sullivan’s crossing bicycle and pedestrian bridge document...sullivan’s crossing bicycle and...

Transportation Management Plan

90% Submittal

Sullivan’s Crossing Bicycle and

Pedestrian Bridge

Portland, Oregon

Prepared For:

Portland Bureau of Transportation

1120 SW 5th Avenue, Suite 800

Portland, Oregon 97204

(503) 823-2804

Oregon Department of Transportation

123 NW Flanders Street

Portland, Oregon 97209

(503) 731-8200

Prepared By:

Kittelson & Associates, Inc.

851 SW 6th Avenue, Suite 600

Portland, OR 97204

(503) 228-5230

Project Manager: Hermanus Steyn, Pr. Eng., P.E.

Project Engineer: Jeff Whitman, P.E.

Kittelson Project No. 20879

April 2019

TABLE OF CONTENTS

1 Introduction ..................................................................................................................................... 1

1.1 Project Description............................................................................................................................................................ 1

2 Transportation Facilities .................................................................................................................. 3

2.1 NE Lloyd Boulevard ........................................................................................................................................................... 3

2.2 NE 7th Avenue, North side of Project ................................................................................................................................ 3

2.3 NE 7th Avenue, south side of project ................................................................................................................................. 4

2.4 NE Flanders Street ............................................................................................................................................................ 5

2.5 Interstate 84 ..................................................................................................................................................................... 6

3 Proposed Staging And Traffic Control Plan ...................................................................................... 7

3.1 Construction Staging ......................................................................................................................................................... 7

3.2 Traffic Control Plans .......................................................................................................................................................... 8

3.3 Temporary Pedestrian Accessible Route Plan ................................................................................................................. 11

3.4 Union Pacific Railroad ..................................................................................................................................................... 11

4 Potential Traffic Control Plan Impacts ........................................................................................... 12

4.1 NE Lloyd Boulevard ......................................................................................................................................................... 12

4.2 NE 7th Avenue and NE Flanders Street ............................................................................................................................ 13

4.3 I-84 Weekend Closure ..................................................................................................................................................... 13

4.4 Freight Mobility ............................................................................................................................................................... 21

4.5 Holidays And Special Events Restrictions ........................................................................................................................ 21

4.6 Coordination with Area Projects ..................................................................................................................................... 21

5 Communication Plan ...................................................................................................................... 22

5.1 Traffic Management Coordination Team ........................................................................................................................ 22

5.2 Public Information and Outreach .................................................................................................................................... 22

APPENDICES

Appendix A: Staging Plans

Appendix B: Lloyd Boulevard Synchro Worksheets

Appendix C: Transportation Management Plan, FFO – I-84: MLK Blvd to I-205 Key #16267

Sullivan’s Crossing Bicycle and Pedestrian Bridge April 2019

Transportation Management Plan Introduction

1 Kittelson & Associates, Inc.

1 INTRODUCTION

The Sullivan’s Crossing Bicycle and Pedestrian Bridge project consists of building a new bridge over

Interstate 84 (I-84) and Union Pacific Railroad (UPRR) along the NE 7th Avenue corridor in the Sullivan’s

Gulch and Lloyd District area. The project will provide a needed north/south bicycle and pedestrian

connection as identified in recent Portland Bureau of Transportation (PBOT) planning studies. The project

is scheduled to start construction in summer 2019 and be completed at the end of 2020. This Traffic

Management Plan (TMP) provides guidance on proposed temporary work zone management during

construction to minimize disruptions to all users while planning for the safety of the traveling public and

workers near the construction zone.

1.1 PROJECT DESCRIPTION

The project is located east of the NE Grand Avenue/NE Martin Luther King Jr (MLK) Boulevard couplet

(OR99E), along the NE 7th Avenue alignment (see Figure 1). The new bridge will be approximately 430

feet long and 24 feet wide, and span over I-84 and the UPRR. On the south side of the project, the bridge

will connect to the NE Flanders Street/NE 7th Avenue intersection and include a new plaza area. On the

north side of the project the bridge will connect to the NE Lloyd Boulevard/NE 7th Avenue intersection

and include a new plaza area and traffic signal at the intersection. The project also includes a new two-

way cycle track on the south side of NE Lloyd Boulevard that connects to the new bridge at the plaza on

the south side of the street. The two-way cycle track configuration is implemented within the existing

curb-to-curb cross section due to the feasibility of a road reorganization along NE 7th Avenue between

NE Grand Avenue and NE 9th Avenue (i.e., from two lanes in each direction to one lane in each direction).


Transportation Management Plan Introduction


Figure 1: Vicinity Map (Google Earth Image)

The new bridge is a modified deck-tied steelarch structure. Major foundations on the north and south

side of the spans are located within PBOT Right-of-way. The bridge is proposed to be constructed and

assembled in eight stages as shown in the design plans and described in the sections below. Traffic control

during construction will include reducing Lloyd Boulevard to one lane in each direction, closing NE 7th

Avenue and NE Flanders Street to through traffic on the south side of the project, and closing I-84 in both

directions for a weekend (dates to be determined) to erect the pre-assembled bridge arch span into place

and install permanent connections. Work will also include occasional nighttime lane closures along I-84.


Transportation Management Plan Transportation Facilities


2 TRANSPORTATION FACILITIES

Below is a general description of the transportation facilities impacted during construction.

2.1 NE LLOYD BOULEVARD

NE Lloyd Boulevard is classified as the following:

• Traffic Access Street

• Major City Bikeway west of NE 7th Avenue, and City Bikeway east of NE 7th Avenue located

in a Bicycle District

• City Walkway located in a Pedestrian District

• Truck Access Street

• Major Emergency Response Route

The posted speed along NE Lloyd Boulevard is 30 miles-per-hour (MPH), and the Average Annual Daily

Traffic (AADT) volume is approximately 11,700 vehicles. The roadway primarily serves as a commuter

route on the south side of the Lloyd District during peak periods, and a general circulation route during

non-peak hours. There are no destinations along the south side of the road. Figure 2 illustrates the

existing cross-sectional roadway characteristics.

Figure 2: NE Lloyd Boulevard (looking east)

2.2 NE 7TH AVENUE, NORTH SIDE OF PROJECT

NE 7th Avenue in the Lloyd District area is classified as the following:

• Local Service Street

• Major City Bikeway located in a Bicycle District

• City Walkway located in a Pedestrian District




The posted speed along NE 7th Avenue is 25 MPH. No current volume data is available. The roadway

primarily serves as a circulation option to adjacent businesses and office buildings in the Lloyd District.

