 v/c Ratio 
Uniform Delay, d1 
P m n r p c c i n n F o r t n r 
53.2 
1.27 
23.4 
1.64 
9.3 
2.02 
58.5 
1.00 
19.7 
1.00 
12.5 
1.00 
35.8 
1.00 
44.0 
1.00 
32.8 
1.00 Progression Factor 
Incremental Delay, d2 
H o l a v / / C \ 
0.2 
68.0 
104.2 
142.4 
0.0 
18.9 
104.7 
163.2 
2.5 
22.2 
0.3 
12.8 
0.8 
36.6 
61.3 
105.3 
0.1 
32.8 Delay (s) 
Level of Service 
A n n r n a r h P ) O I Q \ / 
E F 
137.9 
B F C 
24.5 
B D 
36.6 
F 
89.6 
C 
Approach Delay (s) 
Approach LOS F C D F 
Intersection Summary 
HCM Average Control Delay 
1—IOIV/1 \ / n l i i m o t n O o n o r i t v / r o t i n 
94.0 
1.17 
HCM Level of Service F 
HCM Volu e to Capacity ratio 
Actuated Cycle Length (s) 
Intersection Capacity Utilization 
120.0 
94.7% 
Sum of lost time (s) 
ICU Level of Service 
12.0 
F 
Analysis Period (min) 
c Critical Lane Group 
15 
DKS Associates Synchro 6 Report 
9/19/2007 Page 16 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-143 
Milwaukie TSP Update 2030 No Build with RTP 
20: Johnson Creek Blvd & SE L i n w o o d Avenue HCM Signalized Intersection Capacity Analysis 
_ - V V t 
Movement EBL EBT WBT WBR WBR2 SBL SBR SWL SWR 
Lane Configurations 
Ideal Flow (vphpl) 
T n t a l 1 n e t t i m p Total Lost time (s) 
1800 
4.0 
t 
1800 
4.0 
t 
1800 
4.0 
1800 1800 
V 
1800 
4.0 
1800 1800 1800 
Lane Util. Factor 
Frt 
1.00 
1.00 
1.00 
1.00 
1.00 
0.97 
1.00 
0.99 it 
Flt Protected 
^ a t r l F l n \ A / f n r n f \ 
0.95 
1555 
1.00 
1765 
1.00 
1704 
0.96 
1672 Satd. Flow (p!oi) 
Flt Permitted 
Satd. Flow (perm) 
1555 
0.95 
1555 
1/65 
1.00 
1765 
17 04 
1.00 
1704 
16 7 2 
0.96 
1672 
Volume (vph) 
P p a k . h m i r f a n t n r P I—IF 
150 
0.92 
480 
0.92 
600 
0.92 
0 
0.92 
150 
0.92 
240 
0.92 
20 
0.92 
0 
0.92 
0 
0.92 Peak-hour lacio!, PHF 
Adj. Flow (vph) 
R T H R R p r l n r t i n n A / n h A 
163 
0 
0 
522 
0 
0 
652 
9 
9 
0 
0 
0 
163 
0 
0 
261 
3 
3 
22 
0 
0 
0 
0 
0 
0 
0 
0 i O  eduction (vph) 
Lane Group Flow (vph) 
Heavy Vehicles (%) 
163 
10% 
522 
2% 
806 
3% 
0 
0% 
0 
2% 
280 
2% 
0 
0% 
0 
0% 
0 
0% 
Turn Type 
D r n + Q p + o r l D h n r n c -
Prot 
G o R A 
Permitted Phases 
A ^ t n o t a H NRAAR, FL ! C \ -1Q n R 7 Q / i n Q -1 R R V J I C C I I , V J YOJ 
Effective Green, g (s) 
A r ^ t n a t o H n / O R a t i n 
13.0 
0.16 
58.9 
0.71 
41.9 
0.50 
16.6 
0.20 Actuated g/c Ratio 
Clearance Time (s) 
Vehicle Extension (s) 
4.0 
3.0 
5.0 
3.0 
5.0 
3.0 
4.0 
3.0 
Lane Grp Cap (vph) 
\ / /o D n + i n D r r v t 
242 
^ n i n 
1245 
n i n 
855 
A 7 
332 
f - n 1 7 
v/s Ratio Perm 
D o t i r , n R 7 n AN n OA n HA 
Uniform Delay, d1 
P r n n r p c c i n n F a n t n r 
33.2 
1.00 
5.1 
1.00 
19.7 
1.00 
32.2 
1.00 Progression Factor 
Incremental Delay, d2 
R p l a v / 
7.2 
40.4 
0.2 
5.  
18.2 
37.9 
17.4 
49.6 Delay (s) 
Level of Service 
A n n r n a n h P ) p l a \ / 
D A 
13.7 
D 
37.9 
D 
49.6 0.0 Approach Delay (s) 
Approach LOS B D D A 
Intersection Summary 
HCM Average Control Delay 
1—If^ lVVl \ / n l i i m o t n P o n o r i t u r o t i r \ 
30.5 
0.87 
HCM Level of Service C 
HCM Volu e to Capacity ratio 
Actuated Cycle Length (s) 
Intersection Capacity Utilization 
83.5 
77.0% 
Sum of lost time (s) 
ICU Level of Service 
12.0 
D 
Analysis Period (min) 15 
c Critical Lane Group 
DKS Associates Synchro 6 Report 
9/19/2007 Page 17 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-144 
Milwaukie TSP Update 
18: Harrison St & 21st Street 
2030 No Build with RTP 
HCM Unsignalized Intersection Capacity Analysis 
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR 
Lane Configurations 
Sign Control 
Grade 
4 * 
Free 
0% 
4 * 
Free 
0% 
4 * 
Stop 
0% 
4 * 
Stop 
0% 
Volume (veh/h) 
D p u k 1—1 r \ 1 1 r F a r t n r 
20 
0.97 
400 
0.97 
60 
0.97 
70 
0.97 
350 
0.97 
30 
0.97 
30 
0.97 
20 
0.97 
80 
0.97 
20 
0.97 
10 
0.97 
10 
0.97 Peak H O U I Facioi 
Hourly flow rate (vph) 
D o H o r + r i i n c 
21 412 62 72 361 31 31 21 82 21 10 10 
Lane Width (ft) 
\ A / a l k i n n Q n p p r l FF\/O.\ Walking Speed (ft/s) 
Percent Blockage 
D i n h + t u r n f l o r a A i \ i y i u l u i i i NAISJ 
Median type 
ftfloHinn r + n m n o \ ( o h \ 
None None 
i v i ^ u i a u o i u i a y c VCJ I I ) 
Upstream signal (ft) 
r v Y r \ l n 4 r \ r \ n i i n h l n r - l / n H p / v , p i a i u u i i U M U I U U ^ U 
vC, conflicting volume 
c + o n o A r r \ n f u n l 
392 474 1021 1021 443 1098 1036 376 
vv-/ i , o i a y c i u u 1 1 1 v u i 
vC2, stage 2 conf vol 
w r . . . . n h l n ^ Q W w n l O G O A~L A ' i n O ' l ' l O O ' l AA1 1 O Q Q A n ^ F T 
tC, single (s) 
t O 9 c t o r i A (C\ 
4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 
tC, 2 stage (s) 
tF (s) 
NFL M I P I I P f r p p QA p0 queue free % 
2.2 
98 
2.2 
93 
3.5 
84 
4.0 
90 
3.3 
87 
3.5 
86 
4.0 
95 
3.3 
98 
cM capacity (veh/h) 
98 
1167 1088 191 217 614 143 212 670 
Direction, Lane # EB 1 WB 1 NB 1 SB 1 
Volume Total 
\ / n l i i m p 1 p f t Volu e Left 
495 
21 
464 
72 
134 
31 
41 
21 
Volume Right 
c SH 
62 
1167 
31 
1088 
82 
342 
10 
198 C S H 
Volume to Capacity 
O I I O I I O 1 onnth Q5th Queue Length 95th (ft) 
116/ 
0.02 
1 
1 
1088 
0.07 
5 
5 
0.39 
45 
198 
0.21 
19 
Control Delay (s) 
Lane LOS 
0.5 
A 
2.0 
A 
22.1 
C 
27.9 
D 
Approach Delay (s) 0.5 2.0 22.1 27.9 
Approach LOS C D 
Intersection Summary 
Average Delay 4.7 
Intersection Capacity Utilization 67.1% ICU Level of Service C 
Analysis Period (min) 15 
DKS Associates Synchro 6 Report 
9/19/2007 Page 18 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-145 
Milwaukie TSP Update 
19: Johnson Creek Blvd & SE 32nd Av 
2030 No Build with RTP 
HCM Unsignalized Intersection Capacity Analysis 
Movement WBL WBR NBL NBR SEL SER 
Lane Configurations 
Sign Control 
\ / n l i i m p A / r>h \ 
V 
Stop 
80 390 
V 
Stop 
160 100 
V 
Stop 
650 390 volu e (vph) 
Peak Hour Factor 
Hourly flow rate (vph) 
00 
0.97 
02 
0.97 
402 
160 
0.97 
165 
100 
0.97 
103 
0.97 0.97 
670 402 
Direction, Lane # WB 1 NB 1 SE 1 
Volume Total (vph) 
Volume Left (vph) 
\ / n l i i m p R i n h t A / r>h \ 
405 
02 
402 
260 
0 
103 
1072 
670 
0 
0 Volu e Right (vph) 
Hadj (s) 
P l p n a r t i i r p W o o H v a / q u ( c \ 
-0.43 
5.9 
103 
-0.20 
6.3 
0.16 
6.2 Departure Headway (s) 
Degree Utilization, x 
P a n a r i t w A / o h / h \ 
0.00 
590 
0.47 
539 
1.04 
507 Capacity (veh/h) 
Control Delay (s) 
A n n r n o p h R o I q u 
20.1 
20.1 
14.9 
14.9 
401.0 
401.0 Approach Delay (s) 
Approach LOS D B F 
Intersection Summary 
Delay 
1—1 ^  l\ /l 1 r\\ ir\ 1 n f C o n n / ^ Q 
245.2 
c 
Intersection Capacity Utilization 
Analysis Period (min) 
119.1% 
15 
ICU Level of Service H 
DKS Associates Synchro 6 Report 
9/19/2007 Page 19 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-146 
Milwaukie TSP Update 2030 No Build with RTP 
20: Johnson Creek Blvd & SE Linwood Avenue HCM Signalized Intersection Capacity Analysis 
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR 
Lane Configurations T * T * T * T * 
Ideal Flow (vphpl) 
T n t a l 1 n e t t i m p 
1000 
4.0 
1000 
4.0 
1000 1000 
4.0 
1000 
4.0 
1000 1000 
4.0 
1000 
4.0 
1000 1000 
4.0 
1000 
4.0 
1000 
Total Lost time (s) 
Lane Util. Factor 
F r n h n p r l / h i k p c 
1.00 
1.00 
1.00 
0.99 
1.00 
1.00 
1.00 
1.00 
1.00 
1.0  
1.00 
0.99 
1.00 
1.00 
1.00 
0.99 Fipu, ped/bikes 
Flpb, ped/bikes 
Frt 
1.00 
1.00 
1.00 
0.97 
1.00 
1.00 
1.00 
0.97 
1.00 
1.00 
1.00 
0.95 
1.00 
1.00 
1.00 
0.90 it 
Flt Protected 
^ a t r l F l n \ A / f n r n f \ 
0.95 
1629 
1.00 
1660 
0.95 
1660 
1.00 
1601 
0.95 
1676 
1.00 
1666 
0.95 
1613 
1.00 
1699 Satd. Flow (prot) 
Flt Permitted 
1629 
0.13 
1660 
1.00 
1660 
0.06 
160 1 
1.00 
16/6 
0.95 
1666 
1.00 
16 13 
0.95 
1699 
1.00 
Satd. Flow (perm) 229 1660 104 1601 1676 1666 1613 1699 
Volume (vph) 
P p a k . h m i r f a n t n r P I — I F 
00 
0.91 
660 
0.91 
140 
0.91 
200 
0.91 
620 
0.91 
140 
0.91 
120 
0.91 
260 
0.91 
150 
0.91 
90 
0.91 
260 
0.91 
50 
0.91 Peak-hour factor, PHF 
Adj. Flow (vph) 
R T H R R p r l n r t i n n A / n h A 
00 
0 
0 
725 
10 
154 
0 
0 
220 
0 
0 
601 
6 
6 
154 
0 
0 
132 
0 
0 
206 
1 6 
165 
0 
0 
99 
0 
0 
206 
5 
5 
55 
0 
0 R I O R eduction (vph) 
Lane Group Flow (vph) 
C o n f l P e d s (#/hr) 
00 
1 
1 
069 0 
7 
7 
220 
7 
7 
029 0 
1 
1 
132 
11 
1 6 
435 0 
2 
2 
99 
2 
2 
336 0 
11 n. ds. ( # / I I I ) 
Confl. Bikes (#/hr) 2 1 
Heavy Vehicles (%) 5% 5% 3% 3% 4% 2% 2% 1% 1% 6% 1% 9% 
Turn Type 
P r n t p n t p r l P h a c p c Protected Phases 
pm+pt 
7 
7 4  
pm+pt 
3 
3 
Prot 
5 
5 2  
Prot 
1 
1 6  
Permitted Phases 
A r t i i a t p H C r p o n f*^ ( q \ 
