Transit signal priority with three-point advanced ...838/fulltext.pdfTRANSIT SIGNAL PRIORITY WITH THREE-POINT ADVANCED PREDICTION: CASE STUDY OF BEACON STREET, BROOKLINE, MA. A Thesis

TRANSIT SIGNAL PRIORITY WITH THREE-POINT ADVANCED PREDICTION: CASE STUDY OF BEACON STREET, BROOKLINE, MA

A Thesis Presented

By

Hangjue Li

to The Department of Civil and Environmental Engineering

in partial fulfillment of the requirements for the degree of

Master of Science in

Civil Engineering

in the field of

Transportation Engineering

Northeastern University Boston, Massachusetts

August,2012

2

Abstract

This thesis proposes a traffic signal control algorithm for transit priority based on

advanced detection. For each traffic signal, approaching transit vehicles are detected at

three points. The two closest points are just before and just after the transit stop preceding

the subject signal; the third and most distant point is just after the second preceding

transit stop. At each detection point, adjustments to the signal cycle are made in order to

increase the chance that the train arrives during a (future) green period. Adjustments at

the earlier detection points include shortening or lengthening signal phases, and assume

that further adjustments can be made a later detection points as uncertainty in predicting

the transit vehicle’s arrival time decreases. At the final detection point, adjustments also

include phase rotation, omitting left turn phases, and inserting transit-vehicle-only

phases, while respecting pedestrian phases. Signal control algorithms also include

features aimed at improving the efficiency of general traffic control including dynamic

recovery for restoring coordination (restoring relative offsets without caring about

absolute offsets) and allowing some signals to operate under full actuation. Algorithms

were also introduced to reduce pedestrian delay by minimizing cycle length, double

cycling, and providing pedestrian progression through two-stage crossings. The

algorithms were tested in simulation on Beacon Street in Brookline, MA, with a light rail

line operating in a median reservation. Simulation used the software VISSIM, with signal

control algorithms programmed using VAP, VISSIM’s programming language for traffic

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signals. For the a.m. peak, transit delay was reduced 74 percent overall and up to 90

percent at a single intersection, with no change in delay to general traffic. Pedestrian

delay was also reduced by up to 50 percent at selected intersections.

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Contents Abstract ........................................................................................................................... 2

List of Figures ................................................................................................................. 6

List of Tables .................................................................................................................. 7

1 Introduction .............................................................................................................. 8

1.1 Background ................................................................................................... 8

1.2 MBTA Green-Line (C) Light Rail along Beacon Street .................................. 9

1.3 Thesis Objective and Organization ............................................................... 13

2 Literature Synthesis ................................................................................................ 14

3 Transit Signal Priority Methodology ....................................................................... 17

3.1 Transit-Vehicle Prediction for TSP .............................................................. 17

3.1.1 Transit-Vehicle Detection ................................................................. 17

3.1.2 Arriving Time Prediction .................................................................. 20

3.2 Three-Point TSP Implementations ............................................................... 23

3.2.1 Three-Point Arrangement .................................................................. 23

3.2.2 Green Extension and Late Activation ................................................ 27

3.2.3 Early Green Activation ...................................................................... 29

3.2.4 Insert a Transit Signal Phase ............................................................. 30

3.2.5 Priority Level .................................................................................... 31

3.2.6 Dynamic Coordination Recovery after TSP ....................................... 31

3.3 General traffic Operation ............................................................................. 33

4 Simulation and Results Analysis ............................................................................. 35

4.1 Existing Condition of the Network ............................................................... 35

4.1.1 Existing Condition of General traffic ................................................. 35

4.1.2 Existing Public Transportation Conditions ........................................ 36

4.2 Improved General traffic .............................................................................. 39

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4.2.1 General traffic Signal Operation ........................................................ 39

4.2.2 Pedestrian Signal Improvements ....................................................... 40

4.3 Advanced Transit Signal Priority Simulation ............................................... 49

4.3.1 Transit Signal Priority in the Traditional Way ................................... 49

4.3.2 Coordination Recovery Effects on TSP and General traffic ............... 51

4.3.3 Near-side and Far-side Stop Location ................................................ 52

4.3.4 Network Simulation Results .............................................................. 54

5 Conclusion ............................................................................................................. 57

References ..................................................................................................................... 59

Appendix....................................................................................................................... 60

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List of Figures

FIGURE 1-1 MBTA RAPID TRANSIT-VEHICLE& BUS ROUTES MAP (3) ........................... 10 FIGURE 1-2 CORRIDOR OF BEACON ST. FROM MARION ST. TO ST. MARY ST., BROOKLINE,

MA. ....................................................................................................................... 11 FIGURE 2-1TRANSIT SIGNAL PRIORITY IN THE TRADITIONAL WAY (1) .......................... 15 FIGURE 3-1 ILLUSTRATION OF THREE POINTS TRANSIT SIGNAL PRIORITY ...................... 19 FIGURE3-2 TRAVEL TIME FROM FIRST DETECTED POINT TO THE SUBJECT INTERSECTION

............................................................................................................................... 21 FIGURE 3-3 SIGNAL CONTROL ALGORITHM .................................................................. 24 FIGURE 4-1 HEADWAY DISTRIBUTION AT COOLIDGE CORNER MORNING PEAK HOURS,

INBOUND ................................................................................................................ 37 FIGURE 4-2 HEADWAY DISTRIBUTION AT ST. PAUL ST, MORNING PEAK HOURS, INBOUND

............................................................................................................................... 38 FIGURE 4-3 SUMMIT AVE AT BEACON STREET, BROOKLINE, MA .................................. 42 FIGURE 4-4 SIGNAL OPERATION ILLUSTRATION AT SUMMIT AVE. ................................. 43 FIGURE 4-5 SIGNAL OPERATION AT ST. MARY’S ST, BROOKLINE, MA. ......................... 45 FIGURE 4-6 EXISTING CONDITION OF THE SIGNAL OPERATION ILLUSTRATION AT

PLEASANT ST, REPORT OF SYNCHRO 5 ................................................................. 47 FIGURE 4-7 EXISTING CONDITION OF THE SIGNAL OPERATION AT WINCHESTER, REPORT

OF SYNCHRO 5 ..................................................................................................... 47 FIGURE 4-8 WINCHETER ST. AT BEACON ST., BROOKLINE, MA ..................................... 48 FIGURE 4-9 CHECK-IN/CHECK-OUT DETECTOR LOCATION ILLUSTRATION ..................... 50 FIGURE 4-10 AVERAGE DELAYS OF INBOUND GENERAL TRAFFIC AT COORDINATION ZONE

............................................................................................................................... 51 FIGURE 4-11 MINIMUM DELAY STOP LOCATIONS AT HARVARD ST. AND ST. PAUL ST.,

INBOUND ................................................................................................................ 53 FIGURE 4-12 INBOUND TRANSIT DELAY IN MORNING PEAK HOURS .............................. 55 FIGURE 4-13 TRAFFIC DELAY OF THE ENTIRE NETWORK ............................................... 56

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List of Tables

TABLE 4-1 EXISTING GENERAL TRAFFIC CONDITIONS ON BEACON STREET (MORNING PEAK HOURS, WEEKDAYS) .................................................................... 36

TABLE 4-2 IMPROVED GENERAL TRAFFIC SIGNAL PLAN ................................................ 40 TABLE 4-3 GENERAL TRAFFIC NETWORK PERFORMANCE .............................................. 40 TABLE 4-4 COMPARISON OF THE DUAL PEDESTRIAN CYCLE AND EXISTING CONDITION . 44 TABLE 4-5 IMPROVEMENTS OF THE PEDESTRIAN SIGNAL OPERATION AT ST. MARY’S .... 46 TABLE 4-6 RELATIONS OF TRANSIT DELAY AND STOP LOCATIONS ................................ 53

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1 Introduction

1.1 Background

Transit Signal Priority (TSP) is an aspect of traffic signal systems whose purpose is to

reduce transit travel delay, mainly by reducing a transit-vehicle’s waiting time at

signalized intersections (1). With TSP, transit will have a more efficient and effective

operation. Not only does TSP reduce passenger’s travel time, but it also offers a more

reliable service. A late transit-vehicle can catch up to its schedule by saving travel time

from TSP, which minimizes negative effects such as bunching.

Passive and active priority strategies are two main types of TSP. Passive TSP can be

accomplished through optimizing the signal timings by adjusting the signal cycle length,

phase splits, and co-ordination offsets. Active TSP involves communication based on

detectors transmitting information between transit-vehicle and controllers. Active TSP

involves tactics such as green extension, early green activation, and phase insertion (2).

Based on the previous developments of TSP, this thesis attempts to develop an algorithm

to improve signal control and add priority to the Massachusetts Bay Transportation’s

(MBTA) Green Line C light rail line on Beacon Street, Brookline, MA.

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1.2 MBTA Green-Line (C) Light Rail along Beacon Street

The MBTA Green Line goes through from the Boston downtown area with branches to

the west (FIGURE 1-1). The Green Line C Branch runs from downtown Boston to

Cleveland Circle Station through the town of Brookline. The Green Line C starts at North

Station in Boston running underground in the tunnel along with the other three Green

Line branches. At Kenmore Station, the Green Line C comes out of the portal close to St.

Mary’s St., in the town of Brookline, operating at surface land within the median of

Beacon Street.

The Green Line C tracks are separate from the vehicular traffic lanes; however, the

transit-vehicle has to pass through several signalized intersections. The segment studied

runs from just west of Marion Street to just east of St. Mary’s Street, with twelve

signalized intersections and six transit-vehicle stops in each direction of the street

(FIGURE 1-2). This section of Green Line C passes through a commercial area and a

neighborhood near Coolidge Corner, where many passengers (Appendix IV, Passenger

Data from MBTA) access the Green Line C both during the morning and evening peak

hours. There is a wide median along Beacon Street with street parking on either side of

the tracks.

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FIGURE 1-1 MBTA Rapid Transit-vehicle& Bus Routes Map (3)

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FIGURE 1-2 Corridor of Beacon St. from Marion St. to St. Mary St., Brookline, MA.

(AutoCAD Sketch refers to Appendix IV)

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Green Line C encounters delays due to stopping for the transit stations and the

intersections. The officially scheduled headway (4) is seven minutes, however, operation

are unreliable because of variable dwell time and intersection delays. If a train is late, the

passenger delay may be worsened due to more passengers who will be waiting for the

train which in turn increases the boarding time. The train delay may result in bunching,

with the headway between two transit-vehicles getting smaller and smaller. The trailing

vehicle could catch up to the leading one eventually, with the vehicle ahead being over

capacity, while the next vehicle may be almost empty. Meanwhile, long gaps develop

before the late transit-vehicle and behind the early vehicle which reduces the reliability of

the transit’s headway schedule.

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1.3 Thesis Objective and Organization

This thesis aims to develop a traffic signal control algorithm for an arterial with light rail

in the median, located on Beacon Street, Brookline, MA. According to previous research

and implementation, TSP decreases transit’s travel time and reduces passengers’ delay,

but it hardly guarantees that every transit-vehicle gets a green light immediately. Signal

controllers are not permitted to apply an immediate green interval of TSP for various

reasons like respecting conflicting pedestrian service, meeting co-ordination needs, and

fulfilling the minimum green time and maximum green time limitations. The objective of

this algorithm is to provide minimal delay to public transit service through TSP, ideally

close to zero. The TSP algorithm development focuses on active signal priority by

detecting the arrival of a transit-vehicle and providing it priority. TSP is based on

predicting a train’s arrival at a traffic signal using detectors located at three points

(Chapter 3.2.1). The prediction of the train’s arrival time keeps improving at each point.

Tactics used include green extension, early green, phase rotation, omitting left turn

phases, and inserting transit-vehicle-only phases are used to implement TSP. Moreover,

general traffic (non-transit traffic) signal control is designed to minimize the influence of

transit-vehicle priority and decrease pedestrian’s delay. Signal control algorithms were

programmed and tested using the traffic simulation software VISSIM. The simulation

results were compared and analyzed among existing condition, TSP in traditional way

(Chapter 2), and the developed TSP.

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2 Literature Synthesis

According to the Signal Timing Manual, “transit Signal Priority is an operational

Strategy that is applied to reduce the delay transit experience at traffic signals. TSP

involves communication between buses and traffic signal controllers so that a signal can

alter its timing to give priority to transit operations. Priority may be accomplished

through a number of methods, such as extending greens on identified phases, altering

phase sequences, and including special phases without interrupting the coordination of

green lights between adjacent intersections. Ultimately, TSP has the potential to improve

transit operation reliability, efficiency, and mobility. (1)”

Basically, transit signal priority, in a traditional way, can proceed to an early green

activation and green extension to reduce the transit’s traveling delay. (FIGURE 2-1)

Due to the fluctuating traffic demand in each intersection, the minimum cycle should

have a limit to avoid cycle failure (5): the signal cycle length has significant effects on

the intersection capacity. An extremely short cycle length might increase traffic delay

owing to a lack of capacity. A very long cycle length, on the other hand, would lead to

huge delays in traffic because of the long waiting time. However, minimum and

maximum limits of cycle length constrain TSP operation.