Figure 3 illustrates the existing cross-sectional roadway characteristics.

Figure 3: NE 7th Avenue, north side (looking north)

2.3 NE 7TH AVENUE, SOUTH SIDE OF PROJECT

NE 7th Avenue in this light industrial area is classified as the following:


• Local Service Bikeway (will be Major City Bikeway when bridge opens)

• Local Service Walkway (will be City Walkway when bridge opens)

• Local Service Truck Street in a Freight District

The posted speed along NE 7th Avenue is 20 MPH. No current volume data is available. The roadway

primarily serves as a circulation option to the adjacent businesses in this light industrial area. There are

no destinations to the north and west of the project area; therefore, traffic is generally limited to that

generated by the adjacent properties. Figure 4 illustrates the existing cross-sectional roadway

characteristics.




Figure 4: NE 7th Avenue, south side (looking north)

2.4 NE FLANDERS STREET

NE Flanders Street in this light industrial area is classified as the following:


• Local Service Bikeway

• Local Service Walkway

• Local Service Truck Street in a Freight District

The posted speed along NE Flanders Street is 20 MPH. No current volume data is available. The roadway

primarily serves as a circulation option to the adjacent businesses in this light industrial area. There are

no destinations to the north and west of the project area; therefore, traffic is generally limited to that

generated by the adjacent properties. Figure 5 illustrates the existing cross-sectional roadway

characteristics.




Figure 5: NE Flanders Street (looking east)

2.5 INTERSTATE 84

At the project location, I-84 (also referred to as Columbia River Highway, Highway Number 002) is

classified as an urban interstate highway and freight route with an AADT of approximately 170,000

vehicles with trucks accounting for 1.9%. The posted speed is 50 MPH at the project location, and 55 MPH

just to the east of the project location (milepost 0.50). Figure 6 illustrates the existing cross-sectional

roadway characteristics.

Figure 6: Interstate 84 at project location (looking east)


Transportation Management Plan Proposed Staging And Traffic Control Plan


3 PROPOSED STAGING AND TRAFFIC CONTROL PLAN

The sections below describe the staging plan and traffic control needs.

3.1 CONSTRUCTION STAGING

Staging plans for the bridge construction are included in the design plans and in Appendix A. In general,

work completed over active traffic lanes on I-84 and near the railroad will be minimized by pre-

assembling larger sections of the bridge on the north and south sides of the project. Staging areas will be

setup along the south side of NE Lloyd Boulevard, and on the north side of the NE 7th Avenue/NE Everett

Street intersection, where the plazas will ultimately be located. Below is a general description of each

project stage.

• Stage 1: Implement traffic control along NE Lloyd Boulevard by shifting traffic to the north side

while using the south side in the vicinity of the NE 7th Avenue intersection for mobilizing

equipment for staging. Construct temporary work bridges at the north and south ends of the

bridge. Construct a temporary shoring tower adjacent to the westbound lanes on I-84 within

ODOT right-of-way. The existing concrete barrier will be temporarily relocated adjacent to the

travel lanes, and the right shoulder will be closed.

• Stage 2: Construct permanent deep foundations, shaft caps, and abutments within PBOT right-

of-way at the north and south ends of the bridge. This work will be completed outside of existing

roadways.

• Stage 3: Erect permanent steel arch at the north end of bridge (Arch 1) and construct temporary

shield structure over UPRR tracks. Begin pre-assembly of arch at south end of bridge (Arch 2b).

• Stage 4: Erect arch spans at the north end of bridge (Arch 2a-1, 2a-2, and 2a-3). Complete pre-

assembly of arch span 2b at the south end of bridge along NE 7th Avenue.

• Stage 5: Close I-84 eastbound entrance ramp from NE Grand Avenue and mobilize and assemble

lifting cranes within the ramp. Close all I-84 lanes to traffic and position lifting cranes. I-84 to

remain closed for one weekend, closing Friday at 10:00 p.m. and opening back to traffic on

Monday at 5:00 a.m (dates are to be determined).

• Stage 6: During I-84 closure, use lifting cranes to transfer pre-assembled arch span 2b from the

south to north towards the median.

• Stage 7: During I-84 closure, use lifting cranes to continue south to north transfer of pre-

assembled arch span 2b, and set span 2b arches on temporary shoring tower and permanent

foundation at south abutment. Stabilize arch span 2b at temporary shoring tower and south

abutment. Remove cranes and re-open I-84.




• Stage 8: Install concrete bridge deck, fencing, and railing. Remove temporary work bridges. Reset

I-84 shoulder barrier. Construction bridge plaza areas, and complete intersection improvements.

3.2 TRAFFIC CONTROL PLANS

The sections below describe traffic control needs related to the long and short duration closures.

3.2.1 Long Duration Closures

To provide the space needed to construct the project, the following are lane, shoulder, and streets that

will be closed during the project. Traffic control plans have been developed for each stage and provided

in the project design plans.

3.2.1.1 NE Lloyd Boulevard During Construction

On the north side of the project, NE Lloyd Boulevard will be configured with one lane in each direction

for the duration of the project. Vehicles will be allowed to turn left onto NE 7th Avenue, but no turn lane

will be provided. Note that NE Lloyd Boulevard will be permanently reorganized with one lane in each

direction and a left-turn lane at completion of the project. Sidewalk on the south side of the street will

be closed and pedestrians detoured to the north side of the street. Bicycle lanes will be maintained in

both directions. Figure 7 illustrates the proposed cross-sectional roadway characteristics during

construction.

Figure 7: NE Lloyd Boulevard During Construction (looking east)

3.2.1.2 NE 7th Avenue and NE Flanders Street During Construction

On the south side of the project, NE Flanders Street and NE 7th Avenue will be closed to through traffic

(vehicles, bicycles, and pedestrians) at NE 8th Avenue and NE Everett Street, respectively. Local access

will be provided to adjacent properties. This proposal has been discussed with near-by property owners,




and the project team will continue to keep property owners up-to-date on final timelines for

construction, and potential changes to the plan.

3.2.1.3 I-84 During Construction

Along I-84, the right shoulder in the westbound direction will be closed. Figure 8 illustrates the proposed

cross-sectional roadway characteristics during construction.