4 
67.0 63.0 
0 
79.0 
0  
71.0 11.0 31.0 0.0 20.0 Actuated Green, G (s) 
Effective Green, g (s) 
A r ^ t n a t o H n / O R a t i n 
67.0 
0.52 
63.0 
0.40 
79.0 
0.61 
71.0 
0.55 
11.0 
0.00 
31.0 
0.24 
0.0 
0.06 
20.0 
0.22 Actuated g/C Ratio 
Clearance Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 
Lane Grp Cap (vph) 
\ / /Q R a t i n P r n t 
161 
0.02 
004 
0.52 
207 
c 0 10 
910 
0.49 
142 
c 0 00 
397 
c0.26 
99 
0.06 
366 
0.20 v/s Ratio P I O I 
v/s Ratio Perm 
\ / / r R a t i n v/c Ratio 
0.26 
0.55 1.00 
0. l0 
c0.55 
1.06 0.90 
0.00 
0.93 1.10 1.00 0.92 
Uniform Delay, d1 
P r n n r p c c i n n F a n t n r 
23.0 
1.00 
33.5 
1.00 
43.0 
1.00 
26.4 
1.00 
59.1 
1 00 1.00 
49.5 
1.00 
61.0 
1.00 
49.9 
1.00 Progression Factor 
Incremental Delay, d2 
R p l a v / 
3.0 
26.0 
55.7 
09.2 
00.1 
123.9 
12.0 
30.4 
54.0 
11 .1 
73.5 
123.0 
90.5 
151.5 
30.0 
79.9 Delay (s) 
Level of Service 
A n n r n a r h P ) p l a \ / 
C F 
03.6 
F D 
56.2 
F F 
120.0 
F E 
96.0 Approach Delay (s) 
Approach LOS F E F F 
Intersection Summary 
HCM Average Control Delay 
1—IOIV/1 \ / n l i i m p t n O a n a n i t v / r a t i n 
03.0 
1.06 
HCM Level of Service F 
HCM Volu e to Capacity ratio 
Actuated Cycle Length (s) 
Intersection Capacity Utilization 1 
130.0 
00.2% 
Sum of lost time (s) 
ICU Level of Service 
12.0 
G 
Analysis Period (min) 15 
c Critical Lane Group 
DKS Associates Synchro 6 Report 
9/19/2007 Page 20 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-147 
Milwaukie TSP Update 2030 No Build with RTP 
HCM Signalized Intersection Capacity Analysis 
> - > < - f A V | V 
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR 
Lane Configurations t* t* t* t* 
Ideal Flow (vphpl) 
Total 1 net timo Total Lost time (s) 
1800 
4 0 
1800 
4.0 
1800 1800 
4.0 
1800 
4.0 
1800 1800 
4.0 
1800 
4.0 
1800 1800 
4.0 
1800 
4.0 
1800 
Lane Util. Factor 
Frnh r\oH/hikoc 
4.0 
1.00 
1.00 
1.00 
0.99 
1.00 
1.00 
1.00 
1.00 
1.00 
1.00 
1.00 
0.99 
1.00 
1.00 
1.00 
0.99 Fipb, ped/bikes 
Flpb, ped/bikes 
Frt 
1.00 
1.00 
1.00 
0.98 
1.00 
1.00 
1.00 
0.98 
1.00 
1.00 
1.00 
0.96 
1.00 
1.00 
1.00 
0.98 F I L 
Flt Protected 
c? o + H FIHVA/ FNRRVH 
0.95 
1693 
1.00 
1709 
0.95 
1676 
1.00 
1708 
0.95 
1644 
1.00 
1652 
0.95 
1710 
1.00 
1676 Satd. Flow (prot) 
Flt Permitted 
Satd. Flow (perm) 
1693 
0.95 
1693 
1/09 
1.00 
1709 
16/6 
0.95 
1676 
IZ08 
1.00 
1708 
1644 
0.95 
1644 
1652 
1.00 
1652 
17 10 
0.95 
1710 
16 7 6 
1.00 
1676 
Volume (vph) 
P o a k . h n i i r f a r t r i r P I — I F 
180 
0.95 
480 
0.95 
80 
0.95 
220 
0.95 
340 
0.95 
50 
0.95 
90 
0.95 
310 
0.95 
120 
0.95 
80 
0.95 
420 
0.95 
80 
0.95 Peak-hour I O C L O I , P H F 
Adj. Flow (vph) 
R T H R R p r l n r t i n n A / n h A 
189 
0 
0 
505 
5 
5 
84 
0 
0 
232 
0 
0 
358 
5 
5 
53 
0 
0 
95 
0 
0 
326 
11 
126 
0 
0 
84 
0 
0 
442 
5 
5 
84 
0 
0 i O  eduction (vph) 
Lane Group Flow (vph) 
C o n f l P e d s (#/hr) 
189 
4 
4 
584 0 
12 
232 
12 
406 0 
4 
4 
95 
5 
5 
1 1 
441 0 
6 
6 
84 
6 
6 
521 0 
5 
5 co il. peds. ( # / I M ) 
Confl. Bikes (#/hr) 
Heavy Vehicles (%) 1% 2% 
1 
3% 2% 3% 2% 4% 4% 1% 0% 4% 
1 
5% 
Turn Type 
D r n + Q p + o r l D h n r o r 
Prot 
7 A 
Prot 
•2 a 
Prot 
G o 
Prot 
-1 C 
Permitted Phases 
A^tnotaH /OrQQn N FC\ 1R N A1 N -I 7 n A O n 7 n A n n (! (1 10(1 N V , L U U I C U V J I C C I I , V J VOY 
Effective Green, g (s) 
Ar^tnatoH n/O Rat in 
16.0 
0.13 
41.0 
0.34 
17.0 
0.14 
42.0 
0.35 
7.0 
0.06 
40.0 
0.33 
6.0 
0.05 
39.0 
0.32 Actuated g/C Ratio 
Clearance Time (s) 
Vehicle Extension (s) 
4.0 
3.0 
4.0 
3.0 
4.0 
3.0 
4.0 
3.0 
4.0 
3.0 
4.0 
3.0 
4.0 
3.0 
4.0 
3.0 
Lane Grp Cap (vph) 
\ / / o D n + i n D r r v t 
226 
n -M 
584 
^n I A 
237 
^n -i A 
598 
n O/i 
96 
^n nR 
551 
n 07 
86 
n n G 
545 
r*N 1'1 
v/s Ratio Perm 
>//<•» Dot in n AA I nn n o» n «a n qq n an n oa n q r 
Uniform Delay, d1 
P r o n r o c c i o n F o r t o r 
50.7 
1.00 
39.5 
1.00 
51.3 
1.00 
33.3 
1.00 
56.5 
1 00 1.00 
36.4 
1.00 
56.9 
1.00 
39.6 
1.00 Progression Factor 
Incremental Delay, d2 
H o l a v / / C \ 
22.7 
73.4 
36.8 
76.3 
51.9 
103.2 
3.1 
36.3 
87.6 
144.1 
11.6 
47.9 
88.5 
145 4 145.4 
28.9 
68.6 Delay (s) 
Level of Service 
A RXRXRRIQR*h P ) P I Q \ / 
E E 
75.6 
F D 
60.5 
F D 
64.6 
F E 
79.2 Approach Delay (s) 
Approach LOS E E E E 
Intersection Summary 
HCM Average Control Delay 
1—IOIV/1 \ / r \ l i i m o t r \ P o n o ^ i t v / r o t i A 
70.3 
0.98 
HCM Level of Service E 
HCM Volu e to Capacity ratio 
Actuated Cycle Length (s) 
Intersection Capacity Utilization 
120.0 
92.0% 
Sum of lost time (s) 
ICU Level of Service 
16.0 
F 
Analysis Period (min) 
c Critical Lane Group 
15 
DKS Associates Synchro 6 Report 
9/19/2007 Page 21 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-148 
Milwaukie TSP Update 2030 No Build with RTP 
20: Johnson Creek Blvd & SE Linwood Avenue HCM Signalized Intersection Capacity Analysis 
> — V V 
Movement EBL EBT WBT WBR SBL SBR 
Lane Configurations tt tt r V\ r 
Ideal Flow (vphpl) 
T n t a l 1 n e t t i m p Total Lost time (s) 
1800 
4 0 
1800 
4.0 
1800 
4.0 
1800 
4.0 
1800 
4.0 
1800 
4.0 
Lane Util. Factor 
F r n h n p r l / h i k p c 
4.0 
1.00 
1.00 
0.95 
1.00 
0.95 
1.00 
1.00 
1.00 
0.97 
1.00 
1.00 
1.00 Fipb, ped/bikes 
Flpb, ped/bikes 
Frt 
1.00 
1.00 
1.00 
1.00 
1.00 
1.00 
1.00 
0.85 
1.00 
1.00 
1.00 
0.85 IL 
Flt Protected 
^ a t r l F l n \ A / f n r n f \ 
0.95 
1676 
1.00 
3353 
1.00 
3353 
1.00 
1500 
0.95 
3252 
1.00 
1500 Satd. Flow (prot) 
Flt Permitted 
Satd. Flow (perm) 
16/6 
0.95 
1676 
1.00 
3353 
1.00 
3353 
1500 
1.00 
1500 
0.95 
3252 
1500 
1.00 
1500 
Volume (vph) 
P p a k . h m i r f a n t n r P I — I F 
380 
0.90 
650 
0.90 
420 
0.90 
610 
0.90 
710 
0.90 
460 
0.90 Peak-hour lactoi, PHF 
Adj. Flow (vph) 
R T H R R p r l n r t i n n A / n h A 
422 
0 
0 
722 
0 
0 
467 
0 
0 
678 
523 
789 
0 
0 
511 
339 i O  eduction (vph) 
Lane Group Flow (vph) 
Confl. Bikes (#/hr) 
422 722 
1 
467 155 789 172 
Turn Type 
P r n t p n t p r l P h a c p c Protected Phases 
Prot 
6 
6 1 6 5  
Perm 
8  
Prot 
8 
8 
Permitted Phases 
A r t i i a t p H C r p o n f*^ ( Q \ 28.0 
1 
53.5 20.5 
5 
20.5 30.7 30.7 Actuated Green, G (s) 
Effective Green, g (s) 
A n t n a t o H n / O R a t i n 
29.0 
0.31 
54.5 
0.58 
21.5 
0.23 
21.5 
0.23 
31.7 
0.34 
31.7 
0.34 Actuated g/C Ratio 
Clearance Time (s) 
Vehicle Extension (s) 
5.0 
3.0 
5.0 
3.0 
5.0 
3.0 
5.0 
3.0 
5.0 
3.0 
Lane Grp Cap (vph) 
\ / /Q R a t i n P r n t 
516 
c0.25 
1940 
0.22 
765 
c 0 14 
342 1094 
c0.24 
505 
0.11 v/s Ratio P I O L 
v/s Ratio Perm 
\ / / r R a t i n 0.82 0.37 
0. l4 
0.61 
0.10 
0.45 0.72 0.34 v/c Ratio 
Uniform Delay, d1 
P r n n r p c c i n n F a n t n r 
30.2 
1.00 
10.7 
1.00 
32.6 
1.00 
31.3 
1.00 
27.4 
1.00 
23.4 
1.00 Progression Factor 
Incremental Delay, d2 
R p l a v / 
9.7 
39.9 
0.1 
10.8 
1.4 
34.0 
1.0 
32.2 
2.4 
29.8 
0.4 
23.8 Delay (s) 
Level of Service 
A n n r n a r h P ) p l a \ / 
D B 
21.5 
C 
33.0 
C C 
27.4 
C 
Approach Delay (s) 
Approach LOS C C C 
Intersection Summary 
HCM Average Control Delay 
1—IOIV/1 \ / n l i i m p t n O a n a n i t v / r a t i n 
27.3 
0.73 
HCM Level of Service C 
HCM Volu e to Capacity ratio 
Actuated Cycle Length (s) 
Intersection Capacity Utilization 
94.2 
68.8% 
Sum of lost time (s) 
ICU Level of Service 
12.0 
C 
Analysis Period (min) 15 
c Critical Lane Group 
DKS Associates Synchro 6 Report 
9/19/2007 Page 22 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-149 
Milwaukie Transportation System Plan 2006 P M Peak Hour Traffic Counts 
Peak Hour Traffic S ignal Warrant Ana lys i s 
No. Intersection 
Urban (1) or 
Rural (2)* 
Major Street 
Lanes (1 or 2) 
Minor Street 
Lanes (1 or 2) 
Major 
Volume 
Minor TH 
and LT 
Volume 
Minor RT 
Volume 
RT 
Reduction 
Minor 
Volume 
Warrant 
Volume 
Warrant 
Met? 
1 SE 42nd Avenue @ SE Harrison Street 1 1 1 440 366 70 1.00 366 446 No 
2 SE HarrisonStreet @ SE Main Street 1 1 1 655 175 66 1.00 175 349 No 
4 SE Mcloughlin Boulevard @ SE 22nd Avenue 1 1 1 3570 0 1 1.00 0 100 No 
5 SE 21street @ SE Harrison Street 1 1 1 703 49 75 1.00 49 327 No 
6 SE 32nd Avenue @ SE Johnson Creek Boulevard 1 1 1 966 60 362 0.13 375 216 Yes 
Milwaukie Transportation System Plan 2030 P M Peak Hour Traffic Forecasts 
Peak Hour Traffic S ignal Warrant Ana lys i s 
No. Intersection 
Urban (1) or 
Rural (2)* 
Major Street 
Lanes (1 or 2) 
Minor Street 
Lanes (1 or 2) 
Major 
Volume 
Minor TH 
and LT 
Volume 
Minor RT 
Volume 
RT 
Reduction 
Minor 
Volume 
Warrant 
Volume 
Warrant 
Met? 
