Transportation and Development

Get involved

• Be a safe driver
• Let us know about safety problems you see on our roads online, by sending an email to roadconcerns@clackamas.us or calling 503-557-6391
• Send us your ideas about how to reduce crashes or specific locations (e.g., an intersection) where you think we could do something to improve safety for motorists, bicyclists and/or pedestrians at drivetozero@clackamas.us
• Attend DTZ TSAP Update advisory committee meetings
• Attend Traffic Safety Commission meetings

Our goal is to get to zero fatal and serious injury crashes by 2035.

For more information, email us at drivetozero@clackamas.us.

Documents

• Drive to Zero Safety Action Plan

Drive to Zero Safety Action Plan (TSAP) Overview

From 2009 to 2015, 183 people were killed in traffic crashes in Clackamas County. Another 795 people suffered serious, potentially life-altering injuries. In addition to the tragedy of this loss of life and quality of life, the economic impact of these and other less severe crashes was greater than $100 million per year during this period. A survey of residents found that most believe that the only acceptable number of fatal and serious injury crashes in Clackamas County is zero. Given this belief, the county has set a goal to eliminate fatal and serious injury crashes by 2035. This plan is the roadmap to achieve this goal.

Clackamas County has a goal to eliminate fatal and serious injury crashes on its roads by 2035. Part 1 of Clackamas County’s Drive to Zero Safety Action Plan describes the broad areas on which the county, its partner organizations, and its residents must focus to achieve this goal. These emphasis areas represent an evidence-based approach to reducing fatal and serious injury crashes. They are based on a review of crash data in Clackamas County and best practices from local, national, and international sources. Notably the emphasis areas align with those of Toward Zero Deaths: A National Strategy on Highway Safety , of which the county is a proud partner, and the Oregon Transportation Safety Action Plan, 2021.

Thousands of people are involved in traffic crashes in Clackamas County each year, and dozens of families are faced with the tragedy of severe crashes that cause potentially life-threatening injuries or even death. We are committed, as a county, to tackle the challenge of eliminating severe crashes by collaborating among our agencies and partnering with community stakeholders and nonprofit associations. This collective multipronged approach will advance our shared goal of eliminating traffic fatalities and serious injuries on Clackamas County roads by 2035.

This Transportation Safety Action Plan (TSAP) is a starting point and a dynamic framework for moving forward. Preventable serious injuries and deaths from traffic crashes pose a public health concern to all who live, work, play, and travel through Clackamas County. This TSAP builds on data driven strategies to increase health outcomes by improving the built environment and engaging county residents to help build a community that supports a healthy culture of safety. Everyone in Clackamas County has a vital role in preventing crashes. We ask you to embrace the affirmation that TRAFFIC SAFETY STARTS WITH ME!

Throughout this plan you’ll find opportunities to take action and help us in our Drive to Zero.

Projects funded through the Community Road Fund increase safety, relieve congestion and maintain local roads.

Quick Facts

What is the countywide vehicle registration fee?

The vehicle registration fee is a consistent source of local, countywide revenue that allows us to complete projects most important to our residents and businesses. Revenue from the fee funds the Community Road Fund program.

• Fees collected can only be used for road projects in Clackamas County.
• Clackamas’ vehicle registration fee is $30/year for most passenger vehicles ($2.50/month) and $15/year for motorcycles.
• In April 2022, the Board of Commissioners approved reducing the county fee for utility and travel trailers to $5/year. The lower fee is expected to go into effect by January 2023.
• Funds from the vehicle registration fee are dedicated to the county (50%), cities in the county (40%, distributed according to population) and strategic county-city partnership projects (10%, see Strategic Investment Fund in project list).

Clackamas County was the only county in the Portland metropolitan area without a local source of funds to maintain its roads and build improvements. With the most miles of roads, Clackamas County continues to receive the lowest amount of funding to maintain and improve roads, bridges, bike lanes, sidewalks, traffic signals and more. 