Figure 8: Interstate 84 During Construction (looking east)

3.2.2 I-84 Weekend Closure

As noted in the Construction Staging section, I-84 will be closed for a weekend to complete the arch span

bridge erection, closing Friday at 10:00 p.m. and opening back to traffic on Monday at 5:00 a.m (dates

are to be determined). I-84 westbound will be closed from I-205 to I-5. On ramps to I-84 eastbound east

of the project location will remain open. Traffic control plans have been developed for each ramp location

and provided in the project design plans. During this closure, the following ramp connections to I-84 will

be closed.

• I-5 northbound to I-84 eastbound

• I-5 southbound to I-84 eastbound

• Morrison Bridge to I-84 eastbound

• Grand Avenue to I-84 eastbound

o This ramp will be closed one day earlier, starting Thursday evening at 10:00 , to stage

and assemble crane equipment used during the bridge placement.

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• I-84 westbound mainline will be closed at I-205, and I-84 traffic directed to I-205 entrance ramps

• NE 102nd Avenue to I-84 westbound

• NE Glisan Street to I-84 westbound

• I-205 northbound to I-84 westbound

• I-205 southbound to I-84 westbound

• NE Halsey Street to I-84 westbound

• NE 58th Avenue to I-84 westbound

• NE Sandy Boulevard to I-84 westbound

• NE 33rd Avenue to I-84 westbound

The closure will likely occur in the spring of 2020 and will be coordinated with other ODOT project

closures on the freeway system in the Portland area, including but not limited to:

• I-5 bridges over the Columbia River trunnion replacement project will have multiple 9-day

closures beginning in fall 2020.

• Fremont Bridge project will require 30 closures over a 2-year period.

• Flanders Bridge Crossing on I-405.

• I-5 Variable Advisory Speed Sign project.

• MovePDX.

3.2.3 Other Short Duration Closures

In addition to the long duration and weekend closures, the following short duration closures may be

needed.

• On I-84, nighttime lane closures will be needed to construct the temporary structures, remove

the light pole, and pour the bridge deck. Lane closures on I-84 will be limited to between 10:00

p.m. and 5:00 a.m. It is expected that up to 20 nighttime lane closures will be needed.

• At the NE Lloyd Boulevard/NE 7th Avenue intersection additional lane closures or two-way, one-

lane traffic control may be needed overnight, or less than a day, to build intersection

improvements, stage larger material deliveries, assemble cranes and other heavy equipment, and

install the traffic signal. The contractor to coordinate with City regarding the appropriate traffic

control and timing of any additional short duration closures.




3.3 TEMPORARY PEDESTRIAN ACCESSIBLE ROUTE PLAN

The project will be completed in areas not heavily traveled by pedestrians. The following provides a brief

description of sidewalk closures on the north and south sides of the project. The traffic control plans

show the appropriate signage and detour signs.

• The sidewalk on the south side of NE Lloyd Boulevard will be closed for the duration of the project.

Pedestrians will be detoured to the sidewalk on the north side of the street between NE Grand

Avenue (to the west) and NE 9th Avenue (to the east). There are no pedestrian generators on the

south side of the street in the vicinity of the project.

• Sidewalks on NE 7th Avenue and NE Flanders Street will be closed to through pedestrian traffic on

the south side of the project. The sidewalks will remain open for access to the adjacent properties.

There are no pedestrian generators to the north and west of the project location.

3.4 UNION PACIFIC RAILROAD

The project team is coordinating with Union Pacific Railroad (UPRR) regarding potential impacts. Project

impacts will likely be limited to periodic railroad flagging when cranes are working close to the tracks and

when erecting sections of the bridge superstructure over UPRR right-of-way. The project team plans

continued coordination with UPRR contacts as the project progress towards construction.


Transportation Management Plan Potential Traffic Control Plan Impacts


4 POTENTIAL TRAFFIC CONTROL PLAN IMPACTS

The sections below describe potential traffic impacts related to the traffic control plan described in the

previous section.

4.1 NE LLOYD BOULEVARD

At the completion of the project NE Lloyd Boulevard will be reorganized to one lane in each direction

with an eastbound left-turn lane and new traffic signal at NE 7th Avenue. At the beginning of construction

NE Lloyd Boulevard will be converted to one lane in each direction with no eastbound left-turn lane at

NE 7th Avenue and the intersection maintained as two-way stop-control on NE 7th Avenue. At the NE Lloyd

Boulevard/NE Grand Avenue intersection the inside (left lane) eastbound lane will be converted from a

through/left-turn lane to a left-turn only lane. At the NE Lloyd Boulevard/NE 9th Avenue intersection the

outside (right lane) eastbound lane will be closed at the intersection but maintain two eastbound

receiving lanes. Below are the results of an operations analysis conducted at these intersections during

the weekday PM peak hour.

4.1.1 Operations Analysis Results

Operations at NE Grand Avenue/NE Lloyd Boulevard, NE 7th Avenue/NE Lloyd Boulevard, and NE 9th

Avenue/NE Lloyd Boulevard intersections were analyzed under existing traffic conditions in the existing

configuration and in the proposed temporary control configuration.

At NE Grand Avenue/NE Lloyd Boulevard, the traffic control plan results in longer 95th percentile

eastbound thru queue length (i.e., from 60 feet to 117 feet). This is likely due to a reduction in eastbound

thru lanes in the traffic control plan, but this distance does not exceed the storage length. All other

approaches to the intersection continue to operate acceptably.

The southbound approach is the critical movement at NE 7th Avenue/NE Lloyd Boulevard intersection.

Table 1 shows that southbound operations at this intersection is anticipated to be LOS D during the

weekday PM peak hour. Vehicles making a southbound left-turn will have a 38 second delay. Southbound

queuing is not expected to extend beyond 100 feet in the 95th percentile. Vehicles traveling east and west

on NE Lloyd Boulevard will operate with no delay.

Table 1: NE 7th Avenue/NE Lloyd Boulevard Southbound Operational Results – Weekday PM Peak Period

Scenario

Southbound Total Southbound Left Traffic Southbound Right Traffic

LOS Delay (s) LOS v/c Delay (s) LOS v/c Delay (s)

Existing Configuration B 14.9

Traffic Control Plan D 26.8 E 0.59 38.2 C 0.42 18.3




At NE 9th Avenue/NE Lloyd Boulevard intersection, the 95th percentile eastbound queue will likely

increase from approximately 78 feet to 201 feet based on the traffic control plan. All other approaches

to the intersection continue to operate acceptably.

The operations sheets are included in Appendix B.