1 SE 42nd Avenue @ SE Harrison Street 1 1 1 640 530 80 0.00 610 353 Yes 
2 SE HarrisonStreet @ SE Main Street 1 1 1 860 230 90 1.00 230 256 No 
4 SE Mcloughlin Boulevard @ SE 22nd Avenue 1 1 1 4540 0 10 1.00 0 100 No 
5 SE 21street @ SE Harrison Street 1 1 1 930 50 80 1.00 50 227 No 
6 SE 32nd Avenue @ SE Johnson Creek Boulevard 1 1 1 1510 160 100 1.00 160 100 Yes 
M i lwauk ie T S P A p p e n d i x F: Tra f f i c Da ta D e c e m b e r 4, 2 0 0 7 P a g e F - 1 5 0 
Oregon Department of Transportation 
2006 - All SPIS Sites - By Hwy, MP Region 1 
Rdwy ADT Crsh Fatal A B C PDO City County Connection in 
081 PACIFIC HIGHWAY EAST 
BMP EMP SPIS 
OR-99E 1 4.45 4.54 53,600 1 1 Portland MULTNOMAH 20.32 
OR-99E 1 4.46 4.55 53,600 1 1 Portland MULTNOMAH LEG, FROM 081BP 20.32 
OR-99E 1 4.47 4.56 53,600 1 1 Portland MULTNOMAH 20.32 
OR-99E 1 4.48 4.57 53,600 1 1 Portland MULTNOMAH 20.32 
OR-99E 1 4.49 4.58 53,600 1 1 Portland MULTNOMAH S.E. UMATILLA ST 20.32 
OR-99E 1 4.50 4.59 53,600 1 1 Portland MULTNOMAH 20.32 
OR-99E 1 4.56 4.65 53,600 3 1 1 1 Portland MULTNOMAH 11.01 
OR-99E 1 4.57 4.66 53,600 3 1 1 1 Portland MULTNOMAH 11.01 
OR-99E 1 4.58 4.67 53,600 3 1 1 1 Portland MULTNOMAH 11.01 
OR-99E 1 4.59 4.68 53,600 3 1 1 1 Portland MULTNOMAH 11.01 
OR-99E 1 4.60 4.69 53,600 3 1 1 1 Milwaukie CLACKAMAS 11.01 
OR-99E 1 4.65 4.74 53,600 3 1 2 Milwaukie CLACKAMAS 9.51 
OR-99E 1 4.67 4.76 53,600 5 1 4 Milwaukie CLACKAMAS 12.24 
OR-99E 1 4.68 4.77 53,600 5 1 4 Milwaukie CLACKAMAS 12.24 
OR-99E 1 4.69 4.78 53,600 10 1 4 5 Milwaukie CLACKAMAS 23.01 
OR-99E 1 4.70 4.79 53,600 11 1 5 5 Milwaukie CLACKAMAS 25.28 
OR-99E 1 4.71 4.80 53,600 12 1 5 6 Milwaukie CLACKAMAS 26.02 
OR-99E 1 4.72 4.81 53,600 13 1 6 6 Milwaukie CLACKAMAS 28.23 
OR-99E 1 4.73 4.82 53,600 12 1 6 5 Milwaukie CLACKAMAS 27.52 
OR-99E 1 4.74 4.83 53,600 12 1 6 5 Milwaukie CLACKAMAS 27.52 
OR-99E 1 4.75 4.84 53,600 11 1 6 4 Milwaukie CLACKAMAS 26.78 
OR-99E 1 4.76 4.85 51,100 11 1 6 4 Milwaukie CLACKAMAS 26.87 
OR-99E 1 4.77 4.86 51,100 8 1 5 2 Milwaukie CLACKAMAS 22.89 
OR-99E 1 4.78 4.87 51,100 8 1 5 2 Milwaukie CLACKAMAS ACCESS, TO/FROM 22.89 
OR-99E 1 4.79 4.88 51,100 4 3 1 Milwaukie CLACKAMAS 14.02 
OR-99E 1 4.80 4.89 51,100 3 2 1 Milwaukie CLACKAMAS 11.04 
OR-99E 1 4.81 4.90 51,100 3 2 1 Milwaukie CLACKAMAS 11.04 
OR-99E 1 5.09 5.18 51,100 3 1 2 Milwaukie CLACKAMAS 9.54 
OR-99E 1 5.10 5.19 51,100 4 1 1 2 Milwaukie CLACKAMAS 12.52 
OR-99E 1 5.11 5.20 51,100 17 1 3 2 11 Milwaukie CLACKAMAS 85 44.42 
OR-99E 1 5.12 5.21 51,100 21 1 4 3 13 Milwaukie CLACKAMAS 90 49.73 
OR-99E 1 5.13 5.22 51,100 22 1 4 4 13 Milwaukie CLACKAMAS 90 51.78 
OR-99E 1 5.14 5.23 51,100 22 1 4 4 13 Milwaukie CLACKAMAS 90 51.78 
OR-99E 1 5.15 5.24 51,100 22 1 4 4 13 Milwaukie CLACKAMAS 90 51.78 
OR-99E 1 5.16 5.25 51,100 22 1 4 4 13 Milwaukie CLACKAMAS 90 51.78 
OR-99E 1 5.17 5.26 51,100 21 1 4 3 13 Milwaukie CLACKAMAS 90 49.73 
OR-99E 1 5.18 5.27 51,100 21 1 4 3 13 Milwaukie CLACKAMAS 90 49.73 
OR-99E 1 5.19 5.28 51,100 19 1 4 3 11 Milwaukie CLACKAMAS 90 48.61 
OR-99E 1 5.20 5.29 51,100 18 1 3 3 11 Milwaukie CLACKAMAS ACCESS, TO/FROM 90 46.52 
OR-99E 1 5.21 5.30 51,700 5 1 2 2 Milwaukie CLACKAMAS 15.28 
OR-99E 1 5.37 5.46 51,700 3 3 Milwaukie CLACKAMAS 8.03 
OR-99E 1 5.38 5.47 51,700 3 3 Milwaukie CLACKAMAS 8.03 
OR-99E 1 5.39 5.48 51,700 4 1 3 Milwaukie CLACKAMAS 11.01 
OR-99E 1 5.40 5.49 51,700 4 1 3 Milwaukie CLACKAMAS 11.01 
OR-99E 1 5.41 5.50 51,700 4 1 3 Milwaukie CLACKAMAS 11.01 
OR-99E 1 5.42 5.51 51,700 4 1 3 Milwaukie CLACKAMAS 11.01 
OR-99E 1 5.43 5.52 51,700 4 1 3 Milwaukie CLACKAMAS 081AJ CONN. 11.01 
OR-99E 1 5.44 5.53 51,700 4 1 3 Milwaukie CLACKAMAS 11.01 
OR-99E 1 5.45 5.54 51,700 3 1 2 Milwaukie CLACKAMAS 9.53 
OR-99E 1 5.61 5.70 27,400 3 3 Milwaukie CLACKAMAS 8.56 
OR-99E 1 5.62 5.71 27,400 3 3 Milwaukie CLACKAMAS 8.56 
SPIS Report 2006 (2003-2005 Data) June 28, 2006 Page 221 of 347 
Oregon Department of Transportation 
2006 - All SPIS Sites - By Hwy, MP Region 1 
Rdwy ADT Crsh Fatal A B C PDO City County Connection in 
081 PACIFIC HIGHWAY EAST 
BMP EMP SPIS 
OR-99E 1 5.63 5.72 27,400 15 3 2 10 Milwaukie CLACKAMAS 28.69 
OR-99E 1 5.64 5.73 27,400 16 3 3 10 Milwaukie CLACKAMAS 30.93 
OR-99E 1 5.65 5.74 27,400 22 3 4 15 Milwaukie CLACKAMAS 80 36.40 
OR-99E 1 5.66 5.75 27,400 22 3 4 15 Milwaukie CLACKAMAS 80 36.40 
OR-99E 1 5.67 5.76 27,400 22 3 4 15 Milwaukie CLACKAMAS 80 36.40 
OR-99E 1 5.68 5.77 27,400 23 3 4 16 Milwaukie CLACKAMAS 80 37.01 
OR-99E 1 5.69 5.78 27,400 25 3 4 18 Milwaukie CLACKAMAS 80 38.19 
OR-99E 1 5.70 5.79 27,400 26 3 4 19 Milwaukie CLACKAMAS 85 38.75 
OR-99E 1 5.71 5.80 27,400 23 3 4 16 Milwaukie CLACKAMAS 80 37.01 
OR-99E 1 5.72 5.81 27,400 24 3 4 17 Milwaukie CLACKAMAS 17TH AVE. 8 0 37.61 
OR-99E 1 5.73 5.82 41,800 12 2 10 Milwaukie CLACKAMAS 20.58 
OR-99E 1 5.74 5.83 41,800 12 1 11 Milwaukie CLACKAMAS 19.08 
OR-99E 1 5.75 5.84 41,800 6 6 Milwaukie CLACKAMAS 12.18 
OR-99E 1 5.76 5.85 41,800 7 7 Milwaukie CLACKAMAS 13.24 
OR-99E 1 5.77 5.86 41,800 7 7 Milwaukie CLACKAMAS JACKSON ST. 13.24 
OR-99E 1 5.78 5.87 41,800 7 7 Milwaukie CLACKAMAS 13.24 
OR-99E 1 5.79 5.88 41,800 12 1 2 2 7 Milwaukie CLACKAMAS 85 40.08 
OR-99E 1 5.80 5.89 41,800 14 1 2 3 8 Milwaukie CLACKAMAS 85 43.03 
OR-99E 1 5.81 5.90 41,800 16 1 2 5 8 Milwaukie CLACKAMAS 90 47.39 
OR-99E 1 5.82 5.91 41,800 15 1 2 5 7 Milwaukie CLACKAMAS 90 46.73 
OR-99E 1 5.83 5.92 41,800 15 1 2 5 7 Milwaukie CLACKAMAS S.E. MONROE ST. 9 0 46.73 
OR-99E 1 5.84 5.93 41,800 16 1 2 6 7 Milwaukie CLACKAMAS 90 48.89 
OR-99E 1 5.85 5.94 41,800 18 1 2 7 8 Milwaukie CLACKAMAS 90 51.66 
OR-99E 1 5.86 5.95 41,800 17 1 2 7 7 Milwaukie CLACKAMAS 90 51.03 
OR-99E 1 5.87 5.96 41,800 17 1 2 7 7 Milwaukie CLACKAMAS 90 51.03 
OR-99E 1 5.88 5.97 41,800 16 1 2 7 6 Milwaukie CLACKAMAS ROAD, TO BOAT 9 0 50.39 
OR-99E 1 5.89 5.98 41,800 10 6 4 Milwaukie CLACKAMAS 25.00 
OR-99E 1 5.90 5.99 41,800 8 6 2 Milwaukie CLACKAMAS 23.22 
OR-99E 1 5.91 6.00 41,800 6 4 2 Milwaukie CLACKAMAS 18.18 
OR-99E 1 5.92 6.01 41,800 6 4 2 Milwaukie CLACKAMAS 18.18 
OR-99E 1 5.93 6.02 41,800 6 4 2 Milwaukie CLACKAMAS WASHINGTON ST. 18.18 
OR-99E 1 5.94 6.03 41,800 4 3 1 Milwaukie CLACKAMAS 14.20 
OR-99E 1 6.15 6.24 41,800 3 2 1 Milwaukie CLACKAMAS 11.17 
OR-99E 1 6.16 6.25 41,800 4 1 2 1 Milwaukie CLACKAMAS 14.20 
OR-99E 1 6.17 6.26 41,800 5 1 2 2 Milwaukie CLACKAMAS 15.51 
OR-99E 1 6.18 6.27 41,800 6 2 2 2 Milwaukie CLACKAMAS 18.18 
OR-99E 1 6.19 6.28 41,800 7 2 2 3 Milwaukie CLACKAMAS 19.24 
OR-99E 1 6.20 6.29 41,800 7 2 2 3 Milwaukie CLACKAMAS 19.24 
OR-99E 1 6.21 6.30 41,800 16 2 4 10 Milwaukie CLACKAMAS 22ND AVE. 29.39 
OR-99E 1 6.22 6.31 41,800 18 2 5 11 Milwaukie CLACKAMAS 75 32.16 
OR-99E 1 6.23 6.32 41,800 18 2 5 11 Milwaukie CLACKAMAS 75 32.16 
OR-99E 1 6.24 6.33 41,800 18 2 6 10 Milwaukie CLACKAMAS 75 33.66 
OR-99E 1 6.25 6.34 41,800 18 3 5 10 Milwaukie CLACKAMAS 75 33.66 
OR-99E 1 6.26 6.35 41,800 17 2 5 10 Milwaukie CLACKAMAS 75 31.53 
OR-99E 1 6.27 6.36 41,800 16 2 5 9 Milwaukie CLACKAMAS 30.89 
OR-99E 1 6.28 6.37 41,800 15 1 5 9 Milwaukie CLACKAMAS 28.73 
OR-99E 1 6.29 6.38 41,800 15 1 6 8 Milwaukie CLACKAMAS 30.23 
OR-99E 1 6.30 6.39 41,800 15 1 6 8 Milwaukie CLACKAMAS ACCESS, FROM 30.23 
OR-99E 1 6.31 6.40 37,600 6 1 4 1 Milwaukie CLACKAMAS LEG, FROM RIVER 19.84 
OR-99E 1 6.32 6.41 37,600 4 1 3 Milwaukie CLACKAMAS 15.80 
OR-99E 1 6.33 6.42 37,600 4 1 3 Milwaukie CLACKAMAS 15.80 
OR-99E 1 6.34 6.43 37,600 3 1 2 Milwaukie CLACKAMAS 12.76 
OR-99E 1 6.76 6.85 37,600 4 1 1 2 CLACKAMAS 12.80 
OR-99E 1 6.77 6.86 37,600 6 1 1 4 CLACKAMAS 15.34 
SPIS Report 2006 (2003-2005 Data) June 28, 2006 Page 221 of 347 