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FIGURE 2-1Transit Signal Priority in the Traditional Way (1)

Transit operation could take additional advantages of TSP, by purposely developing

service designs and policies, instead of simply getting improved without any management

(6). It is recommended to take into account other designs to increase the benefits of TSP,

such as relocating a transit-vehicle stop and adding exclusive transit signal phases.

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A transit phase usually operates with one of the street’s general traffic stage that both

eastbound and westbound through traffic are green on Beacon Street, which indicates that

signal co-ordination can also assist in accomplishing the TSP objective in some cases.

TSP has already discovered that traffic signal co-ordination is an efficient way to

improve public transportation service competitiveness if applied appropriately (7).

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3 Transit Signal Priority Methodology

The active TSP algorithm is introduced in this chapter. TSP strategy develops a three-

point advanced prediction and signal timing adjustment, including:

• transit-vehicle arrival time prediction ,

• tactics of TSP implementation, and

• General traffic improvement.

3.1 Transit-Vehicle Prediction for TSP

The active TSP’s implementation is based on predicting a transit-vehicle’s location and

arrival time to adjust the signal phases. This chapter introduces the selection of the

detectors’ location at three points, and the arrival time’s estimation. The predictions

decide the TSP implementation tactics at each point.

3.1.1 Transit-Vehicle Detection

Transit-vehicle prediction is the process of using detectors to provide a transit-vehicle’s

location and approach information to a controller. The detection information is

transmitted to the in order to provide priority to the transit-vehicles. It is necessary to

inform a controller in advance that a transit-vehicle is approaching so that TSP can be

applied.

Accurate and early predictions will provide a controller more flexibility to adjust the

priority timing plan, which will be more likely to improve the TSP service. For the

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purpose of making the TSP operation more flexible, a transit-vehicle needs to be

predicted in advance so that with small, non-disruptive changes to green interval lengths,

the transit signal will be green when the vehicle arrives. However, the earlier a prediction

is made, the more uncertain factors there will be to predict transit arrival time due to

randomness in delay at intervening intersections and stops. Three locations will be used

to detect vehicles (FIGURE 3-1). The detectors are placed at two stations upstream of the

signalized intersection. In order to provide precise predictions as well as flexible TSP

operations, the first detection point is placed at a release point immediately after the first

transit station so that there will be only one station between the release point and the

subject intersection. A releasing point after a station allows a segment to have the longest

prediction time but one fewer uncertain dwell time (the dwell time of first transit station)

factor. The segment is defined as part of a travel route from the first detection point,

where a vehicle is detected, to the TSP target intersection. For checking the dwell time at

the middle station “T2”, the second detection point is located upstream of the closest

transit station (“T2”) to the target signal. The third detection point is located at

downstream of the release point of the closest station, and this is the earliest point that the

detector can provide the vehicle’s precise arrival time to the signal controller.

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FIGURE 3-1 Illustration of Three Points Transit Signal Priority

At the intersection, check-in/check-out detectors are placed upstream and downstream of

the signal. These detectors are used to identify if a transit-vehicle successfully passes

through the intersection. A check-in detector is used for altering TSP operation at an

intersection when the transit-vehicle fails to utilize the green phase that the TSP initially

provided for it. A check-out detector call indicates that the TSP operation can be ended at

the intersection. The detection provides transit-vehicle information to the controllers at

multiple points until the last check-out detector indicates that the transit-vehicle gets

through the target intersection successfully, and TSP ends.

Check-in Detector

Check-out Detector

Transit vehicle

Detector

TT Transit Stations

20

At the transit station, an upstream detector and a downstream detector are placed at

upstream and downstream of the intersections, respectively. The pair of the detectors

monitors if the dwell time exceeds the pre-set length at the station (Chapter 3.2.1). The

downstream detector is also used to detect the transit-vehicle’s release time. The check-

out detector of the intersection and the upstream detector of the station could be the same

one at far-side transit stations; the downstream detector of the station and the check-in

detector of the intersection could be the same one at near-side stations.

3.1.2 Arriving Time Prediction

The advanced TSP attempts to make predictions earlier than the traditional ways of TSP

(Chapter 2), for the purpose of providing more flexibility to the controller implementing

TSP.

The subject signal TSP algorithm is based on two assumptions.

a. First, it assumes that the transit vehicle is able to successfully get TSP at

intervening signals without any delay. This means that the transit vehicle will

not be stopped by red signals until the target intersection in each segment, and

the signalized intersections will not impact the transit-vehicles’ travel time. This

is easier to accomplish when transit operates in its own right-of-way (ROW),

than for a bus in a shared ROW (e.g., mixed traffic).

b. Transit-vehicles have to stop at stations, and the dwell time is variable. The

second assumption is that the passenger arrival rate matches a normal distribution,

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but the mean and variation may vary at each station, depending on the data. Since

the dwell time is variable, the arriving time of a segment would be a time range

instead of a specific point in time. The dwell time of each station is predicted

with an 85% confidence of interval.

The minimum arriving time of a segment would be the sum of the minimum dwell time

at stations (Station “T2” (FIGURE 3-2) in the middle and the transit-vehicle’s running

time:

Minimum Arrival Time = Travel Time + Minimum Dwell Time

EQUATION 1 Transit-Vehicle’s Minimum Arrival Time

FIGURE 3-2 Travel Time from First Detected Point to the Subject Intersection

The travel time is recorded along with the transit-vehicle signal time at the target

intersection where TSP was requested. A time counter starts at the transit-vehicle's green

phase, which is set as time zero, and it is reset every cycle. If the transit-vehicle calls for

TSP at time "t0", the earliest arriving time "tEarr" will be:

Travel Time ttrl

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EQUATION 2 Transit Vehicle’s Earliest Arrival Time

In the equation above, "C" is the cycle length of the signal at the intersection where TSP

is required. At a coordinated signalized intersection, the cycle length is fixed, so that “C”

is the operating cycle length. The cycle length is variable at actuated signals and “C” is

used as a natural cycle length from SYNCHRO1results. "ModC” is an operator that

calculates a remainder between two dividends. ModC(x) is the reminder when x is divided

by C (e.g. Mod80(190) = 30).

The arriving time "tEarr" is converted to a valid value in a cycle length range as the

counter is reset every cycle. Before the transit-vehicle arrives at the target intersection, it

could possibly take several cycles, and the quantity of complete cycles can be counted

and adjusted in TSP at the first point:

EQUATION 3 Number of Complete Cycles before TSP

While processing the predicted arriving time, the controller will select an appropriate

TSP implementation to apply on the subject signal.

1 SYNCHRO: Synchro is software used for macroscopic analysis and optimization traffic signals. (16)

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3.2 Three-Point TSP Implementations

The TSP implementation strategy is included in this section. The three-point arrangement

indicates that the controllers use the detection information to accomplish the TSP. The

tactic used includes:

• green extension,

• early green activation,

• phase rotation,

• omitting left turn phases, and

• inserting transit-vehicle-only.

After the TSP, the appropriate recovery would apply on the coordinated traffic.

3.2.1 Three-Point Arrangement

The TSP operation algorithm (FIGURE3-3) is based on three main detection points in

space. TSP tactics used include green extension, early green, and phase rotation, omitting

left turn phases, and inserting transit-only phases, while respecting pedestrian phases and

general traffic capacity.

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Call TSP atIntersection

B


C

Est i mat e Tr avel Ti me

T1Rel ease Poi nt

Ar r i ve i n Gr een Phase

Accur at e Tr avel Ti me

YES

Gr een Ext ensi on

Ear l y Gr een

NO

NO

D1

I nser t a Shor t Tr ansi t Phase

N0

D2

NO YES

I nser t a Shor t Tr ansi t

Phase When Possi bl e

Act i vat e Ear l y Gr een

When Possi bl e

Gr een Can St ar t Ear l i er

D3


YESGr een

Ext ensi on

Ear l y Gr een

Insert a Short Transit Phase

NO

NO

Requi r e Less t han Cr i t i cal

Ear l y Ti me

Requi r e Less t han Cr i t i cal Ext ensi on Ti me

Occupancy

Keep t he Or i gi nal

Si gnal Pl an

NO

NO

YES

Check out

Si gnal B Recover

NO

Ear l y Gr een on

Each Phase

Ext end Gr een on Each Phase

Mi ni mum Dwel l Ti me

Var i abl e Dwel l Ti me

Maxi mum Dwel l Ti me

Exceedi ng Max Dwel l

Ti me

Requi r i ng Ear l y Gr een

Ti me

Requi r i ng Gr een

Ext ensi on Ti me

YES

YESReset t he

Si gnal Pl an at CAdj ust t he

Ear l y Gr een Ti me at C

D4

NO


C


Accur at e Tr avel Ti me

YESGr een Ext ensi on

Ear l y Gr een

NO

NO

I nser t a Shor t Tr ansi t Phase

N0

D5

NO YES

I nser t a Shor t Tr ansi t

Phase When Possi bl e

Act i vat e Ear l y Gr een

When Possi bl e

Gr een Can St ar t Ear l i er

D6

Occupancy

Check out

Si gnal C Recover


D

FIGURE 3-3 Signal Control Algorithm

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i. The first TSP requiring point is that the transit-vehicle is first detected at the 2nd

station upstream of the intersection. At this point, the target signal has sufficient

flexibility to modify the timing for TSP, but it is only able to arrange an arrival

time interval which aims to prepare for further adjustment once additional data are

collected (e.g., second and third point). The algorithm begins to adjust the cycles

in advance (i.e., previous) before the arrival cycle and prepares for further

adjustment once the data are collected from the second and third points. Previous

cycles mean the complete cycles which take place in the transit-vehicle travel

time period of the segment. The number of cycles could be adjusted to “N” as

Equation 2.

ii. The second point is when the vehicle is at the very last station before the target

signal. The target signal phases’ arrangement is only altered if the dwell time is

longer than a pre-set length in the controller. If the dwell time at the transit-

vehicle station exceeds the expected maximum, it would either shut down the TSP

operation until the transit-vehicle has been detected to be released, or make small

adjustment to the subject signal plans to maintain the current third point

preparation, depending on the dwell time variations and subject signal timing

plans.

iii. The third point is when the vehicle releases from the last stop before the signal.

The third point provides an accurate arrival time prediction, because the arrival

time is the transit-vehicle’s travel time. However, the amount of flexible

adjustment time is limited due to the short period of arrival time. Based on the

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arrangement at the first and second point, the signal should be able to provide

TSP with minor adjustment at the third point. When the transit-vehicle is detected

by the check-out detector at the target intersection, the TSP ends.

After a transit-vehicle is detected at the first point, it may pass through more than one

intersection before it reaches the second station (the closest intersection to the target

signal). The traversed intersections can be considered as a single intersection group.

A transit-vehicle can require for TSP at this intersection group instead of at one

intersection.

After TSP, the general traffic signals would get transition cycles in order to return to

coordination, for signals that are coordinated; otherwise, they continue the current

operations as fully-actuated signals.

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3.2.2 Green Extension and Late Activation

According to the arrival time prediction, the green phase might be extended and/or

delayed to achieve TSP. A green phase is delayed when the preceding general

traffic’s green phases are extended. The first step of the implementation would

calculate the critical extending and delay time (CEDT). CEDT is the latest possible

ending time of the transit’s green, when a transit-vehicle is detected at the third point

in one-cycle-length period, without implementing any of the TSP at first and second

points. CEDT is the main factor that controllers use to make decisions of the TSP

adjustments at the first and second points.

• Green Extension Time Requirements Less than CEDT

At the first point, it is possible that the prediction indicates that the length of the

time need to be extended is shorter than the length of CEDT. This type of

prediction means that the TSP implementation could be started and accomplished

at the third point and it is unnecessary to modify the signal phases at the first and

second points. The advantage of avoiding modifications to the signal timing in the

first stage is that it could potentially reduce the TSP effects on general traffic,

since the simulation results indicates that the general traffic delay increased after

TSP application (Chapter 4.3.4).Thus, in this “less than the critical” situation, it is

recommended that the TSP is only applied at the third point and keep the existing

operation on the first and second point.

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• Green Extension Time Requirements Longer than CEDT

If the required green extension length exceeds the CEDT, TSP requires the

assistance of altering the signal operation to be completed at the first point.