4.2 NE 7TH AVENUE AND NE FLANDERS STREET

At the beginning of construction, NE Flanders Street and NE 7th Avenue will be closed to through traffic

(vehicles, bicycles, and pedestrians) at NE 8th Avenue and NE Everett Street, respectively. Local access

will be provided to adjacent property driveways. There are no destinations west of NE 7th Avenue and

north of NE Flanders Street along these road segments, and these roads primarily serve as access and

circulation to the adjacent properties. Closing these road segments to through traffic will not result in

significant impacts to neighborhood traffic. This proposal has been discussed with near-by property

owners, and the project team will continue to keep property owners up-to-date on final timelines for

construction and potential changes to the plan.

4.3 I-84 WEEKEND CLOSURE

During the I-84 weekend closure the eastbound entrance ramps from I-5, the Morrison Bridge, and NE

Grand Avenue will be closed. Eastbound entrance ramps to I-84, east of the closure, will remain open to

traffic. All entrance ramps to I-84 westbound will be closed at I-205 (including the 102nd Avenue entrance

ramp), and westbound I-84 traffic will be directed to use I-205 southbound or I-205 northbound;

effectively closing I-84 westbound at I-205. All access to I-84 westbound will be closed at I-205, versus

closing I-84 westbound at the NE Lloyd Boulevard exit (just east of the Sullivan’s Crossing bridge

placement), to eliminate the likely desire by the traveling public to use the freeway resulting in all freeway

traffic detouring through the Lloyd District. Closing I-84 westbound at I-205 will better disperse traffic

through the transportation network, with the traveling public selecting different routes to reach their

destinations.

4.3.1 Alternative Routes Evaluation

During the closure, no specific alternative detour routes will be signed for general purpose traffic. It is

expected that traffic will reroute to other facilities throughout Portland. ODOT’s I-84 repaving project (I-

84: MLK BLVD to I-205, Key 16267), completed in 2013, implemented the same strategy during directional

weekend closures of I-84. The TMP for ODOT’s repaving project (completed in 2012 and provided in

Appendix C) evaluated the primary east-west routes which serve I-84 traffic demand during a closure and

maintain northeast and southeast Portland’s connection to I-5 and I-205. The I-84 closures were

conducted in August 2013. The sections below provide a summary of 2012 evaluation results, and a

volume comparison between the 2012 evaluation and the most recent data available along the identified

corridors.




4.3.1.1 2012 TMP Evaluation Summary

The following alternative routes were pre-selected by ODOT during the 2012 project and are summarized

below and shown on Figure 9.

• NE Columbia Boulevard

• NE Lombard Street

• NE Killingsworth Street

• NE Fremont Street

• NE Sandy Boulevard

• NE Broadway Street

• NE Glisan Street

• E Burnside Street

• SE Division Street

• SE Powell Boulevard

The 2012 TMP examined weekday and weekend traffic counts along these corridors with diverted I-84

trips added to the weekend peak hour. Overall, the 2013 alternative routes evaluation concluded that

the alternative east-west routes through Portland’s northeast and southeast neighborhoods have

adequate capacity to handle trips from an I-84 closure event. Table 1 below compares the total diverted

Saturday peak volumes with the 2012 weekday peak volumes.

Table 2: 2012 Comparison of Measured Weekday Peak Traffic to Weekend Closure Traffic

Roadway

Traffic Conditions Under I-84 Eastbound Closure

Traffic Conditions Under I-84 Westbound

Closure

Measured

Eastbound

Weekday

Peak1 Traffic

Volume

Projected

Diversion

Eastbound

Saturday

Peak2 Total

Volume

Is Saturday

Condition

Worse Than

Weekday

Peak?

Measured

Westbound

Weekday

Peak1 Traffic

Volume

Projected

Diversion

Westbound

Saturday

Peak2 Total

Volume

Is Saturday

Condition

Worse Than

Weekday

Peak?

NE Columbia Blvd 1400 830 No 1165 800 No

NE Lombard St 1385 810 No 1385 780 No

NE Killingsworth St 545 605 Yes 440 520 Yes

NE Fremont St 425 565 Yes 505 580 Yes

NE Sandy Blvd 1250 1080 No 1230 1195 No

NE Broadway 1070 1055 No 750 1150 Yes

NE Glisan St 600 370 No 435 430 No

E Burnside St 970 880 No 960 985 Yes

SE Division St 740 665 No 575 640 Yes

SE Powell Blvd 1605 1410 No 1730 1490 No

1 – Weekday peak hour volume was determined by direction. In general, westbound traffic experienced higher volumes

during the AM peak and eastbound experiences higher volumes during the PM peak.

2 – Saturday peak hour occurs from 1:00 p.m. to 2:00 p.m.

From Table 2, it was anticipated that during a closure event the following corridors would experience

traffic volumes less than their weekday peak hours.

• NE Columbia Boulevard

• NE Lombard Street

• NE Sandy Boulevard

• NE Glisan Street

• SE Powell Boulevard

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In addition, it was anticipated the following corridors would experience traffic volumes higher than their

weekday peak hour.

• NE Killingsworth Street

• NE Fremont Street

• NE Broadway Street

• E Burnside Street

• SE Division Street

The 2013 TMP recommended that during the I-84 closures the alternative routes, particularly those

anticipated to experience volumes higher than their weekday peak hour, be operated using the weekday

AM or PM signal timing plans; whichever provides greater east-west green time.

4.3.1.2 Volumes Comparison – 2012 TMP Volumes and most recent available data

The 2012 TMP examined I-84 traffic volumes collected in August 20091 at automated traffic recorder

(ATR) station 26-014 (milepost 3.35). Figures 10-12 provide hourly traffic volume comparisons between

the I-84 volumes used in the 2012 report (from August 2009), and volumes collected at ATR station 26-

014 in April/May (overall average) 2018. The planned closure of I-84 for the Sullivan’s Crossing Bicycle

and Pedestrian Bridge is expected to occur in April or May of 2020.

Figure 10: Weekday Hourly Traffic Volume, August 2009 and April/May 2018

1 The 2012 TMP notes the following: During 2010 the ATRs located within the project extents along I-84 were disabled.

As such, no summer ATR data is available after 2009. The average daily traffic (ADT) data on I-84 obtained from ODOT’s

Transportation Volume Tables shows a stable trend between years 2006 and 2010. Additionally, statewide data suggests

a decrease in overall vehicle miles traveled. Therefore, year 2009 volumes are considered a reasonable representation of

year 2013 volumes.