Oregon Department of Transportation 
2006 - All SPIS Sites - By Hwy, MP Region 1 
Rdwy BMP EMP ADT Crsh Fatal A B C PDO City County Connection in SPIS 
161 WOODBURN-ESTACADA 
OR-211 1 23.78 23.87 2,400 1 1 CLACKAMAS 24.00 
OR-211 1 23.79 23.88 2,400 1 1 CLACKAMAS 24.00 
OR-211 1 23.80 23.89 2,400 1 1 CLACKAMAS 24.00 
OR-211 1 23.81 23.90 2,400 1 1 CLACKAMAS 24.00 
OR-211 1 23.82 23.91 2,400 1 1 CLACKAMAS 24.00 
OR-211 1 28.71 28.80 2,300 3 1 2 CLACKAMAS 80 36.34 
OR-211 1 28.72 28.81 2,300 3 1 2 CLACKAMAS 80 36.34 
OR-211 1 28.73 28.82 2,300 3 1 2 CLACKAMAS 80 36.34 
OR-211 1 28.74 28.83 2,300 3 1 2 CLACKAMAS 80 36.34 
OR-211 1 28.75 28.84 2,300 3 1 2 CLACKAMAS 80 36.34 
OR-211 1 28.76 28.85 2,300 3 1 2 CLACKAMAS 80 36.34 
OR-211 1 28.77 28.86 2,300 3 1 2 CLACKAMAS HILLOCKBURN RD. 80 36.34 
OR-211 1 32.44 32.53 3,300 5 1 4 CLACKAMAS 21.70 
OR-211 1 32.45 32.54 3,300 5 1 4 CLACKAMAS 21.70 
OR-211 1 32.46 32.55 3,300 6 1 5 CLACKAMAS 23.96 
OR-211 1 32.47 32.56 3,300 6 1 5 CLACKAMAS 23.96 
OR-211 1 32.48 32.57 3,300 6 1 5 CLACKAMAS 23.96 
OR-211 1 32.49 32.58 3,300 6 1 5 CLACKAMAS 23.96 
OR-211 1 32.50 32.59 3,300 6 1 5 CLACKAMAS 23.96 
OR-211 1 32.51 32.60 3,300 6 1 5 CLACKAMAS 23.96 
OR-211 1 32.52 32.61 3,300 6 1 5 CLACKAMAS 23.96 
OR-211 1 32.53 32.62 3,300 4 1 3 CLACKAMAS S.HAYDEN RD. 19.15 
OR-211 1 32.66 32.75 5,700 4 1 1 1 1 CLACKAMAS 75 34.14 
OR-211 1 32.67 32.76 5,700 4 1 1 1 1 CLACKAMAS 75 34.14 
OR-211 1 32.68 32.77 5,700 4 1 1 1 1 CLACKAMAS 75 34.14 
OR-211 1 32.69 32.78 5,700 4 1 1 1 1 CLACKAMAS 75 34.14 
OR-211 1 32.70 32.79 5,700 4 1 1 1 1 CLACKAMAS 75 34.14 
OR-211 1 32.71 32.80 5,700 4 1 1 1 1 CLACKAMAS 75 34.14 
OR-211 1 32.72 32.81 5,700 4 1 1 1 1 CLACKAMAS 75 34.14 
OR-211 1 32.73 32.82 5,700 4 1 1 1 1 CLACKAMAS 75 34.14 
OR-211 1 32.74 32.83 5,700 4 1 1 1 1 CLACKAMAS S. REID RD. 75 34.14 
OR-211 1 32.75 32.84 5,700 3 1 1 1 CLACKAMAS 15.13 
OR-211 1 33.40 33.49 6,800 3 1 2 CLACKAMAS 12.98 
171 CLACKAMAS 
1 -0.01 0.08 13 100 9 3 6 Milwaukie CLACKAMAS 17TH AVE. 23.32 
1 0.00 0.09 13 100 9 3 6 Milwaukie CLACKAMAS 23.32 
1 0.01 0.10 13 100 13 1 5 7 Milwaukie CLACKAMAS 75 32.08 
1 0.02 0.11 13 100 12 1 5 6 Milwaukie CLACKAMAS LEG, FROM 17TH 75 31.09 
1 0.03 0.12 13 100 9 1 4 4 Milwaukie CLACKAMAS 26.32 
1 0.04 0.13 13 100 9 1 4 4 Milwaukie CLACKAMAS 26.32 
1 0.05 0.14 13 100 8 1 3 4 Milwaukie CLACKAMAS 23.61 
1 0.06 0.15 13 100 7 1 2 4 Milwaukie CLACKAMAS 20.81 
1 0.07 0.16 13 100 7 1 2 4 Milwaukie CLACKAMAS 20.81 
1 0.08 0.17 13 100 7 1 2 4 Milwaukie CLACKAMAS 20.81 
OR-224 1 0.09 0.18 13 100 6 1 3 2 Milwaukie CLACKAMAS 20.90 
OR-224 1 0.10 0.19 13 100 6 1 3 2 Milwaukie CLACKAMAS 20.90 
OR-224 1 0.58 0.67 28 900 4 1 3 Milwaukie CLACKAMAS 11.62 
OR-224 1 0.59 0.68 28 900 17 2 5 10 Milwaukie CLACKAMAS 75 32.90 
OR-224 1 0.60 0.69 28 900 19 2 5 12 Milwaukie CLACKAMAS 80 34.25 
OR-224 1 0.61 0.70 28 900 20 2 5 13 Milwaukie CLACKAMAS 80 34.89 
OR-224 1 0.62 0.71 28 900 20 2 5 13 Milwaukie CLACKAMAS 80 34.89 
SPIS Report 2006 (2003-2005 Data) J u n e 28, 2 0 0 6 Page 221 of 347 
Oregon Department of Transportation 
SB 2006 - All SPIS Sites - By Hwy, MP j 
Rte. Rdwy BMP EMP ADT Crsh Fatal A B C PDO City County Connection in Percentile SPIS 
171 CLACKAMAS 
OR-224 1 0.63 0.72 28,900 21 2 5 14 Milwaukie CLACKAMAS 80 35.52 
OR-224 1 0.64 0.73 28,900 21 2 5 14 Milwaukie CLACKAMAS 80 35.52 
OR-224 1 0.65 0.74 28,900 20 2 5 13 Milwaukie CLACKAMAS 80 34.89 
OR-224 1 0.66 0.75 28,900 21 3 5 13 Milwaukie CLACKAMAS 80 37.02 
OR-224 1 0.67 0.76 28,900 20 3 4 13 Milwaukie CLACKAMAS 80 34.89 
OR-224 1 0.68 0.77 28,900 18 3 4 11 Milwaukie CLACKAMAS 171AB CONN. (S.E. 75 33.58 
OR-224 1 0.69 0.78 32,300 11 2 1 8 Milwaukie CLACKAMAS 21.97 
OR-224 1 0.70 0.79 32,300 9 2 1 6 Milwaukie CLACKAMAS 20.20 
OR-224 1 0.71 0.80 32,300 8 2 1 5 Milwaukie CLACKAMAS 19.23 
OR-224 1 0.72 0.81 32,300 8 2 1 5 Milwaukie CLACKAMAS 19.23 
OR-224 1 0.73 0.82 32,300 7 2 1 4 Milwaukie CLACKAMAS 18.20 
OR-224 1 0.74 0.83 32,300 7 2 1 4 Milwaukie CLACKAMAS 18.20 
OR-224 1 0.75 0.84 32,300 8 2 1 5 Milwaukie CLACKAMAS 19.23 
OR-224 1 0.76 0.85 32,300 7 1 1 5 Milwaukie CLACKAMAS 16.70 
OR-224 1 0.77 0.86 32,300 7 1 1 5 Milwaukie CLACKAMAS 16.70 
OR-224 1 0.78 0.87 31,400 7 1 1 5 Milwaukie CLACKAMAS 171AC CONN. (S.E. 16.76 
OR-224 1 0.83 0.92 31,400 3 1 2 Milwaukie CLACKAMAS 9.92 
OR-224 1 0.84 0.93 31,400 14 1 2 5 6 Milwaukie CLACKAMAS 90 46.93 
OR-224 1 0.85 0.94 31,400 14 1 2 6 5 Milwaukie CLACKAMAS 90 48.43 
OR-224 1 0.86 0.95 31,400 14 1 2 6 5 Milwaukie CLACKAMAS 90 48.43 
OR-224 1 0.87 0.96 31,400 14 1 2 6 5 Milwaukie CLACKAMAS 90 48.43 
OR-224 1 0.88 0.97 31,400 15 1 2 6 6 Milwaukie CLACKAMAS 90 49.17 
OR-224 1 0.89 0.98 31,400 15 1 2 6 6 Milwaukie CLACKAMAS 90 49.17 
OR-224 1 0.90 0.99 31,400 15 1 2 6 6 Milwaukie CLACKAMAS 90 49.17 
OR-224 1 0.91 1.00 31,400 16 1 2 7 6 Milwaukie CLACKAMAS 90 51.38 
OR-224 1 0.92 1.01 31,400 17 1 2 7 7 Milwaukie CLACKAMAS 90 52.06 
OR-224 1 0.93 1.02 34,700 16 1 2 7 6 Milwaukie CLACKAMAS 171AD CONN. 90 51.01 
OR-224 1 0.94 1.03 34,700 5 3 2 Milwaukie CLACKAMAS 15.75 
OR-224 1 0.95 1.04 34,700 4 2 2 Milwaukie CLACKAMAS 12.89 
OR-224 1 0.96 1.05 34,700 4 2 2 Milwaukie CLACKAMAS 12.89 
OR-224 1 0.97 1.06 34,700 4 2 2 Milwaukie CLACKAMAS 12.89 
OR-224 1 0.98 1.07 34,700 3 2 1 Milwaukie CLACKAMAS 11.32 
OR-224 1 0.99 1.08 34,700 3 2 1 Milwaukie CLACKAMAS 11.32 
OR-224 1 1.00 1.09 34,700 3 2 1 Milwaukie CLACKAMAS 11.32 
OR-224 1 1.26 1.35 34,700 3 1 1 1 Milwaukie CLACKAMAS 26.32 
OR-224 1 1.27 1.36 34,700 4 1 1 2 Milwaukie CLACKAMAS 27.89 
OR-224 1 1.28 1.37 34,700 6 1 3 2 Milwaukie CLACKAMAS LEG, FROM 171AE 75 33.46 
OR-224 1 1.29 1.38 34,700 6 1 3 2 Milwaukie CLACKAMAS 75 33.46 
OR-224 1 1.30 1.39 34,700 6 1 3 2 Milwaukie CLACKAMAS 75 33.46 
OR-224 1 1.31 1.40 34,700 7 1 3 3 Milwaukie CLACKAMAS 80 34.56 
OR-224 1 1.32 1.41 34,700 7 1 3 3 Milwaukie CLACKAMAS 171AE CONN. (S.E. 80 34.56 
OR-224 1 1.33 1.42 34,700 6 1 2 3 Milwaukie CLACKAMAS 75 31.96 
OR-224 1 1.34 1.43 34,700 6 1 2 3 Milwaukie CLACKAMAS 75 31.96 
OR-224 1 1.35 1.44 34,700 5 1 2 2 Milwaukie CLACKAMAS 30.75 
OR-224 1 1.36 1.45 34,700 4 2 2 Milwaukie CLACKAMAS 12.89 
OR-224 1 1.37 1.46 34,700 3 2 1 Milwaukie CLACKAMAS 171AF CONN. 11.32 
OR-224 1 1.78 1.87 34,700 3 1 1 1 Milwaukie CLACKAMAS 11.32 
OR-224 1 1.79 1.88 34,700 3 1 1 1 Milwaukie CLACKAMAS 11.32 
OR-224 1 1.80 1.89 34,700 5 1 3 1 Milwaukie CLACKAMAS 17.25 
OR-224 1 1.81 1.90 34,700 7 2 4 1 Milwaukie CLACKAMAS 22.56 
OR-224 1 1.82 1.91 34,700 7 2 4 1 Milwaukie CLACKAMAS 22.56 
OR-224 1 1.83 1.92 34,700 7 2 4 1 Milwaukie CLACKAMAS 22.56 
OR-224 1 1.84 1.93 34,700 7 2 4 1 Milwaukie CLACKAMAS 22.56 
SPIS Report 2006 (2003-2005 Data) June 28, 2006 Page 322 of 347 
Oregon Department of Transportation 
2006 - All SPIS Sites - By Hwy, MP Region 1 
Rdwy BMP EMP ADT Crsh Fatal A B C PDO City County Connection in SPIS 
171 CLACKAMAS 
OR-224 1 1.85 1.94 34,700 7 2 4 1 Milwaukie CLACKAMAS 22.56 
OR-224 1 1.86 1.95 34,700 6 1 4 1 Milwaukie CLACKAMAS 19.96 
OR-224 1 1.87 1.96 34,700 6 1 4 1 Milwaukie CLACKAMAS 19.96 
OR-224 1 1.88 1.97 34,700 5 1 4 Milwaukie CLACKAMAS 18.75 
OR-224 1 1.89 1.98 34,700 5 1 4 Milwaukie CLACKAMAS S.E. FREEMAN WAY 18.75 
OR-224 1 2.63 2.72 40,700 6 2 1 3 Milwaukie CLACKAMAS HWY. 171 16.72 
OR-224 1 2.64 2.73 40,700 8 2 2 4 Milwaukie CLACKAMAS 20.26 
OR-224 1 2.65 2.74 40,700 8 2 2 4 Milwaukie CLACKAMAS 20.26 
OR-224 1 2.66 2.75 40,700 8 2 2 4 Milwaukie CLACKAMAS 20.26 
OR-224 1 2.67 2.76 40,700 8 2 2 4 Milwaukie CLACKAMAS 20.26 
OR-224 1 2.68 2.77 40,700 8 2 2 4 Milwaukie CLACKAMAS 20.26 
OR-224 1 2.69 2.78 40,700 8 2 2 4 Milwaukie CLACKAMAS 171AI CONN. 20.26 