Therefore, when the transit-vehicle is detected at the first point, the signal timing

should be adjusted according to the estimated arrival time in order to prepare for

the third point’s further adjustments. The first point of adjustments should provide

the third point enough time to accomplish TSP.

• Rotate and Omit Phases

The transit signal operates concurrently with the through traffic stages and

conflicts with the left turn phases, and the left turn phase could delay or hasten the

start of the transit phases by being rotated or omitted. For instance, a lagging

protected left turn phase could be rotated to a leading left phase which would

result in the transit phase shifting to a later time. This rotation could be taken into

consideration as a method to enlarge the range of CEDT, but the strategies are

only applied at the third point. Under certain conditions, the rotation and

extension operates in combination to meet the CEDT. In certain scenarios, for

safety reasons, rotation may not be allowed. Entirely omitting a left phase is

another option to increase the green time range to achieve TSP. The phase

omission may lead to the loss of the general traffic’s left turn phases' capacity, so

it should be only applied on the low volume traffic.

• Maximum Green Time Extension Length

There are two conditions to decide the maximum green time extension length.

First, to ensure that the TSP can be applied on any arrival second of a cycle, the

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green time extension length should at least reach the earliest starting time of early

green. For example, if the earliest start of the early green can be activated at the (i

+ 1)th second of a cycle, then the green time should be able to at least extend to

the ith second. If TSP needs a long green extension time, it could extend all the

phases of a few previous cycles in order to delay the TSP phase start time which

will provide more flexible time. Secondly, the maximum cycle length should not

exceed one hundred and twenty seconds to maintain a regular operation for

general traffic signals (Chapter 2).

3.2.3 Early Green Activation

With prediction that the transit-vehicle will arrive in a non-green phase, the phase might

be able to be activated earlier to accomplish the TSP. The early green implementation

also possesses a critical early green time, similar to the green extension, to decide the

TSP implementation at the first point. The critical early green time (CEGT) is the earliest

green time which can be activated when a transit-vehicle is detected at the third point,

under the situation of a non-TSP operation at the first and second points.

• Requiring Early Green Time Length Less than CEGT

At the first stage, if the detected transit-vehicle requires an early green TSP, and

the required early green time length is less than the CEGT, then the signal could

preserve the current signal’s operation at the first point. The TSP implementation

would affect at the second and third points.

30

• Requiring Early Green Time Length More than CEGT

If the required early green time length exceeds CEGT, TSP cannot be

accomplished solely on modifying signal phase at the third point. At the time the

transit-vehicle is detected at the first point, the TSP operation should be activated

to be ready for further adjustments at the future points. The first-point adjustment

would provide adequate flexible time to assist accomplishing TSP at later points.

Adjustments could shorten the cycle length by reducing each signal phase time

length at previous cycles, which would shift the transit-vehicle green phase earlier.

• Rotate and Omit Phases

Transit-vehicle signal phases are in conflict with general traffic turning phases.

Rotating and omitting these phases are possible methods to provide early green

TSP. A leading left turn can be rotated to be a lagging left turn in order to activate

the transit-vehicle phase earlier. If rotation is not allowed, omitting the leading

left phase is another option to enlarge the green time range in which to start an

early green. This rotation and omission strategy could be used to enlarge the

critical early green time applicable range also, but only at the third point. The

disadvantage of phase omission is losing traffic capacity, which might create a

need for extra time in the following cycles.

3.2.4 Insert a Transit Signal Phase

Because of the unpredictable dwell time, it may lead to some difficulty to achieving the

TSP by green extension or early green at the third point. Under this situation, it may be

necessary to insert a transit signal phase for the approaching vehicle. Considering that

31

transit signal phases are only in conflict with general traffic, but not with pedestrian

phases, general traffic could be stopped for a few seconds and a special short transit-

vehicle phase for TSP could be inserted. Safety concerns require that the controller shall

not omit or shorten any yellow time and red clearance time if terminating any general

traffic signal operation, and also, the terminated phases shall reach the minimum green

time requirement. The signal goes to the next stage operation after the phase insertion.

3.2.5 Priority Level

It is difficult to meet more than one TSP request at a time. When two transit-vehicles are

detected approaching the same intersection, it is likely that more than one TSP request

will be transmitted to the controller. Transit-vehicles travelling in the peak-hour direction

are likely to have more passengers, therefore TSP should be provided to the transit-

vehicle travelling in that direction if there are conflicting requests.

3.2.6 Dynamic Coordination Recovery after TSP

Intersections are dynamically coordinated in order to restore general traffic signal

systems after TSP is applied. The dynamic coordination is programmed into the main

general traffic signal system, and upstream intersections communicate to its downstream

intersection’s coordinated phase. The downstream signals offsets are adjusted by

following the upstream signals’ successively and the entire segment would restore back

to coordination.

The upstream signal sets an indicator to TRUE at its green starts plus the travel time, to

the downstream intersections. The indicator stays TRUE for the duration of the “green

bandwidth”, which for any pair of intersections is the smaller of the two’s scheduled

32

green. If the indicator is TRUE during a coordinated phase at downstream intersection,

then an attempt is made to shorten that non-coordinated signal phase, while fulfilling the

minimum green time length. The offsets may still have minor difference from the

previous after one recovery cycle, but the main coordinated phase will usually be at least

partly in the coordination bin to maintain the coordinated operation. It can take one to

three cycles to completely restore the coordinated operation. However, if there is a

transit-vehicle in between intersections, the signals are operated in TSP mode and the

coordination recovery would not be activated. The recovery coordination is mainly

applied in the direction in which TSP is applied.

33

3.3 General traffic Operation

Pedestrian phases operate concurrently with general traffic. Regardless of an actuated

signal or a group of coordinated signals, TSP would make an effort to reduce the cycle

length for reducing pedestrian delay. For the intersections that are far apart, a fully-

actuated signal1 would be applied. The fully actuated signals attempt to make the signal

more efficient and shorten the cycle length as much as possible. Actuated-coordinated

signals2 are implemented at the intersections with short spanning distances, but

shortening the overall cycle appropriately. TSP implementation may have some

influences on the general traffic signal operation. After TSP is applied, the controller

might need to be re-adjusted to resume the general traffic operation mode, depending on

different operation modes.

• Fully Actuated Signal Mode

The maximum cycle lengths of fully actuated signals are pre-set same as the fixed

coordinated cycle length, and the maximum signal phase splits are optimized

through simulation. Each fully actuated signal has an isolated operation and does

not apply recovery measures after TSP application, for there are not offsets

between the intersections at the segment installed fully actuated signals.

• Semi-Actuated Co-ordination Signal Mode

1Fully-actuated signal: Fully-actuated signal refers to detection and actuation for all traffic movements. (1) 2Actuated-coordination signal: The phases associated with the major-road through movements are coordinated, but the minor movements are actuated. (1)

34

In coordinated operation, the signal cycles have to recover to the preset length

after TSP is given. Offsets of the coordinated signals can be relative. As long as

the coordinated phases maintain the same time offset between the two

intersections, the coordination can continue to operate as planned. TSP

implementation might shift any offset forwards or backwards in time, but all the

related downstream offset should also be shifted to maintain coordination.

(Chapter 4.3.2)

• Omit Left-Turn Phases

All left-turn phases operate in an actuated type, whether it is a part of a single

actuated signal or a part of a coordinated signal operation, and the left-turn phases

would be skipped if there is no vehicle requiring a call. The omission is only

allowed to be applied on low traffic volume (volume lower than 80 vehicles per

hour) under TSP requirements. There is no additional recovery measures needed

on the left phase after TSP, the actuated left phase is able to get the vehicles

cleared.

35

4 Simulation and Results Analysis

Simulation results are illustrated in this chapter. The traffic is simulated and analyzed in

VISSIM 5.2. In all the VISSIM simulation Models, transit-vehicle’s speed is

approximately 25 miles per hour. The dwell time is modeled based on passenger’s

arriving rate with boarding and alighting time on each station except Coolidge Corner

station. Coolidge Corner station’s stopping time is simulated according to the

distribution of the data. The macro results of the general traffic are optimized and

measured by Sychro. The micro-results are simulated and collected along Beacon Street,

between Marion Street and St. Mary Street, on VISSIM.

4.1 Existing Condition of the Network

The traffic data of the existing condition are gathered from Brookline and MBTA, and a

few transit data was updated by counting in the year 2011. The existing condition of the

traffic network is established in the Synchro and VISSM. The macro results of the

general traffic are optimized and measured by Sychro. The micro-results are simulated

and collected along Beacon Street, between Marion Street and St. Mary Street, on

VISSIM.

4.1.1 Existing Condition of General traffic

The traffic signals are coordinated along Beacon Street with fixed ninety second cycle

length (Appendix IV, official data from Brookline). T8he existing condition of the

36

general traffic during morning peak hours is measured and reported from Synchro, shown

in TABLE4-1.

TABLE 4-1 Existing General traffic Conditions on Beacon Street

(Morning Peak Hours, Weekdays)

Street Name Cycle

Length(Sec)

Nature Cycle

Length(sec)

Average Delay on Coordinated

Intersections (sec)

LOS

Marion St 90 60 17 B Summit Ave 90 45 2 A Winchester 90 70 6.1 A

Centre-Webster St 90 70 8.3 A

Harvard St 90 85 19 B Pleasant St 90 70 11.6 B

Charles 90 65 5.4 A St Paul St 90 70 14.1 B

Powell-Kent St 90 60 14.4 B Hawes St 90 65 7.9 A Carlton St 90 80 17.7 B

St. Mary's St 90 45 19.3 A NOTE: It is measured by SYNCHRO 5

4.1.2 Existing Public Transportation Conditions

According to the schedule from the official site of the MBTA, the headway of the

morning peak hour is 7 minutes. The latest data, collected in April 15, 2011 at Coolidge

Corner and St. Paul St. Station inbound, indicates that the average headway is

approximate 6 minutes. The data also illustrates that the average boarding time of each

passenger is approximately 4.2 seconds, if passengers only exclusively alight, board and

pay at the front doors (Appendix III). The inbound stop at Coolidge Corner is an

exception because there is a conductor at the stop allowing the passengers to tap their

Charlie Card (MBTA electronic ticket) on his or her “tapping recorder” when a transit-

37

vehicle approaches, and passengers boards at both front and rear doors without buying

tickets. The conductor may also hold the transit-vehicle for a few minutes at Coolidge

Corner station, in order to adjust for a more average headway operation. St Paul Street is

the next stop of the Coolidge Corner Station, and the histograms of FIGURE4-1 and

FIGURE4-2 indicate that St Paul Street has more regular headways, because of the

holding.

FIGURE 4-1 Headway Distribution at Coolidge Corner Morning Peak hours,

Inbound

1 1 1 1

4

2 2 2

1

2 2

1

00.5

11.5

22.5

33.5

44.5

1 2 3 4 5 6 7 8 9 10 11 12

Freq

uenc

y

Time (min)

Headway Distribution at Coolidge Corner-Inbound

38

FIGURE 4-2 Headway Distribution at St. Paul St, Morning Peak hours, Inbound

1 0

1 2 2

7

2

0

2 1 1 1

012345678

1 2 3 4 5 6 7 8 9 10 11 12

Freq

uenc

y

Time (min)

Headway Distribution at St. Paul St Inbound

39

4.2 Improved General traffic

For reducing the general traffic signal service and side-effects from TSP, the general

traffic are improved on several aspects. The network performance data of the general

traffic are collected before and after the improvements.

4.2.1 General traffic Signal Operation

From Marion Street to Charles Street, the spanning intersection distances are short and an

automobiles’ travel time is less than eight seconds which is same as the intersection

clearance time. The signal operational mode will be kept on the semi-actuated co-

ordination mode to reduce the traffic delay and avoid intersection spill back. In order to

reduce the two-stage pedestrian crossing delay on Beacon Street, the fixed co-ordination

cycle length is reduced to eighty seconds. Starting at St. Paul Street until St. Mary’s

Street, the signals of the intersections operate in fully- actuated mode which enhances

intersections’ efficiency and decreases pedestrian waiting time. A shorter Cycle length

reduces delay both for transit and the general traffic. The traffic parameters of the general

traffic are illustrated in TABLE 4-2 below.

The simulated results in VISSIM are analyzed and shown in TABLE 4-3. The average

delay is decreased by 15 percent, which indicates that the intersections are operated more

efficiency. Both comparisons are done without adding TSP.