0

2000

4000

6000

8000

10000

12000

EB (Apr/May 2018) WB (Apr/May 2018) Total (Apr/May 2018)

EB (Aug 2009) WB (Aug 2009) Total (Aug 2009)




Figure 11: Saturday Hourly Traffic Volume, August 2009 and April/May 2018

Figure 12: Sunday Hourly Traffic Volume, August 2009 and April/May 2018

The I-84 ATR volume comparison shows that, generally, April/May traffic volumes are similar to the

August 2009 volumes used in the 2012 TMP evaluation. Weekday volumes are lower in April/May 2018

compared to August 2009, but slightly higher on the weekends with peak hours approximately 5% higher

than the Saturday peak hour used in the 2012 TMP evaluation.

0

2000

4000

6000

8000

10000

12000


EB (Aug 2009) WB (Aug2009) Total (Aug 2009)

0

2000

4000

6000

8000

10000

12000


EB (Aug 2009) WB (Aug 2009) Total (Aug2009)




In addition to the I-84 volumes described above, the 2012 TMP collected traffic volumes in April 2012

along the ten east-west alternative routes. Table 3 provides weekday peak hour volume comparisons

between the volumes used in the 2012 TMP (from April 2012), and the most recent traffic count data

available on PBOT’s Traffic Counts ArcGIS webpage. No weekend data was available along the corridors.

Table 3: Alternate East-West Routes – Peak Traffic Characteristics (more recent data)

Most Recent Weekday Peak Hour Volume1

2012 Weekday Peak Hour

Volume

Most Recent Data Compared

to 2012 Volume Data

EB WB Collection

Date EB WB EB WB

NE Columbia Blvd 1,080 919 July 2017 1,401 1,164 -22.9% -21.0%

NE Lombard St2 2,460 2017 1,386 1,384 -11.2%

NE Killingsworth St 425 674 Nov. 2014 546 439 -22.2% 53.5%

NE Fremont St 538 612 Feb. 2018 423 503 27.2% 21.7%

NE Sandy Blvd 1,358 1,410 Oct. 2015 1,251 1,232 8.6% 14.4%

NE Broadway St 667 859 Dec. 2017 1,069 748 -37.6% 14.8%

NE Glisan St 541 664 Nov. 2014/

Jan. 2015 600 435 -9.8% 52.6%

E Burnside St 957 1,134 Oct. 2015 968 958 -1.1% 18.4%

SE Division St 530 519 July 2015 740 577 -28.4% -10.1%

SE Powell Blvd 1,829 1,812 Feb. 2014 1,605 1,732 14.0% 4.6%

1 Weekday peak hour volume was determined by direction. In general, westbound traffic experiences higher volumes during the AM

peak, and eastbound traffic experiences higher volumes during the PM peak. 2 NE Lombard Street is an ODOT facility, and TransGIS does not break down volume data into directional travel or into peak hour

volumes. With 24,600 average daily traffic (ADT), the peak hour volume was determined to be 1/10 of ADT.

Overall, traffic volumes on these ten streets decrease 0.9 percent from 2012 to the most recent dates

collected. Morning peak hour volumes decrease 8.3 percent, while evening peak hour volumes increase

7.2 percent. As Table 3 shows, traffic volumes increase on some streets (NE Fremont St, NE Sandy Blvd,

SE Powell Blvd), while traffic volumes decrease on other streets (NE Columbia Blvd, NE Lombard St, SE

Division St). Although the volumes in Table 3 are not representative of the weekend closure, they suggest

the 10 alternate east-west corridors may have similar overall capacity to absorb the weekend closure

traffic as evaluated in 2012.

4.3.2 Alternative Routes for Freight, Through, and Airport Traffic

Two categories of traffic require regional alternative route information in order to mitigate the I-84

closure. These categories are summarized below and were implemented during the 2013 I-84 repaving

project.




4.3.2.1 Freight Traffic and General Through Traffic Using I-84 to Connect to I-5 or I-84 east of I-

205

Traffic which would use I-84 to connect from I-5 to I-84 east of I-205 (or vice versa) should be redirected

using public outreach and intelligent transportation systems (ITS) equipment (variable message sign

(VMS) or portable changeable message sign (PCMS)) to the I-205 Bypass as an alternative route. Figure

10 illustrates the regional VMS system for the Portland Metro region.

4.3.2.2 Regional Airport Traffic

Regional airport traffic will be informed of I-84’s closure using public outreach and ITS equipment.

However, no specific detour routes will be signed for this traffic. It will be up to the individual drivers to

appropriately plan alternative routes using other available resources (Trip Check, Port of Portland’s

website, and other route planning tools).

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4.4 FREIGHT MOBILITY

I-84 is a designated freight route; therefore, I-84 and alternative routes must accommodate freight traffic.

The contractor shall provide 35-day advance notice to Motor Carrier Transportation Division (MCTD) for

all lane and highway closures, including the weekend closure. Minimum roadway widths of 19 feet and

28 feet for one-lane and two-lane roadways, respectively, must be maintained. If minimum available

roadway width cannot be maintained, 35-day advance notice must be provided to MCTD. Traffic control

plans and standard drawings show temporary drums delineating transition tapers and temporary

concrete barrier to separate the work zone and travel lanes with the minimum required lane widths.

4.5 HOLIDAYS AND SPECIAL EVENTS RESTRICTIONS

The full weekend closure and nightly lane closures on I-84 should avoid all legal holidays (defined in the

2018 Oregon Standard Specifications for Construction Manual, Section 0220) and the following special

events:

• Rose Festival

• Bridge Pedal

• Hood to Coast

• Race for the Cure

4.6 COORDINATION WITH AREA PROJECTS

The full weekend closure and nightly lane closers on I-84 should be coordinated with other area

construction projects. The following are projects that may have traffic impacts during construction of this

project:

• I-5 Bridges Over the Columbia River trunnion replacement project will have multiple 9-day

closures beginning in fall 2020.

o ODOT Project Contact:

• Fremont Bridge project will require 30 closures over a 2-year period.

o ODOT Project Contact:


Transportation Management Plan Communication Plan


5 COMMUNICATION PLAN

The sections below describe the team responsible for coordinating all traffic control related items, and

public information and outreach.