OR-224 1 2.70 2.79 35,400 8 2 2 4 Milwaukie CLACKAMAS 20.54 
OR-224 1 2.71 2.80 35,400 8 2 2 4 Milwaukie CLACKAMAS 20.54 
OR-224 1 2.72 2.81 35,400 9 3 2 4 CLACKAMAS RUSK RD. 22.98 
OR-224 1 2.73 2.82 35,400 3 1 1 1 CLACKAMAS 11.31 
OR-224 1 3.10 3.19 35,400 4 1 3 CLACKAMAS 11.37 
OR-224 1 3.11 3.20 35,400 20 1 3 4 12 CLACKAMAS 90 50.50 
OR-224 1 3.12 3.21 35,400 24 1 3 6 14 CLACKAMAS 90 55.83 
OR-224 1 3.13 3.22 35,400 24 1 3 6 14 CLACKAMAS 90 55.83 
OR-224 1 3.14 3.23 35,400 25 1 3 6 15 CLACKAMAS 95 56.38 
OR-224 1 3.15 3.24 35,400 24 1 3 6 14 CLACKAMAS 90 55.83 
OR-224 1 3.16 3.25 35,400 24 1 3 6 14 CLACKAMAS 90 55.83 
OR-224 1 3.17 3.26 35,400 23 1 3 5 14 CLACKAMAS 90 53.77 
OR-224 1 3.18 3.27 35,400 23 1 3 5 14 CLACKAMAS 90 53.77 
OR-224 1 3.19 3.28 35,400 23 1 3 5 14 CLACKAMAS 90 53.77 
OR-224 1 3.20 3.29 35,400 21 1 3 5 12 CLACKAMAS LAKE RD. 90 52.60 
OR-224 1 3.21 3.30 37,800 6 3 3 CLACKAMAS 16.83 
OR-224 1 3.24 3.33 37,800 8 3 3 2 CLACKAMAS 23.40 
OR-224 1 3.25 3.34 37,800 10 3 5 2 CLACKAMAS 28.22 
OR-224 1 3.26 3.35 37,800 11 4 5 2 CLACKAMAS 30.54 
OR-224 1 3.27 3.36 37,800 11 4 5 2 CLACKAMAS 30.54 
OR-224 1 3.28 3.37 37,800 11 4 5 2 CLACKAMAS 30.54 
OR-224 1 3.29 3.38 37,800 11 4 5 2 CLACKAMAS 30.54 
OR-224 1 3.30 3.39 37,800 11 4 5 2 CLACKAMAS 30.54 
OR-224 1 3.31 3.40 37,800 10 4 4 2 CLACKAMAS 28.22 
OR-224 1 3.32 3.41 37,800 10 4 4 2 CLACKAMAS 28.22 
OR-224 1 3.33 3.42 39,800 10 4 4 2 CLACKAMAS PHEASANT COURT 28.10 
OR-224 1 3.34 3.43 39,800 3 1 2 CLACKAMAS 12.71 
OR-224 1 3.56 3.65 39,800 3 2 1 CLACKAMAS 11.21 
OR-224 1 3.57 3.66 39,800 3 2 1 CLACKAMAS 11.21 
OR-224 1 3.58 3.67 39,800 3 2 1 CLACKAMAS 11.21 
OR-224 1 3.59 3.68 39,800 4 2 2 CLACKAMAS 12.75 
OR-224 1 3.60 3.69 39,800 4 2 2 CLACKAMAS 12.75 
OR-224 1 3.61 3.70 39,800 6 2 4 CLACKAMAS 15.25 
OR-224 1 3.62 3.71 39,800 9 2 1 6 CLACKAMAS 19.73 
OR-224 1 3.63 3.72 39,800 13 3 2 8 CLACKAMAS 25.96 
OR-224 1 3.64 3.73 39,800 31 1 4 11 15 CLACKAMAS 95 67.90 
OR-224 1 3.65 3.74 39,800 32 1 3 11 17 CLACKAMAS 95 66.87 
OR-224 1 3.66 3.75 39,800 33 1 2 11 19 CLACKAMAS 95 65.85 
OR-224 1 3.67 3.76 39,800 33 1 2 11 19 CLACKAMAS 95 65.85 
OR-224 1 3.68 3.77 39,800 33 1 2 11 19 CLACKAMAS 95 65.85 
OR-224 1 3.69 3.78 39,800 32 1 2 11 18 CLACKAMAS 95 65.37 
SPIS Report 2006 (2003-2005 Data) June 28, 2006 Page 221 of 347 
CDS150 11/30/2006 OREGON DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION PAGE: 1 
TRANSPORTATION DATA SECTION - CRASH ANALYSIS AND REPORTING UNIT 
CRASH SUMMARIES BY YEAR BY COLLISION TYPE 
All crashes in Milwaukie 
1-1-2003 through available 2006 2006 data could change 
COLLISION TYPE 
FATAL 
CRASHES 
NON-
FATAL 
CRASHES 
PROPERTY 
DAMAGE 
ONLY 
TOTAL 
CRASHES 
PEOPLE 
KILLED 
PEOPLE 
INJURED TRUCKS 
DRY 
SURF 
WET 
SURF DAY DARK 
INTER-
SECTION 
INTER-
SECTION 
RELATED 
OFF-
ROAD 
YEAR: 2006 
ANGLE 0 5 11 16 0 10 0 12 4 13 3 16 0 0 
BACKING 0 1 1 2 0 1 0 2 0 2 0 0 0 0 
FIXED / OTHER OBJECT 0 4 8 12 0 4 1 5 7 4 8 0 0 7 
MISCELLANEOUS 0 1 0 1 0 1 0 0 0 1 0 0 0 0 
PEDESTRIAN 0 1 0 1 0 1 0 0 1 1 0 1 0 0 
REAR-END 0 12 18 30 0 18 0 20 10 22 8 4 5 0 
SIDESWIPE - OVERTAKING 0 1 4 5 0 1 0 3 2 3 2 0 0 1 
TURNING MOVEMENTS 0 11 17 28 0 17 2 20 8 23 5 17 0 2 
2006 TOTAL 0 36 59 95 0 53 3 62 32 69 26 38 5 10 
YEAR: 2005 
ANGLE 0 20 4 24 0 28 1 22 2 20 4 21 0 1 
BACKING 0 0 4 4 0 0 0 2 2 3 1 0 0 1 
FIXED / OTHER OBJECT 0 8 6 14 0 9 0 8 6 6 8 1 0 9 
HEAD-ON 0 3 0 3 0 6 0 2 1 1 1 0 0 1 
PEDESTRIAN 0 3 0 3 0 3 0 2 0 1 1 1 1 0 
REAR-END 0 36 36 72 0 56 1 59 13 56 16 13 6 3 
SIDESWIPE - MEETING 0 0 2 2 0 0 0 1 1 1 1 0 0 0 
SIDESWIPE - OVERTAKING 0 3 2 5 0 5 0 4 1 3 2 0 0 0 
TURNING MOVEMENTS 0 10 19 29 0 13 0 20 8 18 11 17 0 0 
2005 TOTAL 0 83 73 156 0 120 2 120 34 109 45 53 7 15 
YEAR: 2004 
ANGLE 0 11 13 24 0 18 0 22 2 20 4 21 0 0 
BACKING 0 3 3 6 0 4 1 2 4 4 2 0 2 0 
FIXED / OTHER OBJECT 0 4 9 13 0 4 0 9 4 6 7 2 1 10 
HEAD-ON 0 1 1 2 0 1 0 1 1 1 1 0 0 0 
MISCELLANEOUS 0 1 1 2 0 2 0 2 0 1 1 0 0 0 
PEDESTRIAN 0 1 0 1 0 1 0 1 0 1 0 1 0 0 
REAR-END 0 35 34 69 0 47 0 49 20 56 13 6 20 0 
SIDESWIPE - MEETING 0 1 1 2 0 1 0 0 2 2 0 0 0 0 
SIDESWIPE - OVERTAKING 0 2 4 6 0 2 0 6 0 6 0 0 1 0 
TURNING MOVEMENTS 0 16 14 30 0 21 0 22 8 19 11 19 2 0 
2004 TOTAL 0 75 80 155 0 101 1 114 41 116 39 49 26 10 
YEAR: 2003 
ANGLE 0 18 25 43 0 29 0 34 9 38 5 32 1 1 
BACKING 0 2 9 11 0 2 0 9 2 8 3 0 2 1 
FIXED / OTHER OBJECT 0 6 8 14 0 7 0 10 4 5 9 1 0 14 
HEAD-ON 0 1 1 2 0 2 0 2 0 2 0 0 0 1 
NON-COLLISION 0 1 0 1 0 1 1 1 0 1 0 0 0 0 
PARKING MOVEMENTS 0 0 1 1 0 0 0 1 0 1 0 0 0 1 
PEDESTRIAN 0 3 0 3 0 3 0 1 2 0 3 1 2 0 
REAR-END 0 35 34 69 0 48 4 42 26 60 9 26 12 0 
SIDESWIPE - MEETING 0 0 2 2 0 0 0 2 0 1 1 0 0 0 
SIDESWIPE - OVERTAKING 0 5 12 17 0 8 4 15 2 15 1 0 1 2 
TURNING MOVEMENTS 0 10 18 28 0 13 2 19 9 24 4 19 0 1 
2003 TOTAL 0 81 110 191 0 113 11 136 54 155 35 79 18 21 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-156 
CDS150 11/30/2006 OREGON DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION 
TRANSPORTATION DATA SECTION - CRASH ANALYSIS AND REPORTING UNIT 
CRASH SUMMARIES BY YEAR BY COLLISION TYPE 
PAGE: 2 
All crashes in Milwaukie 
1-1-2003 through available 2006 2006 data could change 
NON- PROPERTY INTER-
FATAL FATAL DAMAGE TOTAL PEOPLE PEOPLE DRY WET INTER- SECTION OFF-
COLLISION TYPE CRASHES CRASHES ONLY CRASHES KILLED INJURED TRUCKS SURF SURF DAY DARK SECTION RELATED ROAD 
FINAL TOTAL 0 275 322 597 0 387 17 432 161 449 145 219 56 56 
Note: Legislative changes to DMV's vehicle crash reporting requirements, effective 01/01/2004, may result in fewer property damage only crashes being eligible for inclusion in the 
Statewide Crash Data File. 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-157 
CDS150 11/30/2006 OREGON DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION PAGE: 1 
TRANSPORTATION DATA SECTION - CRASH ANALYSIS AND REPORTING UNIT 
CRASH SUMMARIES BY YEAR BY COLLISION TYPE 
McLoughlin Blvd (Route 99E, Hwy 81 at SE Ochoco Street in Milwaukie 
1-1-2003 through 12-31-2005 
NON- PROPERTY INTER-
FATAL FATAL DAMAGE TOTAL PEOPLE PEOPLE DRY WET INTER- SECTION OFF-
COLLISION TYPE CRASHES CRASHES ONLY CRASHES KILLED INJURED TRUCKS SURF SURF DAY DARK SECTION RELATED ROAD 
YEAR: 2005 
ANGLE 0 0 1 1 0 0 1 1 0 1 0 1 0 0 
TURNING MOVEMENTS 0 1 0 1 0 1 0 1 0 1 0 1 0 0 
2005 TOTAL 0 1 1 2 0 1 1 0 2 0 2 0 0 
YEAR: 2004 
ANGLE 0 1 0 1 0 3 0 1 0 1 0 1 0 0 
2004 TOTAL 0 1 0 1 0 3 0 1 0 1 0 1 0 0 
YEAR: 2003 
REAR-END 0 2 0 2 0 4 0 1 1 2 0 2 0 0 
2003 TOTAL 0 2 0 2 0 4 0 1 1 2 0 2 0 0 
FINAL TOTAL 0 4 1 5 0 8 1 4 1 5 0 5 0 0 
Note: Legislative changes to DMV's vehicle crash reporting requirements, effective 01/01/2004, may result in fewer property damage only crashes being eligible for inclusion in the 
Statewide Crash Data File. 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-158 
CDS150 01/17/2007 OREGON DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION 
TRANSPORTATION DATA SECTION - CRASH ANALYSIS AND REPORTING UNIT 
CRASH SUMMARIES BY YEAR BY COLLISION TYPE 
McLoughlin Blvd (Route 99E, Hwy 81) at SE Milport Road in Milwaukie 
1-1-2003 through 12-31-2005 
PAGE: 1 
COLLISION TYPE 
NON-
FATAL FATAL 
CRASHES CRASHES 
PROPERTY 
DAMAGE 
ONLY 
TOTAL PEOPLE PEOPLE DRY WET 
CRASHES KILLED INJURED TRUCKS SURF SURF DAY DARK 
INTER-
SECTION 
INTER-
SECTION OFF-
RELATED ROAD 
YEAR: 2004 
ANGLE 
2004 TOTAL 
YEAR: 2003 
ANGLE 
REAR-END 
TURNING MOVEMENTS 
2003 TOTAL 
FINAL TOTAL 
Note: Legislative changes to DMV's vehicle crash reporting requirements, effective 01/01/2004, may result in fewer property damage only crashes being eligible for inclusion in the 
Statewide Crash Data File. 