40

TABLE 4-2 Improved General traffic Signal Plan

Street Name Cycle

Length(Sec)

Nature Cycle

Length(sec)

Average Delay on

Intersections (sec)

LOS

Marion St 80 60 17.6 B Summit Ave 40 45 6.2 A Winchester 80 50 5.1 A

Centre-Webster St 80 80 16.4 B Harvard St 80 60 10.9 B Pleasant St 80 45 2.3 A

Charles 80 65 10.5 B St Paul St 80A 70 17.6 B

Powell-Kent St 80A 70 20.2 C Hawes St 80A 65 17.2 B Carlton St 80A 50 12.5 B

St. Mary's St 40 45 5.8 A NOTE:

• It is measured by SYNCHRO 5 • The cycle length 80A means the intersection signals

operates on fully actuated mode. • The cycle length of Summit Avenue is an average value

TABLE 4-3 General traffic Network Performance

Existing Improved Avg Delay/veh(sec)

74.12 62.54

4.2.2 Pedestrian Signal Improvements

Since Beacon Street width is approximately 100 feet or more, pedestrian needs about 30

seconds to cross the entire street, so the existing pedestrian signals are designed as two-

stage pedestrian crossing1 to ensure the concurrent general traffic phase’s efficiency.. The

1 Two-stage pedestrian crossing: Pedestrians wait in the wide median and where separate pedestrian signal displays and detectors can be displayed for each half of the roadway independently. (15)

41

improvements on the signal operations which decrease the pedestrian delay are as

follows.

4.2.2.1 Double Cycling the Pedestrian Signal, Dynamically Coordinated

with Traffic Signals at Applicable Intersections

At Summit Avenue, there is no north-southbound through traffic, and the signal is

for east-westbound through traffic on Beacon Street and southbound turning

traffic.(FIGURE 4-4) Pedestrian signal II does not conflict traffic from Summit

Avenue, or to pedestrian signal I. Pedestrian signal I and Pedestrian signal II are

able to operate as two isolated signals, so they do not have to operate in a same

cycle.

The traffic signal is separated into two different signal operations. Pedestrian

signal I operates with the southbound traffic on Summit Avenue, and the

westbound traffic of Beacon street; Pedestrian signal II operates with the

eastbound traffic on Beacon Street. Pedestrian I is dynamically coordinated with

the upstream traffic at Winchester Street, and Pedestrian II is dynamically

coordinated with the upstream traffic at Marion Street.

42

FIGURE 4-3 Summit Ave at Beacon Street, Brookline, MA

The double cycling operation is illustrated in FIGURE 4-4. All pedestrian walk

intervals are 7 seconds with 8 seconds pedestrian clearance time. Within the

maximum green time of the traffic phases, the entire cycle length keeps 80

seconds, which is same as other coordinated cycles. The signal operation cycle

shows as follow:

a. The first pedestrian walk interval starts following the main traffic phase of

Beacon Street, followed by the Flash DONOT Walk (FDW1).

b. The secondary traffic phase comes after the pedestrian interval and ends

either gap-out or max-out. The second pedestrian phase is after it.

1FDW: Flash DONOT Walk, which is the pedestrian clearance time after the Walk interval.

PedSignal I

PedSignal II

43

c. The main coordinated traffic phase activates after the second pedestrian

phase. If the secondary phase ends by gap-out, the balance from the

maximum green time goes to activating the main traffic phase early.

W FDWMain Traffic Phase on Beacon St.

Coordinate to the upstream intersection

Secondary Traffic Phase on Beacon

Street W FDWMain Traffic Phase on

Beacon StreetFDW

Offset Offset

Gap-out or Max-outCo-od

Ends

Cycle=80Sec

FIGURE 4-4 Signal Operation Illustration at Summit Ave.

The improvements of the pedestrian signal are compared with the existing

conditions in TABLE 4-4. The average pedestrian delay time is reduced

approximately sixty-two percent for crossing half of the street, from thirty-eight

seconds to fourteen seconds (TABLE 4-2). A pedestrian’s maximum waiting time

is decreased forty-nine percent.

The pedestrian signals are separated into two isolated signal operations at St.

Mary’s Street and coordinated with the signals at Carlton Street. The signal

operational mode is fully actuated at Carlton Street. The average cycle length of

Carlton Street is 58 seconds, so there is not sufficient time to operate two

pedestrian intervals and two traffic phases in one cycle. The walk time will

attempt to be extended to the maximum length to increase the walk time and

reduce the delay.

44

TABLE 4-4 Comparison of the Dual Pedestrian Cycle and Existing Condition

Both inbound and outbound traffic phases are actuated and dynamically

coordinated on Beacon Street at St. Mary’s Street. The actuation and operation

illustrate as FIGURE 4-5.

Existing Condition Dual Pedestrian Cycle

Pedestrian Signal operation in a Cycle

Walk Intervals Per Cycle

One Two

Cycle Length 90 Seconds 80 Seconds

Average waiting time for crossing half of the street

38 seconds 14 seconds

Maximum Waiting time

83 seconds 42 seconds

45

FDW BeaconW

BeaconCarlton

FDW BeaconW

St. Mary’ s St. Inbound

St. Mary’ s St. Outbound

Carlton St. at Beacon St.

Min Green

Gap/Max-out

Gap/Max-out

Gap/Max-out

FIGURE 4-5 Signal Operation at St. Mary’s St, Brookline, MA.

At this intersection, pedestrian phases start after the traffic phases. The pedestrian

clearance time, on St. Mary’s traffic inbound, activates two seconds after the

yellow time activation of Carlton Street, and the traffic are coordinated along

Beacon Street.

The other pedestrian signal, on St. Mary’s Street outbound, the flashing don’t

walk (FDW) starts at the ninth second of Carlton Street, three seconds earlier than

the minimum Green time. According to the collected data from the simulation, the

average green time is 17 seconds, and the automobiles’ travel time is approximate

8 seconds outbound direction. The Beacon Street’s signal phase at Carlton Street

46

starts a few seconds later after the phase at St. Mary’s Street, offsets depending on

the actuation of the Carlton green phase.

TABLE 4-5 Improvements of the Pedestrian Signal Operation at St. Mary’s

Locations

Existing Improved Avg

Cycle (sec)

Walk Time (sec)

Avg Ped Delay (sec)

Avg Cycle (sec)

Walk Time (sec)

Avg Ped Delay (sec)

St. Mary's

St.

Inbound 90 7 38.27 56.3 18.5 12.69

Outbound 90 7 38.27 57.2 16.6 14.41

The simulated results are shown as TABLE4-5 above. Pedestrian Delay is

reduced more than 50 percent in this case.

4.2.2.2 Pedestrian Phase Concurrent with General traffic

Some pedestrian phases are operated fully protected on Beacon Street. It is

possible in these cases to operate the pedestrian signal phases concurrently with

the traffic signals, for example, the intersection of Pleasant Street at Beacon Street.

(FIGURE 4-6) The pedestrian phase 1and 5 can operate concurrent with phase 4,

and so Phase 2, 6, and 4 are extended in a fixed 80 second cycle for reducing

traffic delay.

47

FIGURE 4-6 Existing Condition of the Signal Operation Illustration at Pleasant St,

Report of SYNCHRO 5

For instance, at Winchester Street, the pedestrian phase is fully protected

following the southbound traffic. As FIGURE4-7 illustrated, the pedestrian signal

is not in conflict with the southbound traffic from Winchester Street. It is

unnecessary to arrange an extra pedestrian phase, as the pedestrian signal is fully

protected if operating concurrently.

FIGURE 4-7 Existing Condition of the Signal Operation at Winchester, Report of

SYNCHRO 5

48

FIGURE 4-8 Wincheter St. at Beacon St., Brookline, MA

4.2.2.3 Pedestrian Interval Adjustment during TSP

Longer cycles usually result in more pedestrian delay. If the timing phase extends

long enough due to extending the cycle length during TSP, the concurrent

pedestrian phase might to operate a one-stage crossing instead of two-stage.

Pedestrian Signal -Fully Protected

Southbound Traffic

49

4.3 Advanced Transit Signal Priority Simulation

Improvements of the advanced TSP made using the existing general traffic conditions are

compared against improved general traffic conditions with and without utilizing

advanced transit signal priority, including pedestrian service. Transit signal priority

results are examined under four conditions:

• existing traffic conditions,

• traditional improvements to existing traffic conditions,

• advanced transit signal priority improvements to traffic conditions; and

• advanced transit signal priority utilizing.

4.3.1 Transit Signal Priority in the Traditional Way

Traditional TSP includes early green and green extension. (Chapter 2) The controller uses

Ring Barrier Controller (RBC) mode to simulate the signal operation in VISSIM, and the

transit signal is set to soft recall mode. Soft Recall Mode means the transit signal will

turn green concurrently with the general traffic signal when applicable, but the transit

signal will not call for signal priority unless the detector detects a transit-vehicle and

transmits the information to the controller. TSP is applied in both directions, and the first

detected vehicle gets the priority of TSP if two transit-vehicles request TSP at the same

intersection.

50

FIGURE 4-9 Check-in/Check-out Detector Location Illustration

In RBC mode, TSP application relies on a pair of check-in and check-out detectors.

When a transit-vehicle is detected at a check-in detector, the controller will receive the

transit-vehicle’s location information and start transit signal priority timing adjustment.

The controller will stop the priority application once the transit-vehicle is detected by the

check-out detector, and return to the private coordinated traffic signal operation. There is

only one pair of check-in and check-out detectors applied to transit signal priority

operation in the traditional way. (FIGURE 4-9) Check-in detectors will be set at locations

farthest distance away from the intersection, but the travel time should not exceed the

early green or extending green time limitations. Early green is difficult to implement in

the traditional way, as the limitation of the prediction. Check-out detectors are set

downstream of the intersections, used for transmitting the accomplishment information of

the transit priority to the controller. Max-out functionality will be setup on the Check-out

detector in case to assist in failure detection.

Check-out Detector

Check-in Detector

Transit-Track

51

4.3.2 Coordination Recovery Effects on TSP and General traffic

For analyzing the results of the TSP recovery, the delay data is collected at the

coordinated segment on Beacon Street, from Marion Street to Charles Street. Simulated

results indicate that the delay effect on general traffic is reduced by approximately 19.5

percent after applying TSP with recovery compared to applying TSP without recovering.

(FIGURE 4-10)

FIGURE 4-10 Average Delays of Inbound General traffic at Coordination Zone1

The dynamic recovery has little influence on transit delay, according to the simulation

results. The average transit delays vary with the simulation seeds changing. The average

transit delays are similar with or without the recovery, but both are possibly larger or

smaller depending on the value of the random number seeds used. There is only 0.3

seconds difference under the generated seed of 42.

1Coordination Zone: the area of the coordinated intersections, from Marion Street to Charles Street.

0

20

40

60

80

100

120

140

With Recovery Without Recovery

52

4.3.3 Near-side and Far-side Stop Location

There are two types of transit stop locations at intersections: near-side1 and far-side2. The

stops at Harvard Street and St. Paul Street are located at the near-side of the intersection

in the exiting condition. (FIGURE4-11) The experimental simulations are used to track

the stop locations’ effect on transit delay. Simulated results indicate that transit’s delay

time decreases at St. Paul Street and increases at Harvard Street, if these stops are moved

to far-side.

FIGURE 4-11 Minimum Delay Stop Locations at Harvard St. and St. Paul St., Inbound

1Near-side Stop: located upstream of the intersection, where the transit-vehicle serves passengers before getting through the intersection. 2Far-side Stop: located downstream of the intersection, where the transit-vehicle serves passengers after getting through the intersection.

Near-side Stop at Harvard St.

Far-side Stop at St. Paul St.

53

If the stop is moved from near side to far side at Harvard Street, the transit delay

increases more than two times at the intersection. However, the delay is reduced

significantly if the stop is moved to far side at St. Paul Street. (TABLE4-6)

TABLE 4-6 Relations of Transit Delay and Stop Locations Stop Location Avg Delay of Individual Intersections Inbound

Avg Dealy Harvard St Paul. St Harvard St. Pual St. Near-side Near side 6.8 8.8 146.3 Near-side Far side 4.6 0.8 145.1 Far-Side Far side 15.4 0.2 158.7

NOTE: the controller programs all use the same algorithm, but may vary due to stops at different locations

The signal has multiple stages at St. Paul Street because of left turn phases. The transit

phase’s length is a small portion of a cycle at St. Paul Street, and so the TSP

implementation has limited flexibility to switch the signal phase in a short period of time

at the third point. The short transit phase makes it difficult to accommodate a dwell time

variation after the third point. The far-side stop removes the variation of the dwell time at

the third point, and provides a precise travel time to the intersection at St. Paul Street.

The precise travel time makes it easier to make small TSP adjustments on the flexible

signal phases.