Videos

On Jan. 28, 2020 the OGLO Policy Committee took the following actions:

• Accepted the final report of the feasibility study
• Recommended the following next steps:
  • Take no further action on the proposed bridge alignments given the political realities with the recent withdrawal of the City of Lake Oswego from the process and that the current landing points are not supported by the communities at this time, and
  • Study pedestrian/bicycle crossings of the Willamette River on public or private land north and south of the City of Lake Oswego, consistent with adopted Clackamas County Transportation System Plan Project #2022 that identifies the project area for the bridge as being Sellwood to Oregon City.

Final Report (accepted by Policy Committee Jan. 28, 2020)

Executive Summary & Report
Appendices A-D
Appendices E-G

Policy Committee Meeting #4 - Jan. 28, 2020
Press release - Jan. 28, 2020

The CC HB2017 TAC was formed in response to the Oregon State Legislature’s passage of House Bill 2017, which established the Statewide Transportation Improvement Fund (STIF). 

Meetings

All meetings are open to the public and include time for public comment.

The Advisory Committee, made up of representatives from public transit agencies and diverse groups within Clackamas County, is responsible for:

• Reviewing proposed projects to be funded by the STIF funds in areas of Clackamas County outside of the TriMet district and
• Recommending projects that should be incorporated into the broader plan that will be submitted by TriMet (the qualified entity for the area, as specified in the law) to the Oregon Transportation Commission (OTC) for approval.

For more information about the Clackamas County HB2017 Transit Advisory Committee, contact: 

• Teresa Christopherson, Clackamas County Social Services, at teresachr@clackamas.us or 503-650-5718, or
• Karen Buehrig, Clackamas County Transportation Planning, at karenb@clackamas.us or 503-742-4683.

Statewide Transportation Improvement Fund (STIF)

The Statewide Transportation Improvement Fund (STIF) was approved by the Oregon Legislature as part of House Bill 2017, Keep Oregon Moving.  STIF provides a new dedicated source of funds to expand public transportation to access jobs, improve mobility, relieve congestion and reduce greenhouse gas emissions around the state.

STIF is funded by a new state payroll tax of one-tenth of one percent.  The average employee contribution of less than $1 per week is expected to generate $115 million each year for improved public transportation. 

STIF may be used to support the effective planning, deployment, operation and administration of public transportation funds, including:

• Creating new transit systems and services
• Maintaining or continuing transit systems and services
• Creating plans to improve public transit service
• Meeting matching requirements for state or federal funds used to provide public transportation services

The law requires the establishment of advisory committees to help the qualified entities (mass transit districts, transportation districts, Indian tribes or counties in which no part of a mass transit or transportation district exists) to advice on projects to be funded by STIF.

More information about STIF

An active commercial vehicle inspection program helps make the roads safer for the residents of Clackamas County and the motoring public. State law (ORS 810.530) authorizes weighing and inspecting commercial vehicles in excess of 10,000 pounds.

There are two levels of truck inspections, Level I, the highest level, and Level II. When a commercial motor vehicle passes a Level I inspection, the vehicle receives a CVSA (Commercial Vehicle Safety Alliance) sticker and is considered to have received its annual inspection.

• Level I inspections
• Level II inspections
• Motor carrier marking requirements

Level I

Level I inspections are the most extensive, with an inspection of the operator qualifications and vehicle condition; they always involve 2 inspectors and usually take 20-60 minutes.

A Level I inspection includes a check of the following items.

For the driver

• driver’s license
• medical examiners certificate
• alcohol and drugs
• record duty of status, as required (log book)
• hours of service
• seatbelt
• vehicle inspection report (if applicable)

For the vehicle

• brake systems
• cargo securement
• coupling devices
• driveline or driveshaft
• exhaust systems
• frames
• fuel systems
• lights (head lamps, stop lamps, turn signals, tail lamps, and lamps or flags on projecting loads)
• steering mechanisms
• suspensions
• tires
• van and open top trailer bodies
• wheels, rims and hubs
• windshield wipers

Level II

A Level II inspection — known as a walk-around driver/vehicle inspection — includes most of items included in Level I, but excludes items that need to be inspected by getting underneath the vehicle.