0 4 5 9 0 9 6 2 6 3 9 0 0 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-159 
CDS150 01/17/2007 OREGON DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION 
TRANSPORTATION DATA SECTION - CRASH ANALYSIS AND REPORTING UNIT 
CRASH SUMMARIES BY YEAR BY COLLISION TYPE 
PAGE: 1 
McLoughlin Blvd (Route 99E, Hwy 81) at SE Monroe Street in Milwaukie 
1-1-2003 through 12-31-2005 
COLLISION TYPE 
NON- PROPERTY 
FATAL FATAL DAMAGE TOTAL PEOPLE PEOPLE 
CRASHES CRASHES ONLY CRASHES KILLED INJURED TRUCKS 
DRY WET 
SURF SURF 
INTER-
INTER- SECTION OFF-
DAY DARK SECTION RELATED ROAD 
YEAR: 
TOTAL 
FINAL TOTAL 
Note: Legislative changes to DMV's vehicle crash reporting requirements, effective 01/01/2004, may result in fewer property damage only crashes being eligible for inclusion in the 
Statewide Crash Data File. 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-160 
CDS150 01/17/2007 OREGON DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION 
TRANSPORTATION DATA SECTION - CRASH ANALYSIS AND REPORTING UNIT 
CRASH SUMMARIES BY YEAR BY COLLISION TYPE 
McLoughlin Blvd (Route 99E, Hwy 81) at SE Washington Street in Milwaukie 
1-1-2003 through 12-31-2005 
PAGE: 1 
COLLISION TYPE 
NON-
FATAL FATAL 
CRASHES CRASHES 
PROPERTY 
DAMAGE 
ONLY 
TOTAL PEOPLE PEOPLE DRY WET 
CRASHES KILLED INJURED TRUCKS SURF SURF DAY DARK 
INTER-
SECTION 
INTER-
SECTION OFF-
RELATED ROAD 
YEAR: 2005 
FIXED / OTHER OBJECT 
2005 TOTAL 
YEAR: 2003 
REAR-END 
2003 TOTAL 
FINAL TOTAL 
Note: Legislative changes to DMV's vehicle crash reporting requirements, effective 01/01/2004, may result in fewer property damage only crashes being eligible for inclusion in the 
Statewide Crash Data File. 
0 1 2 0 0 2 0 2 0 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-161 
CDS150 01/17/2007 OREGON DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION 
TRANSPORTATION DATA SECTION - CRASH ANALYSIS AND REPORTING UNIT 
CRASH SUMMARIES BY YEAR BY COLLISION TYPE 
McLoughlin Blvd (Route 99E, Hwy 81) at SE River Road in Milwaukie 
1-1-2003 through 12-31-2005 
PAGE: 1 
COLLISION TYPE 
NON-
FATAL FATAL 
CRASHES CRASHES 
PROPERTY 
DAMAGE 
ONLY 
TOTAL PEOPLE PEOPLE DRY WET 
CRASHES KILLED INJURED TRUCKS SURF SURF DAY DARK 
INTER-
SECTION 
INTER-
SECTION OFF-
RELATED ROAD 
YEAR: 2005 
REAR-END 
2005 TOTAL 
YEAR: 2004 
ANGLE 
FIXED / OTHER OBJECT 
REAR-END 
2004 TOTAL 
FINAL TOTAL 
Note: Legislative changes to DMV's vehicle crash reporting requirements, effective 01/01/2004, may result in fewer property damage only crashes being eligible for inclusion in the 
Statewide Crash Data File. 
0 0 5 5 0 0 0 3 2 4 5 0 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-162 
CDS150 01/17/2007 OREGON DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION 
TRANSPORTATION DATA SECTION - CRASH ANALYSIS AND REPORTING UNIT 
CRASH SUMMARIES BY YEAR BY COLLISION TYPE 
Clackamas Hwy (Route 224, Hwy 171) at SE 17th Avenue in Milwaukie 
1-1-2003 through 12-31-2005 
PAGE: 1 
COLLISION TYPE 
NON-
FATAL FATAL 
CRASHES CRASHES 
PROPERTY 
DAMAGE 
ONLY 
TOTAL PEOPLE PEOPLE DRY WET 
CRASHES KILLED INJURED TRUCKS SURF SURF DAY DARK 
INTER-
SECTION 
INTER-
SECTION OFF-
RELATED ROAD 
YEAR: 2004 
REAR-END 
2004 TOTAL 
YEAR: 2003 
REAR-END 
2003 TOTAL 
FINAL TOTAL 
Note: Legislative changes to DMV's vehicle crash reporting requirements, effective 01/01/2004, may result in fewer property damage only crashes being eligible for inclusion in the 
Statewide Crash Data File. 
0 1 2 0 3 0 2 0 2 0 2 0 0 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-163 
CDS150 01/17/2007 OREGON DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION 
TRANSPORTATION DATA SECTION - CRASH ANALYSIS AND REPORTING UNIT 
CRASH SUMMARIES BY YEAR BY COLLISION TYPE 
Clackamas Hwy (Route 224, Hwy 171) at SE Harrison Street in Milwaukie 
1-1-2003 through 12-31-2005 
PAGE: 1 
COLLISION TYPE 
NON-
FATAL FATAL 
CRASHES CRASHES 
PROPERTY 
DAMAGE 
ONLY 
TOTAL PEOPLE PEOPLE DRY WET 
CRASHES KILLED INJURED TRUCKS SURF SURF DAY DARK 
INTER-
SECTION 
INTER-
SECTION OFF-
RELATED ROAD 
YEAR: 2005 
ANGLE 
REAR-END 
TURNING MOVEMENTS 
2005 TOTAL 
YEAR: 2003 
ANGLE 
REAR-END 
TURNING MOVEMENTS 
2003 TOTAL 
FINAL TOTAL 
1 
2 
1 
4 
10 
1 
2 
1 
4 
10 
Note: Legislative changes to DMV's vehicle crash reporting requirements, effective 01/01/2004, may result in fewer property damage only crashes being eligible for inclusion in the 
Statewide Crash Data File. 
0 4 6 0 5 0 7 3 5 5 0 0 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-164 
CDS150 01/17/2007 OREGON DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION 
TRANSPORTATION DATA SECTION - CRASH ANALYSIS AND REPORTING UNIT 
CRASH SUMMARIES BY YEAR BY COLLISION TYPE 
Clackamas Hwy (Route 224, Hwy 171) at SE Monroe Street in Milwaukie 
1-1-2003 through 12-31-2005 
PAGE: 1 
COLLISION TYPE 
NON-
FATAL FATAL 
CRASHES CRASHES 
PROPERTY 
DAMAGE 
ONLY 
TOTAL PEOPLE PEOPLE DRY WET 
CRASHES KILLED INJURED TRUCKS SURF SURF DAY DARK 
INTER-
SECTION 
INTER-
SECTION OFF-
RELATED ROAD 
YEAR: 2005 
ANGLE 
TURNING MOVEMENTS 
2005 TOTAL 
YEAR: 2003 
REAR-END 
TURNING MOVEMENTS 
2003 TOTAL 
FINAL TOTAL 
Note: Legislative changes to DMV's vehicle crash reporting requirements, effective 01/01/2004, may result in fewer property damage only crashes being eligible for inclusion in the 
Statewide Crash Data File. 
0 2 3 5 0 3 0 4 4 5 0 0 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-165 
CDS150 01/17/2007 OREGON DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION 
TRANSPORTATION DATA SECTION - CRASH ANALYSIS AND REPORTING UNIT 
CRASH SUMMARIES BY YEAR BY COLLISION TYPE 
Clackamas Hwy (Route 224, Hwy 171) at SE 37th Avenue and SE Edison Street in Milwaukie 
1-1-2003 through 12-31-2005 
PAGE: 1 
COLLISION TYPE 
NON-
FATAL FATAL 
CRASHES CRASHES 
PROPERTY 
DAMAGE 
ONLY 
TOTAL 
CRASHES 
PEOPLE 
KILLED 
PEOPLE 
INJURED TRUCKS 
DRY 
SURF 
WET 
SURF DAY DARK 
INTER-
SECTION 
INTER-
SECTION OFF-
RELATED ROAD 
YEAR: 2004 
ANGLE 
2004 TOTAL 
FINAL TOTAL 
Note: Legislative changes to DMV's vehicle crash reporting requirements, effective 01/01/2004, may result in fewer property damage only crashes being eligible for inclusion in the 
Statewide Crash Data File. 
0 1 0 0 2 0 0 0 0 0 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-166 
CDS150 01/17/2007 OREGON DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION 
TRANSPORTATION DATA SECTION - CRASH ANALYSIS AND REPORTING UNIT 
CRASH SUMMARIES BY YEAR BY COLLISION TYPE 
Clackamas Hwy (Route 224, Hwy 171) at SE Freeman Way in Milwaukie 
1-1-2003 through 12-31-2005 
PAGE: 1 
COLLISION TYPE 
NON-
FATAL FATAL 
CRASHES CRASHES 
PROPERTY 
DAMAGE 
ONLY 
TOTAL PEOPLE PEOPLE DRY WET 
CRASHES KILLED INJURED TRUCKS SURF SURF DAY DARK 
INTER-
SECTION 
INTER-
SECTION OFF-
RELATED ROAD 
YEAR: 2005 
REAR-END 
2005 TOTAL 
YEAR: 2003 
REAR-END 
2003 TOTAL 
FINAL TOTAL 
Note: Legislative changes to DMV's vehicle crash reporting requirements, effective 01/01/2004, may result in fewer property damage only crashes being eligible for inclusion in the 
Statewide Crash Data File. 
0 3 4 0 5 2 3 4 0 4 0 0 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-167 
CDS150 01/17/2007 OREGON DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION 
TRANSPORTATION DATA SECTION - CRASH ANALYSIS AND REPORTING UNIT 
CRASH SUMMARIES BY YEAR BY COLLISION TYPE 
Clackamas Hwy (Route 224, Hwy 171) at SE Harmony Road in/near Milwaukie 
1-1-2003 through 12-31-2005 
PAGE: 1 
COLLISION TYPE 
NON-
FATAL FATAL 
CRASHES CRASHES 
PROPERTY 
DAMAGE 
ONLY 
TOTAL PEOPLE PEOPLE DRY WET 
CRASHES KILLED INJURED TRUCKS SURF SURF DAY DARK 
INTER-
SECTION 
INTER-
SECTION OFF-
RELATED ROAD 
YEAR: 2005 
TURNING MOVEMENTS 
2005 TOTAL 
FINAL TOTAL 
Note: Legislative changes to DMV's vehicle crash reporting requirements, effective 01/01/2004, may result in fewer property damage only crashes being eligible for inclusion in the 
Statewide Crash Data File. 
0 0 0 0 0 0 0 0 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-168 
CDS150 01/17/2007 OREGON DEPARTMENT OF TRANSPORTATION - TRANSPORTATION DEVELOPMENT DIVISION 
TRANSPORTATION DATA SECTION - CRASH ANALYSIS AND REPORTING UNIT 
CRASH SUMMARIES BY YEAR BY COLLISION TYPE 
Clackamas Hwy (Route 224, Hwy 171) at SE Lake Road in/near Milwaukie 
1-1-2003 through 12-31-2005 
PAGE: 1 
COLLISION TYPE 
NON-
FATAL FATAL 
CRASHES CRASHES 
PROPERTY 
DAMAGE 
ONLY 
TOTAL PEOPLE PEOPLE DRY WET 
CRASHES KILLED INJURED TRUCKS SURF SURF DAY DARK 
INTER-
SECTION 
INTER-
SECTION OFF-
RELATED ROAD 
YEAR: 2005 
ANGLE 
REAR-END 
TURNING MOVEMENTS 
2005 TOTAL 
YEAR: 2004 
ANGLE 
2004 TOTAL 
YEAR: 2003 
ANGLE 
REAR-END 
2003 TOTAL 
FINAL TOTAL 
3 
4 
7 
15 
4 
3 
7 
15 
2 
3 
5 
12 
2 
3 
5 
10 
3 
4 
7 
15 
Note: Legislative changes to DMV's vehicle crash reporting requirements, effective 01/01/2004, may result in fewer property damage only crashes being eligible for inclusion in the 
Statewide Crash Data File. 