However, there are only two stages in the signal at Harvard Street, and the dwell time is

very long. If signal is red, it will be green when dwell time ends; if signal is green, it can

be extended to stay green, so adjustments made at the second point can be effective, as

transit-vehicle arrives at the Harvard Street Station (Coolidge Corner).

Moving the transit stop to far side may assist TSP operating better depending on stages of

signals. The stop is moved from near side to far side at St. Paul Street, and kept far side at

Harvard Street. (FIGURE 4-11)

54

4.3.4 Network Simulation Results

The results show that TSP can reduce the average delay to public transit by 74 percent on

a single direction, and up to 90 percent at a single intersection, as the histogram shows in

FIGURE 4-12. The traditional way of the transit priority could reduce the public transit’s

average delay, but by less than 10 percent.

FIGURE 4-12 Inbound Transit Delay in Morning Peak Hours TSP has a negative side effect on the general traffic. It increases the average delay.

(FIGURE 4-13) The first two columns indicate that the general traffic delay is increased

after the traditional way priority increased, and the third and fourth columns show that

the general traffic delay increases because of applying advanced priority on the improved

network.

0

50

100

150

200

250

Existing Conditions Traditional Transit Priority Advanced Transit Prioritywith dynamic recovery

Transit Delay (12 Intersections)

Public Transit…

55

FIGURE 4-13 Traffic Delay of the Entire Network The first and the third column indicate that the improved network decreases the general

traffic delays without implementing transit priority algorithm. The first and the last

column, indicate that the improvements, made on the general traffic network, allow for

the general traffic delay to be maintained at current levels.

0

10

20

30

40

50

60

70

80

90

Existing Traditional WayPriority

Dynamic Co‐ordwithout AdvancedTransit priority

Dynamic Co‐ord WithAdvanced Transit

Priority

Private Traffic Delay

Avg Delay/veh(sec)

56

5 Conclusion

This project successfully developed an algorithm to improve TSP service that relies on

three-point detection. The case study is done on Beacon Street, Brookline, MA. The

traffic is simulated in VISSIM 5.2, and the results are collected and compared using

different conditions. The advanced TSP method proposed reduces public transit’s average

signal delay from approximately 140 seconds to 50 seconds in a single direction, which is

only 35 percent of the original delay. The general traffic delay can be kept at existing

levels after the improvements are implemented. The conclusions are summarized below:

• The TSP reduces the overall travel delay of public transit by 74 percent, and up to

90 percent at a single intersection;

• The improvements made to general traffic result in a 16 percent reduction of the

delay before transit priority is applied;

• The improvements made using the new control algorithms maintain the general

traffic delay at current levels after the transit priority is applied;

• Moving the transit stop from near side to far side may allow TSP to operate better

at multi-stage signals but less dwell time stations.

• Dynamic co-ordination of pedestrian signals with traffic reduces a pedestrians’

delay approximately 60 percent at affected signalized intersections.

• TSP implementation has the side effect of increasing general traffic delay, but

other improvements to traffic control are able to counter that effect.

57

In summary, advanced TSP has great potential to reduce transit delay, which is further

improved by early prediction. The side-effects of TSP on general traffic can be mitigated

by adjusting the signal splits. A pedestrian’s delay can be significantly reduced by double

cycling the pedestrian cycle. Although TSP using the three-point algorithm decreases the

transit delay in one direction significantly, it still has room for improvement. As

mentioned in the previous chapter, it is difficult to apply two-way signal priority. To

further develop this algorithm, a two-way application may benefit TSP further.

58

References

1. Federal Highway Administration. Traffic Signal Timing Manual. 2008. pp. 9-4.

2. Wadjas, Yann Racine. Adaptive Transit Signal Priority: Advanced Detection, Arrival Time Prediction, And Real-Time Phase-Length Adjustments Along an Arterial. 2002.

3. Massachusetts Bay Transportation Authority. [Online] http://www.mbta.com/schedules_and_maps/subway/.

4. Green Line Schedule from MBTA. [Online] http://www.mbta.com/templates/popup.asp?eid=9794.

5. Short or Long - Which Is Better? Probabilistic Approach to Cycle Length Optimization. Li, Lee D. Han and Jan-Mou. 2007, Transprotation Research Record, pp. 150-157.

6. Scheduling Buses to Take Advantage of Transit Signal Priority. Furth, Selman Z. Altun and Peter G. 2009, Transprotation Research Record, Vol. No.2111, pp. 50-59.

7. Improving Bus Travel Times with Passive Traffic Signal Co-ordinnation. M. Estrada, C. Trapote, M. Roca-Riu, and F. Robuste. Washington D.C : s.n., 2009, Transportation Research Record, Vol. No.2111, pp. 68-75.

8. Map, Google. Beacon St, Brookline, MA. [Online] http://maps.google.com/.

9. Beacon St, Brookline, MA, U.S. [Google Earth 6] 2011.

10. Transit Schedules of MBTA. [Online] http://www.mbta.com/uploadedFiles/Documents/Schedules_and_Maps/Subway/frequency-schedule.pdf.

11. Federal Highway Administration. Traffic Signal Timing Manual. 2008. pp. (9-4)-(9-5).

12. Ring Barrier Controller User Munal. s.l. : PTV, 2010.

13. Hangjue Li, Burak Cesme. Optimized Signal Time Plan Beacon St from St. Mary's St-Marion St, SYNCHRO 5 Report. Northeastern University, Boston : s.n., 2011.

14. Administration, Federal Highway. Traffic Signal Timming Manual. 2008. FHWA-HOP-08-024.

15. Signalized Intersections: Informational Guide. s.l. : Federal Highway Administration, p. 167.

16. Trafficware. [Online] http://www.trafficwareinc.com/transportation/product/synchro-8-0.

Appendix

Appendix I

Synchro Report of Existing Condition

Lanes, Volumes, Timings2: Beacon ST & Powell st 8/18/2012

Baseline Synchro 5 ReportPage 1

NORTHEBOST-EE51

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsIdeal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Storage Length (ft) 0 0 150 0 0 0 0 0Storage Lanes 0 0 1 0 0 0 0 0Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Leading Detector (ft) 50 50 50 50 50 50 50Trailing Detector (ft) 0 0 0 0 0 0 0Turning Speed (mph) 15 9 15 9 15 9 15 9Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95 1.00 1.00 1.00 1.00 1.00 1.00Frt 0.994 0.995 0.971 0.986Flt Protected 0.950 0.997 0.992Satd. Flow (prot) 0 3518 0 1770 3522 0 0 1803 0 0 1822 0Flt Permitted 0.950 0.964 0.860Satd. Flow (perm) 0 3518 0 1770 3522 0 0 1744 0 0 1580 0Right Turn on Red Yes Yes Yes YesSatd. Flow (RTOR) 5 6 19 8Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Link Speed (mph) 30 30 30 30Link Distance (ft) 790 1047 662 527Travel Time (s) 18.0 23.8 15.0 12.0Volume (vph) 0 887 36 72 541 20 33 374 113 44 215 31Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Adj. Flow (vph) 0 887 36 72 541 20 33 374 113 44 215 31Lane Group Flow (vph) 0 923 0 72 561 0 0 520 0 0 290 0Turn Type Prot Perm PermProtected Phases 6 5 2 8 4Permitted Phases 8 4Detector Phases 6 5 2 8 8 4 4Minimum Initial (s) 4.0 6.0 4.0 4.0 4.0 4.0 4.0Minimum Split (s) 22.0 13.0 22.0 26.0 26.0 26.0 26.0Total Split (s) 0.0 36.0 0.0 13.0 49.0 0.0 41.0 41.0 0.0 41.0 41.0 0.0Total Split (%) 0% 40% 0% 14% 54% 0% 46% 46% 0% 46% 46% 0%Maximum Green (s) 30.0 6.0 43.0 33.0 33.0 33.0 33.0Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0All-Red Time (s) 2.0 3.0 2.0 4.0 4.0 4.0 4.0Lead/Lag Lead LagLead-Lag Optimize? Yes YesVehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0Recall Mode Coord None Coord Ped Ped Ped PedWalk Time (s) 5.0 5.0 7.0 7.0 7.0 7.0Flash Dont Walk (s) 11.0 11.0 7.0 7.0 10.0 10.0Pedestrian Calls (#/hr) 0 0 0 0 0 0Act Effct Green (s) 39.1 9.0 49.5 32.5 32.5Actuated g/C Ratio 0.43 0.10 0.55 0.36 0.36v/c Ratio 0.60 0.41 0.29 0.81 0.50Uniform Delay, d1 20.5 39.1 10.7 24.9 21.7Delay 13.3 19.5 2.4 24.7 21.2LOS B B A C CApproach Delay 13.3 4.4 24.7 21.2



NORTHEBOST-EE51

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRApproach LOS B A C C

Intersection SummaryArea Type: OtherCycle Length: 90Actuated Cycle Length: 90Offset: 83 (92%), Referenced to phase 2:WBT and 6:EBT, Start of GreenNatural Cycle: 65Control Type: Actuated-CoordinatedMaximum v/c Ratio: 0.81Intersection Signal Delay: 14.4 Intersection LOS: BIntersection Capacity Utilization 88.0% ICU Level of Service D

Splits and Phases: 2: Beacon ST & Powell st

Lanes, Volumes, Timings6: Beacon ST & St. Mary 8/18/2012


NORTHEBOST-EE51

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsIdeal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Leading Detector (ft) 50 50 50Trailing Detector (ft) 0 0 0Turning Speed (mph) 15 9 15 9 15 9 15 9Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95 1.00 1.00 1.00 1.00 1.00 1.00Frt 0.998 0.995 0.865Flt ProtectedSatd. Flow (prot) 0 3532 0 0 3522 0 0 0 1611 0 0 0Flt PermittedSatd. Flow (perm) 0 3532 0 0 3522 0 0 0 1611 0 0 0Right Turn on Red Yes Yes Yes YesSatd. Flow (RTOR) 3 8 1091Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Link Speed (mph) 30 30 30 30Link Distance (ft) 696 498 383 294Travel Time (s) 15.8 11.3 8.7 6.7Volume (vph) 0 1193 15 0 519 19 0 0 41 0 0 0Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Adj. Flow (vph) 0 1193 15 0 519 19 0 0 41 0 0 0Lane Group Flow (vph) 0 1208 0 0 538 0 0 0 41 0 0 0Turn Type customProtected Phases 6 2Permitted Phases 6Detector Phases 6 2 6Minimum Initial (s) 45.0 45.0 45.0Minimum Split (s) 50.0 50.0 50.0Total Split (s) 0.0 63.0 0.0 0.0 62.0 0.0 0.0 0.0 63.0 0.0 0.0 0.0Total Split (%) 0% 70% 0% 0% 69% 0% 0% 0% 70% 0% 0% 0%Maximum Green (s) 58.0 57.0 58.0Yellow Time (s) 4.0 4.0 4.0All-Red Time (s) 1.0 1.0 1.0Lead/Lag Lead Lag LeadLead-Lag Optimize? Yes Yes YesVehicle Extension (s) 3.0 3.0 3.0Recall Mode Coord Coord CoordWalk Time (s) 5.0 5.0 5.0Flash Dont Walk (s) 11.0 11.0 11.0Pedestrian Calls (#/hr) 0 0 0Act Effct Green (s) 59.0 67.0 59.0Actuated g/C Ratio 0.66 0.74 0.66v/c Ratio 0.52 0.21 0.03Uniform Delay, d1 8.1 3.4 0.0Delay 27.0 3.4 0.0LOS C A AApproach Delay 27.0 3.4Approach LOS C A



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Intersection SummaryArea Type: OtherCycle Length: 90Actuated Cycle Length: 90Offset: 11 (12%), Referenced to phase 2:WBT and 6:EBT, Start of GreenNatural Cycle: 65Control Type: Actuated-CoordinatedMaximum v/c Ratio: 0.52Intersection Signal Delay: 19.3 Intersection LOS: BIntersection Capacity Utilization 81.7% ICU Level of Service D

Splits and Phases: 6: Beacon ST & St. Mary



NORTHEBOST-EE51

Lane Group ø1 ø5Lane ConfigurationsIdeal Flow (vphpl)Total Lost Time (s)Leading Detector (ft)Trailing Detector (ft)Turning Speed (mph)Lane Util. FactorFrtFlt ProtectedSatd. Flow (prot)Flt PermittedSatd. Flow (perm)Right Turn on RedSatd. Flow (RTOR)Headway FactorLink Speed (mph)Link Distance (ft)Travel Time (s)Volume (vph)Peak Hour FactorAdj. Flow (vph)Lane Group Flow (vph)Turn TypeProtected Phases 1 5Permitted PhasesDetector PhasesMinimum Initial (s) 4.0 4.0Minimum Split (s) 15.0 14.0Total Split (s) 28.0 27.0Total Split (%) 31% 30%Maximum Green (s) 24.0 23.0Yellow Time (s) 3.5 3.5All-Red Time (s) 0.5 0.5Lead/Lag Lead LagLead-Lag Optimize? Yes YesVehicle Extension (s) 3.0 3.0Recall Mode Ped PedWalk Time (s) 7.0 7.0Flash Dont Walk (s) 8.0 7.0Pedestrian Calls (#/hr) 0 0Act Effct Green (s)Actuated g/C Ratiov/c RatioUniform Delay, d1DelayLOSApproach DelayApproach LOS