Motor carrier marking requirements

In general, each side of the truck cab or other power unit must display:

• The carrier’s legal name or a single trade name of the business that owns or controls operations
• The carrier’s U.S. DOT number

The letters and numbers must “contrast sharply” with background colors and be large enough to be seen from a distance of 50 feet during daylight hours when the vehicle is stationary.

Exceptions:

• Requirements don’t apply to vehicles that weigh 26,000 or less (gross combination weight rating) if used only in intra-state private carriage, except:
  • Vehicles hauling hazardous materials of a type or quantity requiring placarding
  • Passenger vehicles with a seating capacity of 15 or more including the driver
• Carriers conducting for-hire operations with passenger vehicles with a seating capacity of 9 to 15, including the driver, are only required to display the U.S. DOT number.

Commercial vehicle permits support county and state residents and businesses by helping to ensure the safe and efficient travel of commercial motor vehicles on public roadways.

Many commercial vehicles require an over-dimensional permit, which allows a motor carrier to safely move a load that exceeds the maximum size and/or weight limits in state law. Permits can be provided for a single trip or for continuous operations. A permit spells out the conditions for moving the load, including routes, so the over-dimensional loads can be moved safely without mishaps.

• Single Trip Permit
• Clackamas County Road Permit

Vehicle Permit Types

Issued for an individual vehicle to travel on state or county roads.

The Motor Carrier Safety Program is committed to enhancing the safe and efficient movement of commercial motor vehicles to support a safe travel network and a productive economy.

We work to prevent fatalities and injuries related to the movement of large trucks (over 10,000 pounds) by enforcing safety regulations, issuing permits to motor carriers to travel in Clackamas County, and working with the motor carrier industry and the public to increase safety awareness.

What we do

• Issue motor carrier permits for commercial vehicles with a gross vehicle weight of over 10,000 pounds for Clackamas County
• Inspect commercial motor vehicles in Clackamas County
• Provide information needed by motor carriers to safely and legally travel in and through Clackamas County
  • Rules and regulations
  • Inspection lists
  • Maps of motor carrier routes
  • Educate motor carrier companies, the business community and the public about the importance of motor carrier safety

Maps and lists

Restricted roads, bridges and underpasses in Clackamas County

• Interactive map
• Printable map (pdf)
• Bridge restrictions list

Restricted roads in Oregon

• List

Motor Carrier Definitions

Axle Weight: The weight placed on the road of all of the wheels on the axle

Commercial Motor Vehicle: A motor vehicle or combination of motor vehicles used in commerce to transport passengers or property if the motor vehicle is a:

• Combination vehicle – has a gross combination weight rating or a gross combination weight of 26,001 or more, whichever is greater, including a towed vehicle with a gross vehicle weight rating or a gross vehicle weight of more than 10,000 pounds, whichever is greater, or
• Heavy straight vehicle – has a gross vehicle weight rating or gross vehicle weight of 26,001 or more, whichever is greater, or
• Small vehicle – is designed to transport 16 passengers or more, including the driver, or
• Small vehicle – a vehicle of any size used to transport hazardous materials requiring placarding

Divisible Load: A load that is reducible by nature or can be readily dismantled

Gross Combination Weight Rating: The greater of…

• the value displayed on the FMVSS certification label, or
• the sum of the gross vehicle weight rating or the gross vehicle weights of the power unit and the towed unit, or any combination thereof, whichever is greater. (Exception: The GVWR of the power unit will not be used to define a commercial motor vehicle when the power unit is not towing another vehicle.)

Gross Vehicle Weight Rating: The value specified by the manufacturer as the loaded weight of a single vehicle.