1 7 7 0 3 5 0 0 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-169 
Milwaukie TSP Cost Estimate 
6/27/07 
DRAFT CONCEPT PLAN (JULY 2007) Pedestr ian Master Plan 
Contingency (construction, design, admin) Bridge Cost/SF ROW Cost/SF staff+appraisals 
75% $275 $17 22% 
Total 
Length [ft] 
Number of 
Bridges 
Total 
Bridge 
Length (ft) 
Net Road 
Length 
Name Improvement From To Functional Classification Lanes Cost/LF Road Cost w/ Contingency 
Bridge 
Width (ft) 
Bridge Cost w/ Contingency 
ROW Width 
(ft) 
ROW Cost 
w/ staff costs & 
appraisals 
Cost 
4380 4380 SE 17th Avenue Fill in sidewalk gaps on both sides of street. SE Ochoco Street SE McLoughlin Boulevard Arterial $120 $525,600 $919,800 0 $0 $0 $919,800 
4910 4910 SE Lake Road Fill in sidewalk gaps on both sides of street. SE Oatfield Road Hwy 224 Arterial $120 $589,200 $1,031,100 10 $834,700 $1,018,334 $2,049,434 
5200 5200 SE Monroe Street Fill in sidewalk gaps on both sides of street. SE 42nd Avenue City limit Collector $120 $624,000 $1,092,000 5 $442,000 $539,240 $1,631,240 
8260 8260 SE Stanley Avenue Fill in sidewalk gaps on both sides of street. SE Johnson Creek 
Boulevard 
SE Railroad Avenue Collector $120 $991,200 $1,734,600 15 $2,106,300 $2,569,686 $4,304,286 
7740 7740 SE Railroad Avenue Fill in sidewalk gaps on both sides of street. SE 37th Avenue SE Harmony Road Collector $120 $928,800 $1,625,400 $1,625,400 
Sidewalk maintenance Clear overhanging vegetation and other obstructions from 
sidewalks; Repair of safety hazards on existing sidewalks 
Citywide Citywide $20,000 
SE 43rd Avenue/SE King Road Intersection enhancements Location specific Location specific N/A $10,000 $0 $0 $15,000 
3660 3660 SE Brookside Drive Fill in sidewalk gaps on both sides of street. SE Johnson Creek 
Boulevard 
SE Regents Drive Local Street $120 $439,200 $768,600 $0 $0 $15,000 
2840 2840 SE McLoughlin Boulevard Fill in sidewalk gaps on both sides of street. SE Washington Street City limits Regional Route $120 $340,800 $596,400 0 $0 $0 $596,400 
SE Railroad Avenue/SE Oak Street Intersection enhancements Location specific Location specific $15,000 
Identify walkways Provide maps and signage on streets to identify ways to get through 
the city 
Citywide Citywide $10,000 
Pedestrian Amenities along routes Install amenities, such as benches, and similar improvements along 
key walking routes 
Citywide Citywide $50,000 
Policy to develop walkways on essential routes Focus on construct sidewalk or appropriate walkways on important 
pedestrian routes 
Citywide Citywide $0 
Police enforcement on automobiles Enforcement of speeding violations, including photo radar, to make 
the streets generally safer; Enforcement of laws related to 
pedestrian crossings and crosswalks 
Citywide Citywide $0 
Pedestrian safety at schools Utilize safe routes to schools programs and resources Citywide Citywide $0 
Policies that encourage walking Support mixed-use development and services near residential 
areas; Re-examine automobile centered policies, such as high 
amounts of required parking 
Citywide Citywide $0 
1450 1450 SE 19th Avenue Fill in sidewalk gaps on both sides of street. SE Eagle Street SE Sparrow Street Arterial $120 $174,000 $304,500 0 $0 $0 $304,500 
1550 1550 SE 22nd Avenue Fill in sidewalk gaps on both sides of street. Hwy 99E SE Sparrow Street Arterial $120 $186,000 $325,500 0 $0 $0 $325,500 
3780 3780 SE 37th Avenue Fill in sidewalk gaps on both sides of street. SE Lake Road SE Harrison Street Collector $120 $453,600 $793,800 0 $0 $0 $793,800 
2620 2620 SE 43rd Avenue Fill in sidewalk gaps on both sides of street. SE Olsen Street SE King Road Collector $120 $314,400 $550,200 0 $0 $0 $550,200 
550 550 SE Edison Street Fill in sidewalk gaps on both sides of street. SE 35th Avenue SE 37th Avenue Local Street $120 $66,000 $115,500 0 $0 $0 $115,500 
180 180 SE Harmony Road Fill in sidewalk gaps on both sides of street. SE Linwood Avenue City limits Arterial $120 $21,600 $37,800 0 $0 $0 $37,800 
1280 1280 SE Harvey Street Fill in sidewalk gaps on both sides of street. SE 32nd Avenue SE 42nd Avenue Neighborhood Route $120 $153,600 $268,800 10 $217,600 $265,472 $534,272 
3600 3600 SE Home Avenue Fill in sidewalk gaps on both sides of street. SE Railroad Avenue SE King Road Neighborhood Route $120 $432,000 $756,000 0 $0 $0 $756,000 
3650 3650 SE International Way Fill in sidewalk gaps on both sides of street. SE Freeman Way SE Lake Road Local Street $120 $438,000 $766,500 0 $0 $0 $766,500 
1800 1800 SE Johnson Creek Boulevard Fill in sidewalk gaps on both sides of street. SE Harney Drive City limits Arterial $120 $216,000 $378,000 0 $0 $0 $378,000 
6450 6450 SE Linwood Avenue Fill in sidewalk gaps on both sides of street. SE Johnson Creek 
Boulevard 
SE Railroad Avenue Arterial $120 $774,000 $1,354,500 12 $1,315,800 $1,605,276 $2,959,776 
3360 3360 SE Logus Road Fill in sidewalk gaps on both sides of street. SE 43rd Avenue SE Stanley Road Neighborhood Route $120 $403,200 $705,600 8 $456,960 $557,491 $1,263,091 
2140 2140 SE Mason Lane Fill in sidewalk gaps on both sides of street. SE 42nd Avenue SE Regents Drive Neighborhood Route $120 $256,800 $449,400 5 $181,900 $221,918 $671,318 
630 630 SE Oatfield Road Fill in sidewalk gaps on both sides of street. SE Guilford Court City Limits Arterial $120 $75,600 $132,300 0 $0 $0 $132,300 
2350 2350 SE Regents Drive Fill in sidewalk gaps on both sides of street. SE Brookeside Drive SE Winsor Drive Neighborhood Route $120 $282,000 $493,500 0 $0 $0 $493,500 
1500 1500 SE River Road Fill in sidewalk gaps on both sides of street. Hwy 99E SE Lark Street Arterial $120 $180,000 $315,000 10 $255,000 $311,100 $626,100 
460 460 SE Roswell Street Fill in sidewalk gaps on both sides of street. SE 32nd Avenue SE 36th Avenue Neighborhood Route $120 $55,200 $96,600 10 $78,200 $95,404 $192,004 
2110 2110 SE Rusk Road Fill in sidewalk gaps on both sides of street. SE Lake Road North Clackamas Park Collector $120 $253,200 $443,100 5 $179,350 $218,807 $661,907 
1035 1035 SE Olsen Street Fill in sidewalk gaps on north side of street. SE 32nd Avenue SE 43rd Avenue Neighborhood Route $120 $124,200 $217,350 10 $175,950 $214,659 $432,009 
Intersections throughout the City Install curb ramps at all intersections with sidewalks* Citywide Citywide N/A $5,000 5,000 per ramp $0 $0 $5,000 
SE 37th Avenue/Hwy 224 Intersection enhancements Location specific Location specific N/A $20,000 $0 $0 $20,000 
SE Freeman Way/Hwy 224 Intersection enhancements Location specific Location specific N/A $20,000 $0 $0 $20,000 
SE Harmony Road/SE Lake Road Intersection enhancements Location specific Location specific N/A $20,000 $0 $0 $15,000 
SE Harrison Street/Hwy 224 Intersection enhancements Location specific Location specific N/A $20,000 $0 $0 $20,000 
SE Monroe Street/Hwy 224 Intersection enhancements Location specific Location specific N/A $20,000 $0 $0 $15,000 
2000 2000 Hwy 224 Fill in sidewalk gaps on both sides of street. SE Oak Street SE 37th Avenue Regional Route $120 $240,000 $420,000 0 $0 $0 $420,000 
SE Oak Street/Hwy 224 Intersection enhancements Location specific Location specific N/A $20,000 $0 $0 $20,000 
SE Olsen Street/SE 42nd Avenue Intersection enhancements Location specific Location specific N/A $10,000 $0 $0 $20,000 
SE Railroad Avenue/SE 37th Avenue Intersection enhancements Location specific Location specific N/A $10,000 $0 $0 $10,000 
3840 3840 North Clackamas Park Provide sidewalks to connect park to school. North Clackamas Park Rowe Middle School Arterial $120 $460,800 $806,400 6 $391,680 $477,850 $1,284,250 
SE Stanley Avenue/SE Logus Road Intersection enhancements Location specific Location specific $15,000 
Improved Ramp at Springwater Trail/SE McLoughlin Boulevard Intersection enhancements Location specific Location specific $15,000 
SE 49th Avenue Fill in sidewalk gaps on both sides of street. SE Logus Road SE King Road Neighborhood Route $250,000 
Policy to develop walkways throughout the City Construct sidewalks or appropriate walkways everywhere as 
development occurs or capital funds become available. 
Citywide Citywide $10,000 
Police enforcement on pedestrians Enforce laws related to pedestrians and street crossings Citywide Citywide $10,000 
Improved Education Educate general public about pedestrian safety; Inform general 
public about traffic laws related to pedestrians 
Citywide Citywide $10,000 
subtotal $10,154,000 $17,498,250 $0 $0 $6,635,440 $8,095,237 
construction subtotal $10,154,000 
contingency $7,615,500 
Total $25,404,887 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-170 
Milwaukie TSP Cost Estimate 
6/27/07 
Contingency (construction, design, admin) Bridge Cost/SF ROW Cost/SF staff+appraisals 
DRAFT CONCEPT PLAN (JULY 2007) Bike Master Plan 75% $275 $17 22% 
Total Length 
[ft] 
Number of 
Bridges 
Total 
Bridge 
Length (ft) 
Net Road 
Length 
Name Improvement From To Functional Classification Lanes Cost/LF Road Cost w/ Contingency Bridge Width (ft) Bridge Cost w/ Contingency 
ROW Width 
(ft) ROW Cost 
w/ staff costs & 
appraisals Cost 
0 Citywide Signage for neighborhood bike routes Citywide Citywide TSP N/A $150,000 
0 Citywide Sweeping of bike lanes to remove debris Citywide Citywide TSP N/A $50,000 
0 Citywide Education for bike use and route selection Citywide Citywide TSP N/A $10,000 
0 SE 17th Avenue/Hwy 99E Improve safety of crossing at intersection and connection westbound on SE 17th 
Avenue. 
Location specific Location specific TSP N/A $10,000 
0 SE 17th Avenue/Hwy 224 Improve safety of crossing at intersection. Location specific Location specific TSP N/A $10,000 
0 SE Washington Street/SE Oak Street/Hwy 224 Improve safety of crossing at intersection. Location specific Location specific TSP N/A $10,000 
0 Citywide Coordination of community rides to encourage bike use. Citywide Citywide TSP N/A $5,000 
2340 2340 SE 19th Avenue and SE Sparrow Street Enhance corridor for bicycle travel. This would connect the south end of Kellog 
Creek Trail to SE River Road 
SE Eagle Street SE River Road Local TSP $180 $421,200 $737,100 0 $0 $0 $737,100 
1310 1310 SE 17th Avenue Fill in gaps in existing bicycle network with bike lanes. SE Waverly Drive SE Harrison Street Arterial TSP $50 $65,500 $114,625 0 $0 $0 $114,625 
0 Citywide Multi-jurisdictional coordination Citywide Citywide TSP N/A $10,000 
0 SE Johnson Creek Boulevard/Springwater Corridor Improve safety of crossing at intersection. Location specific Location specific TSP N/A $10,000 
520 520 SE Harrison Street Fill in gaps in existing bicycle network with bike lanes. Hwy 99E SE 21st Avenue Arterial TSP $300 $156,000 $273,000 0 $0 $0 $273,000 
16510 0 0 16510 Springwater Corridor Improve corridor through repaving "Three Bridges" area SE 82nd Avenue Trail TSP $100 $1,651,000 $2,889,250 0 $0 $0 $2,889,250 
7740 7740 SE Railroad Avenue Fill in gaps in existing bicycle network with bike lanes. SE 37th Avenue SE Linwood Avenue Collector TSP $180 $1,393,200 $2,438,100 12 $1,578,960 $1,926,331 $4,364,431 
300 1 200 175 Bicycle Overpass Fill in gaps in existing bicycle network with bike lanes. SE Railroad Avenue SE International Way Bridge/trail TSP $90 $15,750 $27,563 20 $1,100,000 $1,925,000 20 $59,500 $72,590 $2,025,153 
0 Citywide Bike friendly street grate design and installation Citywide Citywide TSP N/A $50,000 
0 Citywide Production and updating of a Milwaukie Bike Map Citywide Citywide TSP N/A $50,000 
4720 4720 Trolley Trail Deisgn/Plan and implement signage Milwaukie Riverfront South to City limits Trail TSP $7 $30,680 $53,690 0 $0 $0 $53,690 
0 SE Johnson Creek Boulevard/SE Linwood Avenue Improve safety of crossing at intersection. Location specific Location specific TSP N/A $10,000 
0 SE Linwood Avenue/SE King Road Improve safety of crossing at intersection. Location specific Location specific TSP N/A $10,000 
4060 4060 SE Lake Road Fill in gaps in existing bicycle network with bike lanes. SE Main Street SE Guilford Drive Arterial TSP $300 $1,218,000 $2,131,500 12 $828,240 $1,010,453 $3,141,953 
1140 1140 SE Harrison Street Fill in gaps in existing bicycle network with bike lanes. Hwy 224 SE 42nd Avenue Arterial TSP $7 $7,410 $12,968 0 $0 $0 $12,968 
0 SE Linwood Avenue/SE Harmony Road Improve safety of crossing at intersection. Location specific Location specific TSP N/A $10,000 
0 SE International Way/SE Lake Road Improve safety of crossing at intersection. Location specific Location specific TSP N/A $10,000 
3220 3220 SE 43rd Avenue Fill in gaps in existing bicycle network with bike lanes. SE King Road SE Filbert Street Collector TSP $180 $579,600 $1,014,300 0 $0 $0 $1,014,300 
0 Citywide Enhanced enforcement Citywide Citywide TSP N/A $10,000 
0 Citywide Re-striping of existing bike facilities Citywide Citywide TSP N/A $20,000 
0 Citywide Signage for Springwater Corridor Citywide Citywide TSP N/A $15,000 
450 450 SE Oatfield Road Fill in gaps in existing bicycle network with bike lanes SE Guilford Court SE Lake Road Arterial TSP $300 $135,000 $236,250 12 $91,800 $111,996 $348,246 
3000 3000 SE Linwood Avenue Fill in gaps in existing bicycle network with bike lanes. SE Queen Road SE Johnson Creek Blvd Arterial TSP $180 $540,000 $945,000 12 $612,000 $746,640 $1,691,640 
0 SE Linwood Avenue/SE Monroe Street Improve safety of crossing at intersection. Location specific Location specific TSP N/A $10,000 
0 SE Adams Street/SE 21st Avenue/Railroad crossing Improve safety of crossing at intersection. Location specific Location specific TSP N/A $10,000 
525 525 SE Linwood Avenue Fill in gaps in existing bicycle network with bike lanes. SE Juniper Street SE Harmony Road Arterial TSP $180 $94,500 $165,375 12 $107,100 $130,662 $296,037 
1400 1400 SE Rusk Road Fill in gaps in existing bicycle network with bike lanes. SE Lake Road North Clackamas Park Arterial TSP $240 $336,000 $588,000 12 $285,600 $348,432 $936,432 
1330 1330 Kellog Creek Trail Improve connection of corridor Milwaukie Riverfront Treatment Plant Trail TSP $90 $119,700 $209,475 15 $339,150 $413,763 $623,238 
0 Monroe Street Designation of Bike Boulevard streets and implementation of specific treatments 
for bicycles. 