5.1 TRAFFIC MANAGEMENT COORDINATION TEAM

The traffic management coordination team is responsible for implementing and monitoring on-going

traffic control strategies, and to communicate changes as construction progresses. The following key

individuals will oversee the communication regarding the TMP, associated construction traffic control,

and coordination with other area projects.

Table 4: Traffic Management Coordination Team

Name Organization Title Phone Number Email

Spencer Beeson (Cert. No.

05966) HPCivil (CMGC)

Traffic Control

Supervisor (503) 507-9917 -

Greg Hyde HPCivil (CMGC) Superintendent (971) 304-4731 [email protected]

Mario de la Rosa City of Portland Construction

Manager (503) 823-5717 [email protected]

Andrew Sullivan City of Portland Traffic Engineer (503) 823-5234 [email protected]

Stefan Bussey City of Portland Signals and Street

Lighting Engineer (503) 823-5556 [email protected]

TBD ODOT Region 1 TBD TBD TBD

Traffic Management

Operations Center (TMOC) ODOT Region 1 - (503)731-4652 -

5.2 PUBLIC INFORMATION AND OUTREACH

An extensive and coordinated public information and outreach effort will be critical to minimizing traffic

impacts, especially during the weekend closure of I-84. The goal of the outreach effort will be to inform

the general public in the region of the closure (time and locations), and potential alternative routes

around the closure. ODOT will lead communication efforts for the weekend closure of I-84 and coordinate

messaging with PBOT. The following key individuals will oversee the public information and outreach

plan.


Transportation Management Plan Communication Plan


Table 5: Public Information and Outreach Team

Name Organization Title Phone Number Email

Hannah Schafer City of Portland Public Involvement

Coordinator (503) 823-7248 [email protected]

TBD ODOT Region 1 Public Involvement

Coordinator TBD TBD

Appendix A Staging Plans

NO. DATE

SHEET NO.

1/4 SECTION

PROJECT NO.

APPD.

REVISION

DESCRIPTION

REVISION

DESCRIPTION

1n1e35

111 SW Fifth Ave., Suite 2500

Portland, OR 97204

O: 503.227.3251

F: 503.224.4681

www.kpff.com

T00638

CHLOE EUDALY

STEVE TOWNSEN, P.E.

COMMISSIONER

CITY ENGINEER

J. Wilkes

Sullivan's Crossing

Bicycle and Pedestrian Bridge

DESIGNED BY

CAD BY

CHECKED BY

DATE APPROVED

DIV. ENGINEER

S. Townsen

C. Totten

S. Whittington

BR100

Construction Sequence I

2C 2C

2C

NO. DATE

SHEET NO.

1/4 SECTION

PROJECT NO.

APPD.

REVISION

DESCRIPTION

REVISION

DESCRIPTION

1n1e35


Portland, OR 97204

O: 503.227.3251

F: 503.224.4681

www.kpff.com

T00638

CHLOE EUDALY

STEVE TOWNSEN, P.E.

COMMISSIONER

CITY ENGINEER

J. Wilkes

Sullivan's Crossing


BR-101

DESIGNED BY

CAD BY

CHECKED BY

DATE APPROVED

DIV. ENGINEER

S. Townsen

C. Totten

S. Whittington

Construction Sequence II

NO. DATE

SHEET NO.

1/4 SECTION

PROJECT NO.

APPD.

REVISION

DESCRIPTION

REVISION

DESCRIPTION

1n1e35


Portland, OR 97204

O: 503.227.3251

F: 503.224.4681

www.kpff.com

T00638

CHLOE EUDALY

STEVE TOWNSEN, P.E.

COMMISSIONER

CITY ENGINEER

J. Wilkes

Sullivan's Crossing


BR-102

DESIGNED BY

CAD BY

CHECKED BY

DATE APPROVED

DIV. ENGINEER

S. Townsen

C. Totten

S. Whittington

Construction Sequence III

NO. DATE

SHEET NO.

1/4 SECTION

PROJECT NO.

APPD.

REVISION

DESCRIPTION

REVISION

DESCRIPTION

1n1e35


Portland, OR 97204

O: 503.227.3251

F: 503.224.4681

www.kpff.com

T00638

CHLOE EUDALY

STEVE TOWNSEN, P.E.