Gross Weight: The total weight placed on the road by a vehicle or combination of vehicles, including the load

Group of Axle Weight: The total weight placed on the road by two or more axles spaced more than 8 feet apart (also known as the inner bridge)

Legal Axle Limit: Maximum allowable weights in Oregon, according to state law, are allowed the lower weight produced by using Table 1, Table 2 or Table 3 Method A or B

Non-divisible Load: A load or vehicle exceeding load/dimensional or weight limits allowed by state law or rules that, if separated into smaller loads, would compromise the intended use, destroy the value or make it unusable for its intended purpose

Sum of Axles: Addition of axle weights allowed by ORS 810.010 Table 1 and/or Table 2

Tandem Axle Weight: The weight placed on the road by all the wheels of two or more consecutive axles space more than 40 inches but no more than 96 inches (8 feet) apart, measured from center of axle

Wheelbase: The distance in feet and inches between two or more axles, measured to the nearest foot, with 6 inches being the next larger foot for determining weight

The Canby Ferry crosses the Willamette River between Canby and Wilsonville. Since operating the ferry costs more money than it receives in revenue, in 2018 the Board of County Commissioners directed staff to evaluate the long-term financial and traffic impacts of options for crossing the river at the same location (see feasibility analysis details).

The study included projections and data on estimated costs, traffic impacts and related issues of six options related to building, or not building, a bridge and keeping, or not keeping, the Canby Ferry. Public meetings were held to provide information about the project, gather input and share the analysis results before a final report was presented to the board in early 2019.

The Canby Ferry Alternatives Feasibility Study determined that it was financially feasible to build a bridge constructed and maintained using revenues from tolls. However, in response to an overwhelming negative reaction from the public on the potential traffic impacts of a bridge on surrounding communities, the board decided not to pursue the bridge option.  The Board directed staff to keep the ferry operating and explore and/or implement options to decrease the funding shortfall.

Feasibility Analysis Details

Cost Estimates for Alternatives

1. Costs for future operations, maintenance and capital for Canby Ferry
2. Costs to discontinue ferry operations
3. Cost for development, construction, and maintenance for bridge: Conceptual plan and elevations for two bridge concepts, both to be located at the current location of the Canby Ferry and extend from top of bluff on the north side to top of bluff on the south side. The bridge concepts will be selected to provide low and high figures for costs and environmental impacts.
4. Operating costs for three toll methods: manual, transponder and optical character recognition. Identify facility requirements and associated costs, information system requirements, staff/vendors, annual operating costs and administrative costs
5. Identify roadway improvements that will be necessary to accommodate increased traffic and estimate cost for the improvements

Revenue and Traffic for each Alternative

1. Future revenue and traffic assuming only continued operation of Canby Ferry
2. Future traffic with the addition of a non-tolled bridge
3. Future traffic with a tolled bridge, with tolls of various amounts to identify the relationship between cost and traffic. A financial forecast of expected toll revenues on a yearly basis will be developed for each toll scenario. Future traffic with highly congested conditions on I-5/I-205 will also be analyzed to identify maximum diversion.

Total Annual Costs

1. Estimate future costs for the operation/maintenance of the Canby Ferry including capital rehabilitation and replacement.
2. 30 Year Bonding Cost analysis incorporating all capital improvement costs for the bridge and associated facilities including annual debt service and financing costs, annual contribution to capital reserves, and increased cost for roadway operations and maintenance.
3. 30 Year Annual Cost analysis for the toll collection system including annual cost for toll system operations, staffing, operations and maintenance. The analysis will be conducted for three alternative tolling methods in use today (manual, electronic and photo) to develop a cost analysis for the application of each of the tolling methods to the Canby Bridge, including the option for contracting for logistical/administrative support with other agencies in the Northwest.
4. Analysis to identify roads and intersections in the surrounding area that will experience increased traffic due to the addition of the bridge and estimated increases in annual maintenance costs.

Financial Feasibility

1. Annual revenue minus annual costs for each of the six alternatives identified above.

Other Issues

1. Prepare an outline of all steps to develop a bridge and implement tolling, including requirements for tolling by local governments under Oregon Revised Statutes, environmental review and permitting by state/federal authorities.