Citywide Citywide Collector TSP N/A $20,000 
0 SE 29th Avenue/SE 37th Avenue/Harvey Street/SE 40th Avenue Designation of Bike Boulevard streets and implementation of specific treatments 
for bicycles. 
Citywide Citywide TSP N/A $20,000 
0 SE Stanley Avenue Designation of Bike Boulevard streets and implementation of specific treatments 
for bicycles. 
Citywide Citywide Collector TSP N/A $20,000 
2680 2680 37th Ave. Bike/Ped Improvement Construct sidewalks and bike lanes. Key connection between Highway 224 and 
Harrison Street (Arterial). 
Hwy. 224 Harrison Street Collector RTP $300 $804,000 $1,407,000 $1,407,000 
1330 1330 Kellogg Creek Trail Construct low-impact trail-type sidewalk. 99-E Miramonte Lodge RTP $120 $159,600 $279,300 12 $271,320 $331,010 $610,310 
0 Downtown Station Area Streetscaping (21st & Main) Reconstruct streetscape, including street trees, rain gardens, ADA ramps, stree 
furniture, parking meters, and pedestrian-scale lighting. 
TBD TBD RTP $0 
0 Harrison Street Bikeway Construct bike boulevard. OR 99-E King Road Arterial RTP $0 
0 Kellogg Creek Dam Removal/Bridge Replacment/Milwaukie TC River 
Access Improvements 
Remove dam and bridge; replace bridge with full bike and pedestrain facilities 
and a multi-use path undercrossing. 
Washington Adams RTP $0 
5260 5260 King Road Boulevard Project Construct boulevard, including new sidewalks, bus stop shelters, planter strips, 
medians, pedestrian scale lighting. 
42nd Ave. Linwood Ave. Arterial RTP $300 $1,578,000 $2,761,500 $2,761,500 
1640 1640 OR 99-E Boulevard Construct sidewalks and bike lanes, median strips, planter strips, and pedestrian 
scale lighting. Reconfigure or construct new signal for entrance to Riverfront 
Park. 
Kellogg Creek Bridge River Road Regional Route RTP $120 $196,800 $344,400 $344,400 
9070 9070 Stanley N/S bike/ped route Construct sidewalks and bike lanes. Key connection between Johnson Creek 
Boulevard, Harrison Street, and Harmony Road (Arterials). 
Johnson Creek Blvd. Railroad Ave. Collector RTP $300 $2,721,000 $4,761,750 $4,761,750 
5650 5650 Main N/S Bike route Construct Harrison Moores Collector TSP $180 $1,017,000 $1,779,750 3 $288,150 $351,543 $2,131,293 
subtotal $13,239,940 $23,169,895 $1,100,000 $1,925,000 subtotal $4,461,820 $5,443,420 
construction subtotal 
contingency 
$14,339,940 
$10,754,955 
Total $31,068,315 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-171 
Milwaukie T S P Cost Est imate 
6/27/07 
Cont ingency (construct ion, design, admin) Br idge Cost /SF R O W Cost /SF staf f+appraisals 
DRAFT CONCEPT PLAN (JULY 2007) AutO M3Ster Pl9n 75% $275 $17 2 2 % 
Total 
Length [ft] 
N u m b e r of 
Br idges 
Total 
Br idge 
Length (ft) 
N e t Road 
Length 
N a m e I m p r o v e m e n t From T o Functional Classi f icat ion Lanes Cost /LF Road Cost w/ Cont ingency Br idge Wid th (ft) Br idge Cost w/ Cont ingency 
R O W Width 
(ft) 
R O W Cost 
w/ staff costs & 
appraisals 
Cost 
0 SE 17th Avenue/SE McLoughlin Boulevard Prohibit left turn movement at SE 17th/SE McLoughlin Blvd and include 
in Refinement Plan 
Location specific Location specific Regional Route Auto TSP N/A $15,000 
600 600 SE 42nd Avenue/Harrison St Signalization of intersection Location specific Location specific Arterial Auto TSP $240 $144,000 $252,000 $0 $0 $252,000 
1200 1 160 1040 SE Johnson Creek Boulevard/32nd Avenue Signalization and new bridge structure Location specific Location specific Arterial Auto TSP $240 $249,600 $436,800 60 $2,640,000 $4,620,000 0 $0 $0 $5,056,800 
1600 1 1000 0 S E Har r ison St reet O v e r p a s s Re f i nemen t P lan Op t i on : G r a d e Separa te f rom 2 2 4 and Rai l road S E 28 th A v e n u e S E 34th St reet Arter ia l 3 T S P $900 $0 $0 60 $16 ,500 ,000 $28 ,875 ,000 $28 ,875 ,000 
Highway 224 and SE McLoughlin Boulevard 
Refinement Plan 
Conduct Refinement Plan for ORE 99E/ORE 224 focused on motor 
vehicle and freight mobility. 
ORE 99E Project 
Limits: SE Tacoma 
Street to SE 17th 
Avenue 
ORE 224 Project Limits: 
ORE 99E to SE Lake Road 
Interchange 
Regional Route Auto TSP N/A TBD 
10500 10500 Highway 224 7-Lanes Refinement Plan Option: Upgrade Highway 224 to a 7-lane facility SE Harrison SE Lake Road Regional Route 7 TSP $1,300 $13,650,000 $23,887,500 $23,887,500 
650 650 Highway 224/37th Avenue (Alt a) Consolidate the two northern legs of SE 37th Avenue and SE Industrial 
Way into one leg. 
Location specific Location specific Regional Route 3 TSP $1,000 $650,000 $1,137,500 60 $663,000 $808,860 $1,946,360 
300 300 Highway 224/37th Avenue (Alt b) Consolidate the two northern legs of SE 37th Avenue and SE Industrial 
Way into one leg. 
Location specific Location specific Regional Route 3 TSP $1,000 $300,000 $525,000 60 $306,000 $373,320 $898,320 
1200 1200 SE Johnson Creek Boulevard/Linwood Avenue Add eastbound right turn, add westbound right turn Location specific Location specific Arterial Auto TSP $240 $288,000 $504,000 12 $244,800 $298,656 $802,656 
300 300 SE Johnson Creek Boulevard/SE 32nd Avenue Install roundabout and Approaches Location Specific Location Specific Arterial Auto TSP $1,000 $300,000 $525,000 3 $15,300 $18,666 $543,666 
650 650 SE Harrison Street/Main Street Add westbound shared through/right turn lane; or (Striping only) Location specific Location specific Arterial Auto TSP $30 $19,500 $34,125 0 $0 $0 $34,125 
650 650 SE Harrison Street/Main Street Add eastbound right turn lane (Striping Only) Location specific Location specific Arterial Auto TSP $30 $19,500 $34,125 0 $0 $0 $34,125 
0 SE Linwood Avenue/King Road Implement protected/permissive left turn phasing for northbound and 
southbound approaches 
Location specific Location specific Arterial Auto TSP N/A 0 $0 $0 $15,500 
8740 1 100 8640 SE Linwood Avenue Upgrade to current city standards for 3-lane arterial SE Johnson Creek 
Boulevard 
SE Harmony Road Arterial 3 TSP $900 $7,776,000 $13,608,000 60 $1,650,000 $2,887,500 19 $2,790,720 $3,404,678 $19,900,178 
7780 7780 SE Rail Road Avenue Upgrade to current city standards for 3-lane collector SE Linwood Avenue SE 37th Avenue Collector 3 TSP $800 $6,224,000 $10,892,000 13 $1,719,380 $2,097,644 $12,989,644 
300 300 SE River R o a d / S E McLough l i n Bou leva rd Conso l i da te a s ing le a c c e s s po in t for the area at S E B lueb i rd R o a d w i th 
full intersection treatment and signalization; or 
Locat ion speci f ic Locat ion speci f ic Regiona l Route 3 T S P $1 ,000 $300 ,000 $525 ,000 60 $306 ,000 $373 ,320 $898 ,320 
300 300 SE River Road/SE McLoughlin Boulevard Add second NB Left-turn lane at SE River Road Location specific Location specific Arterial 3 TSP $240 $72,000 $126,000 31.2 $159,120 $194,126 $320,126 
1270 3 1270 SE Harrison Street Capacity improvement project to upgrade SE Harrison Street to a three-
lane arterial cross section standard from SE 21st Avenue to SE Oatfield 
Road 
SE 32nd Street SE 42nd Street Arterial 3 TSP $1,000 $1,270,000 $2,222,500 13 $280,670 $342,417 $2,564,917 
0 SE Harrison/Highway 224 Add left turn-lanes and protected signal phasing on SE Harrison Street 
approaches 
Location specific Location specific Regional Route Auto TSP N/A $20,000 
3660 3660 SE Lake Road Capacity improvement project to upgrade SE Lake Road to a three-lane 
arterial cross section standard from SE 21st Avenue to SE Oatfield 
Road 
SE 21st Avenue SE Oatfield Road Arterial 3 TSP $1,000 $3,660,000 $6,405,000 13 $808,860 $986,809 $7,391,809 
2670 2670 SE Johnson Creek Boulevard Capacity & 
Signalization 
Replace 3-way stops with signals, add turn pockets. SE 32nd Street SE 42nd Street Arterial 3 TSP From RTP $1,500,000 
100 250 SE Harrison Street/SE King Road Connection Enhance connection along SE Linwood Avenue at SE King Road Location Specific Location Specific Arterial Auto TSP $120 $30,000 $52,500 $52,500 
0 SE Oak Street/Highway 224 Add left turn-lanes and protected signal phasing on SE Oak Street 
approaches 
Location specific Location specific Regional Route Auto TSP N/A $20,000 
750 750 Highway 224/ Freeman Way Remove Signal and Implement Right in Right out access restrictions Location Specific Location Specific Regional Route Auto TSP $1,000 $750,000 $1,312,500 0 $0 $0 $1,312,500 
250 250 SE Linwood Avenue Connectivity Enhance connection along SE Linwood Avenue at SE King Road Location Specific Location Specific Collector 2 TSP $120 $30,000 $52,500 $52,500 
250 250 SE Linwood Avenue Connectivity Enhance connection along SE Linwood Avenue at SE Monroe Street Location Specific Location Specific Collector 2 TSP $120 $30,000 $52,500 $52,500 
0 SE Harrison Street Rail Crossing Railroad crossing safety project at SE Harrison Street Location specific Location specific Arterial Auto TSP N/A $50,000 
0 SE Oak Street Rail Crossing Railroad crossing safety project at SE Oak Street Location specific Location specific Collector Auto TSP N/A $50,000 
0 Se 37th Avenue Rail Crossing Railroad crossing safety project at SE 37th Avenue Location specific Location specific Collector Auto TSP N/A $50,000 
0 SE L i nwood A v e n u e / H a r m o n y Road /Lake R o a d Th is in tersect ion is currently undergoing an environmental assessment 
to determine appropriate long term mitigation. Improvements assumed 
in this study included: 
Loca t ion specific Locat ion specific Arter ia l Au to R T P From R T P $20 ,000 ,000 
0 SE Linwood Avenue/Harmony Road/Lake Road • Grade separate Harmony Road from Union Pacific Railroad and 
align Harmony Road as a through east west movement; 
Location specific Location specific Arterial Auto RTP From RTP 
0 SE Linwood Avenue/Harmony Road/Lake Road • Align Linwood Road as a T-intersection with the realigned Harmony 
Road. 
Location specific Location specific Arterial Auto RTP From RTP 
0 SE Johnson Creek Boulevard Widen to three to five lanes and widen bridge over Johnson Creek SE 45th Avenue SE 82nd Avenue Arterial Auto RTP From RTP $40,783,000 
0 Harmony Road Widen to five lanes to improve safety and accessibility SE Sunnyside Road Hwy 224 Auto RTP From RTP $23,400,000 
0 Kellogg Creek (Oatfield Road) Bridge Replacement construct two lane bridge with sidewalks and bike lanes Kellogg Creek n/a Arterial Auto RTP From RTP $4,703,000 
subtotal $15,281,600 $26,742,800 $20,790,000 $36,382,500 $7,293,850 $8,898,497 
construct ion subtotal $36,071,600 
cont ingency $27,053,700 
Total $61,733,636 
Milwaukie TSP Appendix F: Traffic Data December 4, 2007 Page F-172 
C I T Y O F 
MILWAUKIE 
2007 
C I T Y O F 
MILWAUKIE 
C I T Y O F 
MILWAUKIE 
C I T Y O F 
MILWAUKIE 
2007 2007 2007