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Intersection Summary

Lanes, Volumes, Timings9: Beacon ST & Carlton st 8/18/2012


NORTHEBOST-EE51

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsIdeal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Leading Detector (ft) 50 50 50 50 50 50Trailing Detector (ft) 0 0 0 0 0 0Turning Speed (mph) 15 9 15 9 15 9 15 9Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95 1.00 1.00 1.00 1.00 1.00 1.00Frt 0.997 0.991 0.994 0.985Flt Protected 0.998 0.996Satd. Flow (prot) 0 3529 0 0 3507 0 0 1848 0 0 1827 0Flt Permitted 0.986 0.901Satd. Flow (perm) 0 3529 0 0 3507 0 0 1826 0 0 1653 0Right Turn on Red Yes Yes Yes YesSatd. Flow (RTOR) 2 8 3 7Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Link Speed (mph) 30 30 30 30Link Distance (ft) 540 696 353 155Travel Time (s) 12.3 15.8 8.0 3.5Volume (vph) 0 1174 21 0 555 34 14 383 19 18 162 23Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Adj. Flow (vph) 0 1174 21 0 555 34 14 383 19 18 162 23Lane Group Flow (vph) 0 1195 0 0 589 0 0 416 0 0 203 0Turn Type Perm PermProtected Phases 6 2 4 8Permitted Phases 4 8Detector Phases 6 2 4 4 8 8Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0Minimum Split (s) 22.0 22.0 22.0 22.0 22.0 22.0Total Split (s) 0.0 39.0 0.0 0.0 39.0 0.0 29.0 29.0 0.0 29.0 29.0 0.0Total Split (%) 0% 43% 0% 0% 43% 0% 32% 32% 0% 32% 32% 0%Maximum Green (s) 33.0 33.0 21.0 21.0 21.0 21.0Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0All-Red Time (s) 2.0 2.0 4.0 4.0 4.0 4.0Lead/Lag Lead LagLead-Lag Optimize? Yes YesVehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0Recall Mode Coord Coord Min Min Min MinWalk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0Pedestrian Calls (#/hr) 0 0 0 0 0 0Act Effct Green (s) 35.7 39.6 24.4 24.4Actuated g/C Ratio 0.40 0.44 0.27 0.27v/c Ratio 0.85 0.38 0.84 0.45Uniform Delay, d1 24.7 16.6 30.8 26.3Delay 11.4 14.0 36.7 26.6LOS B B D CApproach Delay 11.4 14.0 36.7 26.6Approach LOS B B D C



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Intersection SummaryArea Type: OtherCycle Length: 90Actuated Cycle Length: 90Offset: 46 (51%), Referenced to phase 2:WBT and 6:EBT, Start of GreenNatural Cycle: 80Control Type: Actuated-CoordinatedMaximum v/c Ratio: 0.85Intersection Signal Delay: 17.7 Intersection LOS: BIntersection Capacity Utilization 67.6% ICU Level of Service B

Splits and Phases: 9: Beacon ST & Carlton st



NORTHEBOST-EE51

Lane Group ø1 ø5Lane ConfigurationsIdeal Flow (vphpl)Total Lost Time (s)Leading Detector (ft)Trailing Detector (ft)Turning Speed (mph)Lane Util. FactorFrtFlt ProtectedSatd. Flow (prot)Flt PermittedSatd. Flow (perm)Right Turn on RedSatd. Flow (RTOR)Headway FactorLink Speed (mph)Link Distance (ft)Travel Time (s)Volume (vph)Peak Hour FactorAdj. Flow (vph)Lane Group Flow (vph)Turn TypeProtected Phases 1 5Permitted PhasesDetector PhasesMinimum Initial (s) 4.0 4.0Minimum Split (s) 22.0 22.0Total Split (s) 22.0 22.0Total Split (%) 24% 24%Maximum Green (s) 18.0 18.0Yellow Time (s) 3.5 3.5All-Red Time (s) 0.5 0.5Lead/Lag Lead LagLead-Lag Optimize? Yes YesVehicle Extension (s) 3.0 3.0Recall Mode Ped PedWalk Time (s) 7.0 7.0Flash Dont Walk (s) 7.0 7.0Pedestrian Calls (#/hr) 0 0Act Effct Green (s)Actuated g/C Ratiov/c RatioUniform Delay, d1DelayLOSApproach DelayApproach LOS



NORTHEBOST-EE51


Lanes, Volumes, Timings12: Beacon ST & Hawes st 8/18/2012


NORTHEBOST-EE51

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsIdeal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Storage Length (ft) 100 0 100 0 0 0 0 0Storage Lanes 1 0 1 0 0 1 0 0Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Leading Detector (ft) 50 50 50 50 50Trailing Detector (ft) 0 0 0 0 0Turning Speed (mph) 15 9 15 9 15 9 15 9Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 1.00 1.00 1.00 1.00 1.00Frt 0.865Flt Protected 0.950 0.950Satd. Flow (prot) 1770 3539 0 1770 3539 0 0 0 1611 0 0 0Flt Permitted 0.950 0.950Satd. Flow (perm) 1770 3539 0 1770 3539 0 0 0 1611 0 0 0Right Turn on Red Yes Yes Yes YesSatd. Flow (RTOR) 388Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Link Speed (mph) 30 30 30 30Link Distance (ft) 1047 540 922 406Travel Time (s) 23.8 12.3 21.0 9.2Volume (vph) 69 975 0 58 534 0 0 0 120 0 0 0Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Adj. Flow (vph) 69 975 0 58 534 0 0 0 120 0 0 0Lane Group Flow (vph) 69 975 0 58 534 0 0 0 120 0 0 0Turn Type Prot Prot customProtected Phases 1 6 5 2 8Permitted Phases 8Detector Phases 1 6 5 2 8Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0Minimum Split (s) 12.0 23.0 16.0 23.0 22.0Total Split (s) 18.0 42.0 0.0 21.0 45.0 0.0 0.0 0.0 27.0 0.0 0.0 0.0Total Split (%) 20% 47% 0% 23% 50% 0% 0% 0% 30% 0% 0% 0%Maximum Green (s) 10.0 35.0 13.0 38.0 20.0Yellow Time (s) 4.0 4.0 4.0 4.0 4.0All-Red Time (s) 4.0 3.0 4.0 3.0 3.0Lead/Lag Lag Lag Lead LeadLead-Lag Optimize? Yes Yes Yes YesVehicle Extension (s) 3.0 3.0 3.0 3.0 3.0Recall Mode None Coord Min Coord PedWalk Time (s) 5.0 5.0 7.0Flash Dont Walk (s) 11.0 11.0 11.0Pedestrian Calls (#/hr) 0 0 0Act Effct Green (s) 14.0 44.7 12.3 46.6 21.0Actuated g/C Ratio 0.16 0.50 0.14 0.52 0.23v/c Ratio 0.25 0.55 0.24 0.29 0.18Uniform Delay, d1 35.1 15.6 34.8 13.2 0.0Delay 13.9 3.1 19.0 16.3 0.0LOS B A B B AApproach Delay 3.9 16.6

Lanes, Volumes, Timings12: Beacon ST & Hawes st 8/18/2012


NORTHEBOST-EE51

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRApproach LOS A B

Intersection SummaryArea Type: OtherCycle Length: 90Actuated Cycle Length: 90Offset: 9 (10%), Referenced to phase 2:WBT and 6:EBT, Start of GreenNatural Cycle: 65Control Type: Actuated-CoordinatedMaximum v/c Ratio: 0.55Intersection Signal Delay: 7.9 Intersection LOS: AIntersection Capacity Utilization 41.0% ICU Level of Service A

Splits and Phases: 12: Beacon ST & Hawes st

Lanes, Volumes, Timings15: Beacon ST & Marion 8/18/2012


NORTHEBOST-EE51

Lane Group EBL EBT EBR WBL WBT WBR SBL SBR NWL NWRLane ConfigurationsIdeal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Storage Length (ft) 135 0 100 0 0 0 0 0Storage Lanes 1 0 1 0 0 0 1 0Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Leading Detector (ft) 50 50 50 50 50Trailing Detector (ft) 0 0 0 0 0Turning Speed (mph) 15 9 15 9 15 9 15 9Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 1.00 1.00 1.00 1.00 1.00Frt 0.981 0.961Flt Protected 0.950 0.950 0.966Satd. Flow (prot) 1770 3472 0 1770 3539 0 0 0 1729 0Flt Permitted 0.950 0.950 0.966Satd. Flow (perm) 1770 3472 0 1770 3539 0 0 0 1729 0Right Turn on Red Yes Yes YesSatd. Flow (RTOR) 22Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Link Speed (mph) 30 30 30 30Link Distance (ft) 338 539 173 676Travel Time (s) 7.7 12.3 3.9 15.4Volume (vph) 40 915 134 188 630 0 0 0 102 42Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Adj. Flow (vph) 40 915 134 188 630 0 0 0 102 42Lane Group Flow (vph) 40 1049 0 188 630 0 0 0 144 0Turn Type Prot Prot ProtProtected Phases 1 6 5 2 8Permitted PhasesDetector Phases 1 6 5 2 8Minimum Initial (s) 6.0 4.0 6.0 4.0 6.0Minimum Split (s) 19.0 23.0 23.0 23.0 14.0Total Split (s) 22.0 42.0 0.0 26.0 46.0 0.0 0.0 0.0 22.0 0.0Total Split (%) 24% 47% 0% 29% 51% 0% 0% 0% 24% 0%Maximum Green (s) 14.0 35.0 18.0 39.0 14.0Yellow Time (s) 4.0 4.0 4.0 4.0 4.0All-Red Time (s) 4.0 3.0 4.0 3.0 4.0Lead/Lag Lead Lead Lag LagLead-Lag Optimize? Yes Yes Yes YesVehicle Extension (s) 3.0 3.0 3.0 3.0 3.0Recall Mode Ped Coord Ped Coord PedWalk Time (s) 7.0 5.0 7.0 5.0 7.0Flash Dont Walk (s) 7.0 11.0 11.0 11.0 9.0Pedestrian Calls (#/hr) 0 0 0 0 0Act Effct Green (s) 18.0 38.0 22.0 42.0 18.0Actuated g/C Ratio 0.20 0.42 0.24 0.47 0.20v/c Ratio 0.11 0.71 0.43 0.38 0.42Uniform Delay, d1 29.4 20.9 28.7 15.5 31.4Delay 29.9 21.3 14.9 6.3 32.1LOS C C B A CApproach Delay 21.6 8.3 32.1

Lanes, Volumes, Timings15: Beacon ST & Marion 8/18/2012


NORTHEBOST-EE51

Lane Group EBL EBT EBR WBL WBT WBR SBL SBR NWL NWRApproach LOS C A C

Intersection SummaryArea Type: OtherCycle Length: 90Actuated Cycle Length: 90Offset: 12 (13%), Referenced to phase 2:WBT and 6:EBT, Start of GreenNatural Cycle: 60Control Type: Actuated-CoordinatedMaximum v/c Ratio: 0.71Intersection Signal Delay: 17.0 Intersection LOS: BIntersection Capacity Utilization 58.2% ICU Level of Service A

