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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
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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).
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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.
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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
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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 Street
• 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.
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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 Street
• 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.
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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)
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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.
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• 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,
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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.
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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.
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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
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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.
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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)
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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 (Apr/May 2018) WB (Apr/May 2018) Total (Apr/May 2018)
EB (Aug 2009) WB (Aug2009) Total (Aug 2009)
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 (Aug2009)
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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.
Sullivan’s Crossing Bicycle and Pedestrian Bridge April 2019
Transportation Management Plan Potential Traffic Control Plan Impacts
19 Kittelson & Associates, Inc.
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).
Sullivan's Crossing Bridge
10
Sullivan’s Crossing Bicycle and Pedestrian Bridge April 2019
Transportation Management Plan Potential Traffic Control Plan Impacts
21 Kittelson & Associates, Inc.
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:
Sullivan’s Crossing Bicycle and Pedestrian Bridge April 2019
Transportation Management Plan Communication Plan
22 Kittelson & Associates, Inc.
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.
Sullivan’s Crossing Bicycle and Pedestrian Bridge April 2019
Transportation Management Plan Communication Plan
23 Kittelson & Associates, Inc.
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
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
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
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
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
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
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
Queue Length 95th (ft) 48 78 150 53
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
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 2
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
Intersection Summary
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
Sullivan's Gulch Crossing Existing Condition - PM Peak Period
5: NE Lloyd Blvd & NE 7th Ave 01/21/2019
20879_2017_00_Ex_PM.syn Synchro 9 Report
Kittelson & Associates, Inc. Page 3
Movement EBL EBT WBT WBR SBL SBR
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 Delay (s) 0.8 0.0 14.9
Approach LOS B
Intersection Summary
Average Delay 3.6
Intersection Capacity Utilization 39.2% ICU Level of Service A
Analysis Period (min) 15
Sullivan's Gulch Crossing Existing Condition - PM Peak Period
6: NE Grand Ave & NE Lloyd Blvd 01/21/2019
20879_2017_00_Ex_PM.syn Synchro 9 Report
Kittelson & Associates, Inc. Page 4
Lane Group EBT WBT NBT NBR
Lane Group Flow (vph) 334 820 1563 159
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 50th (ft) 82 161 161 4
Queue Length 95th (ft) m60 195 248 35
Internal Link Dist (ft) 152 691 420
Turn Bay Length (ft) 150
Base Capacity (vph) 1579 1930 2373 812
Starvation Cap Reductn 0 0 0 0
Spillback Cap Reductn 0 233 102 0
Storage Cap Reductn 0 0 0 0
Reduced v/c Ratio 0.21 0.48 0.69 0.20
Intersection Summary
m Volume for 95th percentile queue is metered by upstream signal.
Sullivan's Gulch Crossing Existing Condition - PM Peak Period
6: NE Grand Ave & NE Lloyd Blvd 01/21/2019
20879_2017_00_Ex_PM.syn Synchro 9 Report
Kittelson & Associates, Inc. Page 5
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
Total Lost time (s) 4.2 4.2 4.5 4.5
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
Confl. Bikes (#/hr) 26 7
Heavy Vehicles (%) 2% 1% 0% 0% 2% 3% 7% 4% 1% 0% 0% 0%
Turn Type Perm NA NA Perm NA Perm
Protected Phases 4 8 2
Permitted Phases 4 2 2
Actuated Green, G (s) 25.2 25.2 36.1 36.1
Effective Green, g (s) 25.2 25.2 36.1 36.1
Actuated g/C Ratio 0.36 0.36 0.52 0.52
Clearance Time (s) 4.2 4.2 4.5 4.5
Vehicle Extension (s) 1.0 1.0 1.0 1.0
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
Progression Factor 2.15 1.00 1.00 1.00
Incremental Delay, d2 0.0 1.8 1.5 0.3
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
Intersection Summary
HCM 2000 Control Delay 18.2 HCM 2000 Level of Service B
HCM 2000 Volume to Capacity ratio 0.68
Actuated Cycle Length (s) 70.0 Sum of lost time (s) 8.7
Intersection Capacity Utilization 71.5% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
Sullivan's Gulch Crossing Traffic Control Plan - PM Peak Period
4: NE Lloyd Blvd & NE 9th Ave 01/21/2019
20879_2017_PM_7thLloydConstruction.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 0.51 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
Queue Length 50th (ft) 11 49 27 19
Queue Length 95th (ft) 48 201 150 53
Internal Link Dist (ft) 123 529 6
Turn Bay Length (ft) 90
Base Capacity (vph) 715 1699 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 0.32 0.30 0.23
Intersection Summary
Sullivan's Gulch Crossing Traffic Control Plan - PM Peak Period
4: NE Lloyd Blvd & NE 9th Ave 01/21/2019
20879_2017_PM_7thLloydConstruction.syn Synchro 9 Report
Kittelson & Associates, Inc Page 2
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 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
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 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
Progression Factor 1.00 1.00 1.00 1.00
Incremental Delay, d2 19.4 0.1 0.1 0.1
Delay (s) 40.4 4.7 6.9 16.5
Level of Service D A A B
Approach Delay (s) 8.0 6.9 16.5
Approach LOS A A B
Intersection Summary
HCM 2000 Control Delay 9.3 HCM 2000 Level of Service A
HCM 2000 Volume to Capacity ratio 0.51
Actuated Cycle Length (s) 45.0 Sum of lost time (s) 12.0
Intersection Capacity Utilization 42.4% ICU Level of Service A
Analysis Period (min) 15
c Critical Lane Group
Sullivan's Gulch Crossing Traffic Control Plan - PM Peak Period
5: NE Lloyd Blvd & NE 7th Ave 01/21/2019
20879_2017_PM_7thLloydConstruction.syn Synchro 9 Report
Kittelson & Associates, Inc Page 3
Movement EBL EBT WBT WBR SBL SBR
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
Queue Length 95th (ft) 4 0 86 52
Control Delay (s) 1.4 0.0 38.2 18.3
Lane LOS A E C
Approach Delay (s) 1.4 0.0 26.8
Approach LOS D
Intersection Summary
Average Delay 6.5
Intersection Capacity Utilization 65.5% ICU Level of Service C
Analysis Period (min) 15
Sullivan's Gulch Crossing Traffic Control Plan - PM Peak Period
6: NE Grand Ave & NE Lloyd Blvd 01/21/2019
20879_2017_PM_7thLloydConstruction.syn Synchro 9 Report
Kittelson & Associates, Inc Page 4
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
Internal Link Dist (ft) 152 103 420
Turn Bay Length (ft) 150
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
Intersection Summary
m Volume for 95th percentile queue is metered by upstream signal.
Sullivan's Gulch Crossing Traffic Control Plan - PM Peak Period
6: NE Grand Ave & NE Lloyd Blvd 01/21/2019
20879_2017_PM_7thLloydConstruction.syn Synchro 9 Report
Kittelson & Associates, Inc Page 5
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
Confl. Bikes (#/hr) 26 7
Heavy Vehicles (%) 2% 1% 0% 0% 2% 3% 7% 4% 1% 0% 0% 0%
Turn Type Perm NA NA Perm NA Perm
Protected Phases 4 8 2
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
Intersection Summary
HCM 2000 Control Delay 18.4 HCM 2000 Level of Service B
HCM 2000 Volume to Capacity ratio 0.68
Actuated Cycle Length (s) 70.0 Sum of lost time (s) 8.7
Intersection Capacity Utilization 69.3% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
Appendix C Transportation Management
Plan, FFO – I-84: MLK Blvd to
I-205 Key #16267