COMMISSIONER

CITY ENGINEER

J. Wilkes

Sullivan's Crossing


DESIGNED BY

CAD BY

CHECKED BY

DATE APPROVED

DIV. ENGINEER

S. Townsen

C. Totten

S. Whittington

BR103

Construction Sequence IV

Appendix B Lloyd Boulevard Synchro

Worksheets

Sullivan's Gulch Crossing Existing Condition - PM Peak Period

4: NE Lloyd Blvd & NE 9th Ave 01/21/2019

20879_2017_00_Ex_PM.syn Synchro 9 Report

Kittelson & Associates, Inc. Page 1

Lane Group EBL EBT WBT SBL

Lane Group Flow (vph) 56 542 702 332

v/c Ratio 0.28 0.27 0.41 0.43

Control Delay 24.0 5.1 9.0 11.4

Queue Delay 0.0 0.0 0.0 0.0

Total Delay 24.0 5.1 9.0 11.4

Queue Length 50th (ft) 11 21 27 19


Internal Link Dist (ft) 461 529 6

Turn Bay Length (ft) 90

Base Capacity (vph) 715 3227 2303 1459

Starvation Cap Reductn 0 0 0 0

Spillback Cap Reductn 0 0 0 0

Storage Cap Reductn 0 0 0 0

Reduced v/c Ratio 0.08 0.17 0.30 0.23

Intersection Summary





Movement EBL EBT WBT WBR SBL SBR

Lane Configurations

Traffic Volume (vph) 51 493 523 116 182 120

Future Volume (vph) 51 493 523 116 182 120

Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900

Lane Width 10 10 10 10 16 16

Total Lost time (s) 3.0 5.0 5.0 4.0

Lane Util. Factor 1.00 0.95 0.95 0.97

Frpb, ped/bikes 1.00 1.00 0.99 0.99

Flpb, ped/bikes 1.00 1.00 1.00 0.99

Frt 1.00 1.00 0.97 0.94

Flt Protected 0.95 1.00 1.00 0.97

Satd. Flow (prot) 1652 3336 3180 3701

Flt Permitted 0.95 1.00 1.00 0.97

Satd. Flow (perm) 1652 3336 3180 3701

Peak-hour factor, PHF 0.91 0.91 0.91 0.91 0.91 0.91

Adj. Flow (vph) 56 542 575 127 200 132

RTOR Reduction (vph) 0 0 21 0 109 0

Lane Group Flow (vph) 56 542 681 0 223 0

Confl. Peds. (#/hr) 19 12

Confl. Bikes (#/hr) 25 4

Heavy Vehicles (%) 2% 1% 3% 0% 1% 1%

Turn Type Prot NA NA Perm

Protected Phases 1 6 2

Permitted Phases 8

Actuated Green, G (s) 2.2 28.2 23.0 7.8

Effective Green, g (s) 2.2 28.2 23.0 7.8

Actuated g/C Ratio 0.05 0.63 0.51 0.17

Clearance Time (s) 3.0 5.0 5.0 4.0

Vehicle Extension (s) 1.0 0.2 0.2 1.0

Lane Grp Cap (vph) 80 2090 1625 641

v/s Ratio Prot c0.03 0.16 c0.21

v/s Ratio Perm c0.06

v/c Ratio 0.70 0.26 0.42 0.35

Uniform Delay, d1 21.1 3.7 6.8 16.4

Progression Factor 1.00 1.00 1.00 1.00

Incremental Delay, d2 19.4 0.0 0.1 0.1

Delay (s) 40.4 3.8 6.9 16.5

Level of Service D A A B

Approach Delay (s) 7.2 6.9 16.5

Approach LOS A A B


HCM 2000 Control Delay 9.0 HCM 2000 Level of Service A

HCM 2000 Volume to Capacity ratio 0.42

Actuated Cycle Length (s) 45.0 Sum of lost time (s) 12.0

Intersection Capacity Utilization 41.6% ICU Level of Service A

Analysis Period (min) 15

c Critical Lane Group






Lane Configurations

Traffic Volume (veh/h) 36 406 580 63 138 183

Future Volume (Veh/h) 36 406 580 63 138 183

Sign Control Free Free Stop

Grade 0% 0% 0%

Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93

Hourly flow rate (vph) 39 437 624 68 148 197

Pedestrians 2 24

Lane Width (ft) 10.0 10.0

Walking Speed (ft/s) 4.0 4.0

Percent Blockage 0 2

Right turn flare (veh) 3

Median type TWLTL TWLTL

Median storage veh) 2 2

Upstream signal (ft) 771 541

pX, platoon unblocked 0.98 0.98 0.98

vC, conflicting volume 716 980 370

vC1, stage 1 conf vol 682

vC2, stage 2 conf vol 298

vCu, unblocked vol 675 944 322

tC, single (s) 4.2 6.8 6.9

tC, 2 stage (s) 5.8

tF (s) 2.2 3.5 3.3

p0 queue free % 96 65 70

cM capacity (veh/h) 875 429 656

Direction, Lane # EB 1 EB 2 EB 3 WB 1 WB 2 SB 1

Volume Total 39 218 218 416 276 345

Volume Left 39 0 0 0 0 148

Volume Right 0 0 0 0 68 197

cSH 875 1700 1700 1700 1700 1000

Volume to Capacity 0.04 0.13 0.13 0.24 0.16 0.35

Queue Length 95th (ft) 3 0 0 0 0 39

Control Delay (s) 9.3 0.0 0.0 0.0 0.0 14.9

Lane LOS A B


Approach LOS B


Average Delay 3.6




6: NE Grand Ave & NE Lloyd Blvd 01/21/2019



Lane Group EBT WBT NBT NBR


v/c Ratio 0.36 0.72 0.66 0.20

Control Delay 35.6 23.2 14.5 3.5

Queue Delay 0.0 0.1 0.1 0.0

Total Delay 35.6 23.3 14.6 3.5


Queue Length 95th (ft) m60 195 248 35







Reduced v/c Ratio 0.21 0.48 0.69 0.20


m Volume for 95th percentile queue is metered by upstream signal.





Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR

Lane Configurations

Traffic Volume (vph) 40 280 0 0 634 154 189 1311 153 0 0 0

Future Volume (vph) 40 280 0 0 634 154 189 1311 153 0 0 0

Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900

Lane Width 10 10 10 10 10 10 10 10 10 10 10 10


Lane Util. Factor 0.95 0.95 0.91 1.00

Frpb, ped/bikes 1.00 0.99 1.00 0.97

Flpb, ped/bikes 1.00 1.00 1.00 1.00

Frt 1.00 0.97 1.00 0.85

Flt Protected 0.99 1.00 0.99 1.00

Satd. Flow (prot) 3310 3175 4597 1450

Flt Permitted 0.78 1.00 0.99 1.00

Satd. Flow (perm) 2600 3175 4597 1450

Peak-hour factor, PHF 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96

Adj. Flow (vph) 42 292 0 0 660 160 197 1366 159 0 0 0

RTOR Reduction (vph) 0 0 0 0 1 0 0 0 66 0 0 0

Lane Group Flow (vph) 0 334 0 0 819 0 0 1563 93 0 0 0

Confl. Peds. (#/hr) 12 12 23 16


Heavy Vehicles (%) 2% 1% 0% 0% 2% 3% 7% 4% 1% 0% 0% 0%

Turn Type Perm NA NA Perm NA Perm


Permitted Phases 4 2 2






Lane Grp Cap (vph) 936 1143 2370 747

v/s Ratio Prot c0.26

v/s Ratio Perm 0.13 0.34 0.06

v/c Ratio 0.36 0.72 0.66 0.12

Uniform Delay, d1 16.4 19.3 12.4 8.8



Delay (s) 35.4 21.1 13.9 9.1

Level of Service D C B A

Approach Delay (s) 35.4 21.1 13.5 0.0

Approach LOS D C B A


HCM 2000 Control Delay 18.2 HCM 2000 Level of Service B



Intersection Capacity Utilization 71.5% ICU Level of Service C



Sullivan's Gulch Crossing Traffic Control Plan - PM Peak Period


20879_2017_PM_7thLloydConstruction.syn Synchro 9 Report

Kittelson & Associates, Inc Page 1

Lane Group EBL EBT WBT SBL


v/c Ratio 0.28 0.51 0.41 0.43

Control Delay 24.0 7.9 9.0 11.4

Queue Delay 0.0 0.0 0.0 0.0

Total Delay 24.0 7.9 9.0 11.4









Reduced v/c Ratio 0.08 0.32 0.30 0.23







Lane Configurations

Traffic Volume (vph) 51 493 523 116 182 120

Future Volume (vph) 51 493 523 116 182 120

Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900

Lane Width 10 10 10 10 16 16


Lane Util. Factor 1.00 1.00 0.95 0.97

Frpb, ped/bikes 1.00 1.00 0.99 0.99

Flpb, ped/bikes 1.00 1.00 1.00 0.99

Frt 1.00 1.00 0.97 0.94

Flt Protected 0.95 1.00 1.00 0.97

Satd. Flow (prot) 1652 1756 3180 3701

Flt Permitted 0.95 1.00 1.00 0.97

Satd. Flow (perm) 1652 1756 3180 3701

Peak-hour factor, PHF 0.91 0.91 0.91 0.91 0.91 0.91

Adj. Flow (vph) 56 542 575 127 200 132

RTOR Reduction (vph) 0 0 21 0 109 0

Lane Group Flow (vph) 56 542 681 0 223 0

Confl. Peds. (#/hr) 19 12


Heavy Vehicles (%) 2% 1% 3% 0% 1% 1%

Turn Type Prot NA NA Perm


Permitted Phases 8






Lane Grp Cap (vph) 80 1100 1625 641

v/s Ratio Prot c0.03 c0.31 0.21

v/s Ratio Perm c0.06

v/c Ratio 0.70 0.49 0.42 0.35

Uniform Delay, d1 21.1 4.5 6.8 16.4



Delay (s) 40.4 4.7 6.9 16.5

Level of Service D A A B


Approach LOS A A B


HCM 2000 Control Delay 9.3 HCM 2000 Level of Service A











Lane Configurations

Traffic Volume (veh/h) 36 406 580 63 138 183

Future Volume (Veh/h) 36 406 580 63 138 183

Sign Control Free Free Stop

Grade 0% 0% 0%

Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93

Hourly flow rate (vph) 39 437 624 68 148 197

Pedestrians 2 24

Lane Width (ft) 10.0 10.0

Walking Speed (ft/s) 4.0 4.0

Percent Blockage 0 2

Right turn flare (veh)

Median type None None

Median storage veh)

Upstream signal (ft) 790 542

pX, platoon unblocked 0.80 0.85 0.80

vC, conflicting volume 716 1199 682

vC1, stage 1 conf vol

vC2, stage 2 conf vol

vCu, unblocked vol 519 887 476

tC, single (s) 4.1 6.4 6.2

tC, 2 stage (s)

tF (s) 2.2 3.5 3.3

p0 queue free % 95 41 58

cM capacity (veh/h) 819 250 466

Direction, Lane # EB 1 WB 1 SB 1 SB 2

Volume Total 476 692 148 197

Volume Left 39 0 148 0

Volume Right 0 68 0 197

cSH 819 1700 250 466

Volume to Capacity 0.05 0.41 0.59 0.42


Control Delay (s) 1.4 0.0 38.2 18.3

Lane LOS A E C


Approach LOS D


Average Delay 6.5







Lane Group EBL EBT WBT NBT NBR

Lane Group Flow (vph) 42 292 820 1563 159

v/c Ratio 0.34 0.47 0.72 0.65 0.19

Control Delay 40.7 39.6 23.3 14.1 2.5

Queue Delay 0.0 1.6 0.2 0.1 0.0

Total Delay 40.7 41.2 23.5 14.2 2.5

Queue Length 50th (ft) 20 138 158 161 0

Queue Length 95th (ft) m17 m117 200 237 28



Base Capacity (vph) 151 752 1370 2395 830

Starvation Cap Reductn 0 295 0 0 0

Spillback Cap Reductn 0 0 105 112 0

Storage Cap Reductn 0 0 0 0 0

Reduced v/c Ratio 0.28 0.64 0.65 0.68 0.19


m Volume for 95th percentile queue is metered by upstream signal.





Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR

Lane Configurations

Traffic Volume (vph) 40 280 0 0 634 154 189 1311 153 0 0 0

Future Volume (vph) 40 280 0 0 634 154 189 1311 153 0 0 0

Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900

Lane Width 10 10 10 10 10 10 10 10 10 12 10 10

Total Lost time (s) 4.2 4.2 4.2 4.5 4.5

Lane Util. Factor 1.00 1.00 0.95 0.91 1.00

Frpb, ped/bikes 1.00 1.00 0.99 1.00 0.95

Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00

Frt 1.00 1.00 0.97 1.00 0.85

Flt Protected 0.95 1.00 1.00 0.99 1.00

Satd. Flow (prot) 1646 1756 3174 4597 1421

Flt Permitted 0.20 1.00 1.00 0.99 1.00

Satd. Flow (perm) 353 1756 3174 4597 1421

Peak-hour factor, PHF 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96

Adj. Flow (vph) 42 292 0 0 660 160 197 1366 159 0 0 0

RTOR Reduction (vph) 0 0 0 0 10 0 0 0 76 0 0 0

Lane Group Flow (vph) 42 292 0 0 810 0 0 1563 83 0 0 0

Confl. Peds. (#/hr) 12 12 23 16


Heavy Vehicles (%) 2% 1% 0% 0% 2% 3% 7% 4% 1% 0% 0% 0%

Turn Type Perm NA NA Perm NA Perm


Permitted Phases 4 2 2

Actuated Green, G (s) 24.8 24.8 24.8 36.5 36.5

Effective Green, g (s) 24.8 24.8 24.8 36.5 36.5

Actuated g/C Ratio 0.35 0.35 0.35 0.52 0.52

Clearance Time (s) 4.2 4.2 4.2 4.5 4.5

Vehicle Extension (s) 1.0 1.0 1.0 1.0 1.0

Lane Grp Cap (vph) 125 622 1124 2397 740

v/s Ratio Prot 0.17 c0.26

v/s Ratio Perm 0.12 0.34 0.06

v/c Ratio 0.34 0.47 0.72 0.65 0.11

Uniform Delay, d1 16.6 17.5 19.6 12.1 8.5

Progression Factor 2.15 2.19 1.00 1.00 1.00

Incremental Delay, d2 0.2 0.1 2.0 1.4 0.3

Delay (s) 35.8 38.5 21.6 13.5 8.8

Level of Service D D C B A

Approach Delay (s) 38.1 21.6 13.1 0.0

Approach LOS D C B A


HCM 2000 Control Delay 18.4 HCM 2000 Level of Service B






Appendix C Transportation Management

Plan, FFO – I-84: MLK Blvd to

I-205 Key #16267

sullivan’s crossing bicycle and pedestrian bridge document...sullivan’s crossing bicycle and...

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