Splits and Phases: 15: Beacon ST & Marion

Lanes, Volumes, Timings17: Beacon ST & St paul 8/18/2012


NORTHEBOST-EE51

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsIdeal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Storage Length (ft) 175 0 125 0 0 0 0 0Storage Lanes 1 0 1 0 1 0 1 0Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Leading Detector (ft) 50 50 50 50 50 50 50 50Trailing Detector (ft) 0 0 0 0 0 0 0 0Turning Speed (mph) 15 9 15 9 15 9 15 9Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95 1.00 1.00 1.00 1.00 1.00 1.00Frt 0.990 0.997 0.968 0.969Flt Protected 0.950 0.950 0.950 0.950Satd. Flow (prot) 1770 3504 0 1770 3529 0 1770 1803 0 1770 1805 0Flt Permitted 0.950 0.950 0.473 0.298Satd. Flow (perm) 1770 3504 0 1770 3529 0 881 1803 0 555 1805 0Right Turn on Red Yes Yes Yes YesSatd. Flow (RTOR) 9 3 18 17Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Link Speed (mph) 30 30 30 30Link Distance (ft) 594 790 911 720Travel Time (s) 13.5 18.0 20.7 16.4Volume (vph) 142 766 56 83 510 12 57 360 99 58 235 61Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Adj. Flow (vph) 142 766 56 83 510 12 57 360 99 58 235 61Lane Group Flow (vph) 142 822 0 83 522 0 57 459 0 58 296 0Turn Type Prot Prot Perm PermProtected Phases 1 6 5 2 8 4Permitted Phases 8 4Detector Phases 1 6 5 2 8 8 4 4Minimum Initial (s) 6.0 4.0 6.0 4.0 10.0 10.0 10.0 10.0Minimum Split (s) 14.0 22.0 14.0 22.0 26.0 26.0 30.0 30.0Total Split (s) 20.0 34.0 0.0 16.0 30.0 0.0 40.0 40.0 0.0 40.0 40.0 0.0Total Split (%) 22% 38% 0% 18% 33% 0% 44% 44% 0% 44% 44% 0%Maximum Green (s) 12.0 27.0 8.0 23.0 32.0 32.0 32.0 32.0Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0All-Red Time (s) 4.0 3.0 4.0 3.0 4.0 4.0 4.0 4.0Lead/Lag Lag Lag Lead LeadLead-Lag Optimize? Yes Yes Yes YesVehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0Recall Mode None Coord None Coord Ped Ped Ped PedWalk Time (s) 5.0 5.0 7.0 7.0 7.0 7.0Flash Dont Walk (s) 11.0 11.0 8.0 8.0 13.0 13.0Pedestrian Calls (#/hr) 0 0 0 0 0 0Act Effct Green (s) 16.0 38.9 11.5 31.6 30.4 30.4 30.4 30.4Actuated g/C Ratio 0.18 0.43 0.13 0.35 0.34 0.34 0.34 0.34v/c Ratio 0.45 0.54 0.37 0.42 0.19 0.74 0.31 0.48Uniform Delay, d1 31.7 19.9 37.0 23.3 21.1 25.2 22.0 22.0Delay 15.9 5.6 14.6 12.1 19.6 24.8 21.1 21.4LOS B A B B B C C CApproach Delay 7.1 12.4 24.2 21.3



NORTHEBOST-EE51

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRApproach LOS A B C C


Splits and Phases: 17: Beacon ST & St paul

Lanes, Volumes, Timings21: Beacon ST & Harvard St 8/18/2012


NORTHEBOST-EE51

Lane Group EBL EBT EBR WBL WBT WBR NBL NBR SEL SER SER2Lane ConfigurationsIdeal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Storage Length (ft) 0 100 0 60 0 0 0 0Storage Lanes 0 1 0 1 0 0 0 0Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Leading Detector (ft) 50 50 50 50 50 50Trailing Detector (ft) 0 0 0 0 0 0Turning Speed (mph) 15 9 15 9 15 9 15 9 9Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 0.97 0.95 1.00 0.88 1.00Frt 0.850 0.850 0.989 0.850Flt Protected 0.956Satd. Flow (prot) 0 3539 1583 0 3539 1583 3417 0 0 2787 0Flt Permitted 0.956Satd. Flow (perm) 0 3539 1583 0 3539 1583 3417 0 0 2787 0Right Turn on Red No No No NoSatd. Flow (RTOR)Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Link Speed (mph) 30 30 30 30Link Distance (ft) 579 291 590 716Travel Time (s) 13.2 6.6 13.4 16.3Volume (vph) 0 1043 165 0 560 519 643 51 0 400 102Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Adj. Flow (vph) 0 1043 165 0 560 519 643 51 0 400 102Lane Group Flow (vph) 0 1043 165 0 560 519 694 0 0 502 0Turn Type Perm PermProtected Phases 6 2 8 4Permitted Phases 6 2 4Detector Phases 6 6 2 2 8 4Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0Minimum Split (s) 45.0 45.0 45.0 45.0 37.0 37.0Total Split (s) 0.0 49.0 49.0 0.0 49.0 49.0 41.0 0.0 0.0 41.0 0.0Total Split (%) 0% 54% 54% 0% 54% 54% 46% 0% 0% 46% 0%Maximum Green (s) 42.0 42.0 42.0 42.0 33.0 33.0Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0All-Red Time (s) 3.0 3.0 3.0 3.0 4.0 4.0Lead/LagLead-Lag Optimize?Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0Recall Mode Coord Coord Coord Coord Min NoneWalk Time (s) 21.0 21.0 21.0 21.0 18.0 21.0Flash Dont Walk (s) 17.0 17.0 17.0 17.0 7.0 7.0Pedestrian Calls (#/hr) 0 0 0 0 0 0Act Effct Green (s) 55.0 55.0 55.0 55.0 27.0 27.0Actuated g/C Ratio 0.61 0.61 0.61 0.61 0.30 0.30v/c Ratio 0.48 0.17 0.26 0.54 0.68 0.60Uniform Delay, d1 9.6 7.6 8.1 10.1 27.6 26.9Delay 11.9 11.6 15.5 21.2 27.2 26.4LOS B B B C C CApproach Delay 11.9 18.3 27.2



NORTHEBOST-EE51

Lane Group EBL EBT EBR WBL WBT WBR NBL NBR SEL SER SER2Approach LOS B B C


Splits and Phases: 21: Beacon ST & Harvard St

Lanes, Volumes, Timings23: Beacon ST & Charles 8/18/2012


NORTHEBOST-EE51

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsIdeal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Storage Length (ft) 150 0 0 0 0 0 0 0Storage Lanes 1 0 0 0 0 1 0 0Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Leading Detector (ft) 50 50 50 50Trailing Detector (ft) 0 0 0 0Turning Speed (mph) 15 9 15 9 15 9 15 9Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 0.95 1.00 1.00 1.00 1.00 1.00 1.00Frt 0.956 0.865Flt Protected 0.950Satd. Flow (prot) 1770 3539 0 0 3383 0 0 0 1611 0 0 0Flt Permitted 0.950Satd. Flow (perm) 1770 3539 0 0 3383 0 0 0 1611 0 0 0Right Turn on Red Yes Yes Yes YesSatd. Flow (RTOR) 73 201Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Link Speed (mph) 30 30 30 30Link Distance (ft) 352 594 307 206Travel Time (s) 8.0 13.5 7.0 4.7Volume (vph) 219 875 0 0 445 183 0 0 180 0 0 0Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Adj. Flow (vph) 219 875 0 0 445 183 0 0 180 0 0 0Lane Group Flow (vph) 219 875 0 0 628 0 0 0 180 0 0 0Turn Type Prot customProtected Phases 1 6 2 8Permitted Phases 8Detector Phases 1 6 2 8Minimum Initial (s) 6.0 4.0 4.0 6.0Minimum Split (s) 25.0 23.0 23.0 16.0Total Split (s) 32.0 65.0 0.0 0.0 33.0 0.0 0.0 0.0 25.0 0.0 0.0 0.0Total Split (%) 36% 72% 0% 0% 37% 0% 0% 0% 28% 0% 0% 0%Maximum Green (s) 25.0 58.0 26.0 18.0Yellow Time (s) 4.0 4.0 4.0 4.0All-Red Time (s) 3.0 3.0 3.0 3.0Lead/Lag Lag LeadLead-Lag Optimize? Yes YesVehicle Extension (s) 3.0 3.0 3.0 3.0Recall Mode Ped Coord Coord PedWalk Time (s) 7.0 5.0 5.0 7.0Flash Dont Walk (s) 8.0 11.0 11.0 5.0Pedestrian Calls (#/hr) 0 0 0 0Act Effct Green (s) 28.0 67.0 35.0 15.0Actuated g/C Ratio 0.31 0.74 0.39 0.17v/c Ratio 0.40 0.33 0.46 0.41Uniform Delay, d1 24.4 3.9 17.8 0.0Delay 30.9 1.4 2.6 4.1LOS C A A AApproach Delay 7.3 2.6

Lanes, Volumes, Timings23: Beacon ST & Charles 8/18/2012


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Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRApproach LOS A A


Splits and Phases: 23: Beacon ST & Charles

Lanes, Volumes, Timings25: Beacon ST & Pleasant st 8/18/2012


NORTHEBOST-EE51

Lane Group EBL EBT WBT WBR SBL SBR ø1 ø5Lane ConfigurationsIdeal Flow (vphpl) 1900 1900 1900 1900 1900 1900Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0Leading Detector (ft) 50 50 50 50Trailing Detector (ft) 0 0 0 0Turning Speed (mph) 15 9 15 9Lane Util. Factor 1.00 0.95 0.95 0.95 1.00 1.00Frt 0.956 0.850Flt Protected 0.950Satd. Flow (prot) 0 3539 3383 0 1770 1583Flt Permitted 0.950Satd. Flow (perm) 0 3539 3383 0 1770 1583Right Turn on Red Yes YesSatd. Flow (RTOR) 86 130Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00Link Speed (mph) 30 30 30Link Distance (ft) 291 352 688Travel Time (s) 6.6 8.0 15.6Volume (vph) 0 1094 689 283 89 130Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00Adj. Flow (vph) 0 1094 689 283 89 130Lane Group Flow (vph) 0 1094 972 0 89 130Turn Type PermProtected Phases 6 2 4 1 5Permitted Phases 4Detector Phases 6 2 4 4Minimum Initial (s) 4.0 4.0 6.0 6.0 4.0 4.0Minimum Split (s) 22.0 22.0 20.0 20.0 22.0 22.0Total Split (s) 0.0 42.0 42.0 0.0 23.0 23.0 25.0 25.0Total Split (%) 0% 47% 47% 0% 26% 26% 28% 28%Maximum Green (s) 36.0 36.0 15.0 15.0 21.0 21.0Yellow Time (s) 4.0 4.0 4.0 4.0 3.5 3.5All-Red Time (s) 2.0 2.0 4.0 4.0 0.5 0.5Lead/Lag Lead Lag Lead LagLead-Lag Optimize? Yes Yes Yes YesVehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0Recall Mode Coord Coord Min Min Ped PedWalk Time (s) 5.0 5.0 7.0 7.0Flash Dont Walk (s) 11.0 11.0 6.0 7.0Pedestrian Calls (#/hr) 0 0 0 0Act Effct Green (s) 43.3 51.3 13.7 13.7Actuated g/C Ratio 0.48 0.57 0.15 0.15v/c Ratio 0.64 0.49 0.33 0.37Uniform Delay, d1 17.5 10.4 34.0 0.0Delay 15.8 5.5 33.4 6.3LOS B A C AApproach Delay 15.8 5.5 17.3Approach LOS B A B



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Splits and Phases: 25: Beacon ST & Pleasant st

Lanes, Volumes, Timings28: Beacon ST & Centre st 8/18/2012


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Lane Group EBL EBT EBR WBL WBT WBR SBL2 SBL SBR NWL NWR NWR2Lane ConfigurationsIdeal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Storage Length (ft) 100 0 0 0 0 0 0 0Storage Lanes 1 0 0 0 0 0 0 1Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Leading Detector (ft) 50 50 50 50 50 50Trailing Detector (ft) 0 0 0 0 0 0Turning Speed (mph) 15 9 15 9 15 15 9 15 9 9Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95 1.00 1.00 1.00 1.00 1.00 1.00Frt 0.983 0.996 0.952 0.865Flt Protected 0.950 0.969Satd. Flow (prot) 1770 3479 0 0 3525 0 0 1718 0 0 0 1611Flt Permitted 0.950 0.969Satd. Flow (perm) 1770 3479 0 0 3525 0 0 1718 0 0 0 1611Right Turn on Red Yes Yes Yes YesSatd. Flow (RTOR) 22 3 28 311Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Link Speed (mph) 30 30 30 30Link Distance (ft) 266 579 256 517Travel Time (s) 6.0 13.2 5.8 11.8Volume (vph) 127 1010 133 0 605 16 40 37 42 0 0 158Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Adj. Flow (vph) 127 1010 133 0 605 16 40 37 42 0 0 158Lane Group Flow (vph) 127 1143 0 0 621 0 0 119 0 0 0 158Turn Type Prot Perm customProtected Phases 1 6 2 3 4Permitted Phases 3 4Detector Phases 1 6 2 3 3 4Minimum Initial (s) 6.0 4.0 4.0 6.0 6.0 4.0Minimum Split (s) 14.0 22.0 19.0 20.0 20.0 16.0Total Split (s) 20.0 48.0 0.0 0.0 28.0 0.0 23.0 23.0 0.0 0.0 0.0 19.0Total Split (%) 22% 53% 0% 0% 31% 0% 26% 26% 0% 0% 0% 21%Maximum Green (s) 12.0 42.0 22.0 15.0 15.0 11.0Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0All-Red Time (s) 4.0 2.0 2.0 4.0 4.0 4.0Lead/Lag Lag Lead Lead Lead LagLead-Lag Optimize? Yes Yes Yes Yes YesVehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0Recall Mode None Coord Coord Ped Ped PedWalk Time (s) 5.0 5.0 7.0 7.0 7.0Flash Dont Walk (s) 11.0 11.0 13.0 13.0 9.0Pedestrian Calls (#/hr) 0 0 0 0 0Act Effct Green (s) 16.0 44.0 24.0 19.0 15.0Actuated g/C Ratio 0.18 0.49 0.27 0.21 0.17v/c Ratio 0.40 0.67 0.66 0.31 0.30Uniform Delay, d1 32.8 17.0 29.2 22.6 0.0Delay 15.6 3.6 14.7 23.2 0.0LOS B A B C AApproach Delay 4.8 14.7 23.2



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Lane Group EBL EBT EBR WBL WBT WBR SBL2 SBL SBR NWL NWR NWR2Approach LOS A B C


Splits and Phases: 28: Beacon ST & Centre st

Lanes, Volumes, Timings31: Beacon ST & winchester 8/18/2012


NORTHEBOST-EE51

Lane Group EBL EBT WBT WBR SEL SER ø5Lane ConfigurationsIdeal Flow (vphpl) 1900 1900 1900 1900 1900 1900Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0Leading Detector (ft) 50 50 50Trailing Detector (ft) 0 0 0Turning Speed (mph) 15 9 15 9Lane Util. Factor 1.00 0.95 0.95 0.95 1.00 1.00Frt 0.987 0.944Flt Protected 0.971Satd. Flow (prot) 0 3539 3493 0 1707 0Flt Permitted 0.971Satd. Flow (perm) 0 3539 3493 0 1707 0Right Turn on Red Yes YesSatd. Flow (RTOR) 21 40Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00Link Speed (mph) 30 30 30Link Distance (ft) 379 266 832Travel Time (s) 8.6 6.0 18.9Volume (vph) 0 1072 589 58 198 139Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00Adj. Flow (vph) 0 1072 589 58 198 139Lane Group Flow (vph) 0 1072 647 0 337 0Turn TypeProtected Phases 6 2 4 5Permitted PhasesDetector Phases 6 2 4Minimum Initial (s) 4.0 4.0 6.0 4.0Minimum Split (s) 24.0 24.0 26.0 18.0Total Split (s) 0.0 41.0 59.0 0.0 31.0 0.0 18.0Total Split (%) 0% 46% 66% 0% 34% 0% 20%Maximum Green (s) 33.0 51.0 23.0 14.0Yellow Time (s) 4.0 4.0 4.0 3.5All-Red Time (s) 4.0 4.0 4.0 0.5Lead/Lag Lead LagLead-Lag Optimize? Yes YesVehicle Extension (s) 3.0 3.0 3.0 3.0Recall Mode Coord Coord Ped PedWalk Time (s) 5.0 5.0 7.0 7.0Flash Dont Walk (s) 11.0 11.0 8.0 8.0Pedestrian Calls (#/hr) 0 0 0 0Act Effct Green (s) 40.2 58.2 23.8Actuated g/C Ratio 0.45 0.65 0.26v/c Ratio 0.68 0.29 0.70Uniform Delay, d1 19.8 6.6 26.1Delay 3.3 0.2 26.0LOS A A CApproach Delay 3.3 0.2 26.0Approach LOS A A C



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Splits and Phases: 31: Beacon ST & winchester

Lanes, Volumes, Timings33: Beacon ST & Summit 8/18/2012


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Lane Group EBL EBT WBT WBR SEL SER ø5Lane ConfigurationsIdeal Flow (vphpl) 1900 1900 1900 1900 1900 1900Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0Leading Detector (ft) 50 50 50Trailing Detector (ft) 0 0 0Turning Speed (mph) 15 9 15 9Lane Util. Factor 1.00 0.95 0.95 0.95 1.00 1.00Frt 0.991 0.865Flt ProtectedSatd. Flow (prot) 0 3539 3507 0 0 1611Flt PermittedSatd. Flow (perm) 0 3539 3507 0 0 1611Right Turn on Red Yes YesSatd. Flow (RTOR) 12 100Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00Link Speed (mph) 30 30 30Link Distance (ft) 539 379 927Travel Time (s) 12.3 8.6 21.1Volume (vph) 0 957 1000 64 0 139Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00Adj. Flow (vph) 0 957 1000 64 0 139Lane Group Flow (vph) 0 957 1064 0 0 139Turn Type customProtected Phases 6 2 1 5Permitted Phases 1Detector Phases 6 2 1Minimum Initial (s) 4.0 4.0 6.0 7.0Minimum Split (s) 21.0 22.0 20.0 18.0Total Split (s) 0.0 56.0 54.0 0.0 0.0 36.0 34.0Total Split (%) 0% 62% 60% 0% 0% 40% 38%Maximum Green (s) 51.0 48.0 32.0 32.0Yellow Time (s) 4.0 4.0 3.0 2.0All-Red Time (s) 1.0 2.0 1.0 0.0Lead/Lag Lag Lag Lead LeadLead-Lag Optimize? Yes Yes Yes YesVehicle Extension (s) 3.0 3.0 3.0 3.0Recall Mode Coord Coord Ped PedWalk Time (s) 5.0 5.0 7.0 7.0Flash Dont Walk (s) 11.0 11.0 5.0 8.0Pedestrian Calls (#/hr) 0 0 0 0Act Effct Green (s) 69.0 69.9 12.1Actuated g/C Ratio 0.77 0.78 0.13v/c Ratio 0.35 0.39 0.46Uniform Delay, d1 3.3 3.2 9.7Delay 0.3 2.0 13.1LOS A A BApproach Delay 0.3 2.0Approach LOS A A



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Splits and Phases: 33: Beacon ST & Summit

Appendix II

Synchro Report of Improved Traffic Signal



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Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsIdeal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Storage Length (ft) 0 0 150 0 0 0 0 0Storage Lanes 0 0 1 0 0 0 0 0Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Leading Detector (ft) 50 50 50 50 50 50 50Trailing Detector (ft) 0 0 0 0 0 0 0Turning Speed (mph) 15 9 15 9 15 9 15 9Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95 1.00 1.00 1.00 1.00 1.00 1.00Frt 0.994 0.995 0.971 0.986Flt Protected 0.950 0.997 0.992Satd. Flow (prot) 0 3518 0 1770 3522 0 0 1803 0 0 1822 0Flt Permitted 0.950 0.964 0.824Satd. Flow (perm) 0 3518 0 1770 3522 0 0 1744 0 0 1513 0Right Turn on Red Yes Yes Yes YesSatd. Flow (RTOR) 5 7 20 8Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Link Speed (mph) 30 30 30 30Link Distance (ft) 790 1047 662 527Travel Time (s) 18.0 23.8 15.0 12.0Volume (vph) 0 887 36 72 541 20 33 374 113 44 215 31Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Adj. Flow (vph) 0 887 36 72 541 20 33 374 113 44 215 31Lane Group Flow (vph) 0 923 0 72 561 0 0 520 0 0 290 0Turn Type Prot Perm PermProtected Phases 6 5 2 8 4Permitted Phases 8 4Detector Phases 6 5 2 8 8 4 4Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0Minimum Split (s) 22.0 18.0 22.0 26.0 26.0 26.0 26.0Total Split (s) 0.0 29.0 0.0 18.0 47.0 0.0 33.0 33.0 0.0 33.0 33.0 0.0Total Split (%) 0% 36% 0% 23% 59% 0% 41% 41% 0% 41% 41% 0%Maximum Green (s) 23.0 11.0 41.0 25.0 25.0 25.0 25.0Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0All-Red Time (s) 2.0 3.0 2.0 4.0 4.0 4.0 4.0Lead/Lag Lead LagLead-Lag Optimize? Yes YesVehicle Extension (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0Recall Mode Min None Min None None None NoneWalk Time (s) 5.0 5.0 7.0 7.0 7.0 7.0Flash Dont Walk (s) 11.0 11.0 7.0 7.0 10.0 10.0Pedestrian Calls (#/hr) 0 0 0 0 0 0Act Effct Green (s) 22.3 10.6 33.1 25.5 25.5Actuated g/C Ratio 0.33 0.15 0.49 0.38 0.38v/c Ratio 0.79 0.27 0.32 0.77 0.50Uniform Delay, d1 20.8 26.8 9.4 18.3 16.1Delay 24.3 29.4 10.1 23.4 18.5LOS C C B C BApproach Delay 24.3 12.3 23.4 18.5



NORTHEBOST-EE51

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRApproach LOS C B C B

Intersection SummaryArea Type: OtherCycle Length: 80Actuated Cycle Length: 67.5Natural Cycle: 70Control Type: Actuated-UncoordinatedMaximum v/c Ratio: 0.79Intersection Signal Delay: 20.2 Intersection LOS: CIntersection Capacity Utilization 87.0% ICU Level of Service D

Splits and Phases: 2: Beacon ST & Powell st



NORTHEBOST-EE51

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsIdeal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Leading Detector (ft) 50 50 50Trailing Detector (ft) 0 0 0Turning Speed (mph) 15 9 15 9 15 9 15 9Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95 1.00 1.00 1.00 1.00 1.00 1.00Frt 0.998 0.995 0.865Flt ProtectedSatd. Flow (prot) 0 3532 0 0 3522 0 0 0 1611 0 0 0Flt PermittedSatd. Flow (perm) 0 3532 0 0 3522 0 0 0 1611 0 0 0Right Turn on Red Yes Yes Yes YesSatd. Flow (RTOR) 5 14 60Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Link Speed (mph) 30 30 30 30Link Distance (ft) 696 498 383 294Travel Time (s) 15.8 11.3 8.7 6.7Volume (vph) 0 1193 15 0 519 19 0 0 41 0 0 0Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Adj. Flow (vph) 0 1193 15 0 519 19 0 0 41 0 0 0Lane Group Flow (vph) 0 1208 0 0 538 0 0 0 41 0 0 0Turn Type customProtected Phases 6 2 5Permitted Phases 5Detector Phases 6 2 5Minimum Initial (s) 4.0 4.0 4.0Minimum Split (s) 21.0 27.0 17.0Total Split (s) 0.0 26.0 0.0 0.0 26.0 0.0 0.0 0.0 14.0 0.0 0.0 0.0Total Split (%) 0% 65% 0% 0% 65% 0% 0% 0% 35% 0% 0% 0%Maximum Green (s) 21.0 21.0 10.0Yellow Time (s) 4.0 4.0 3.0All-Red Time (s) 1.0 1.0 1.0Lead/Lag Lag Lag LeadLead-Lag Optimize? Yes Yes YesVehicle Extension (s) 2.0 2.0 2.0Recall Mode Coord Coord PedWalk Time (s) 5.0 5.0 7.0Flash Dont Walk (s) 11.0 11.0 7.0Pedestrian Calls (#/hr) 0 0 0Act Effct Green (s) 22.0 22.0 10.0Actuated g/C Ratio 0.55 0.55 0.25v/c Ratio 0.62 0.28 0.09Uniform Delay, d1 6.1 4.6 0.0Delay 6.4 4.8 3.4LOS A A AApproach Delay 6.4 4.8Approach LOS A A



NORTHEBOST-EE51


Splits and Phases: 6: Beacon ST & St. Mary



NORTHEBOST-EE51

Lane Group ø1Lane ConfigurationsIdeal Flow (vphpl)Total Lost Time (s)Leading Detector (ft)Trailing Detector (ft)Turning Speed (mph)Lane Util. FactorFrtFlt ProtectedSatd. Flow (prot)Flt PermittedSatd. Flow (perm)Right Turn on RedSatd. Flow (RTOR)Headway FactorLink Speed (mph)Link Distance (ft)Travel Time (s)Volume (vph)Peak Hour FactorAdj. Flow (vph)Lane Group Flow (vph)Turn TypeProtected Phases 1Permitted PhasesDetector PhasesMinimum Initial (s) 4.0Minimum Split (s) 17.0Total Split (s) 14.0Total Split (%) 35%Maximum Green (s) 10.0Yellow Time (s) 3.5All-Red Time (s) 0.5Lead/Lag LeadLead-Lag Optimize? YesVehicle Extension (s) 2.0Recall Mode PedWalk Time (s) 7.0Flash Dont Walk (s) 8.0Pedestrian Calls (#/hr) 0Act Effct Green (s)Actuated g/C Ratiov/c RatioUniform Delay, d1DelayLOSApproach DelayApproach LOS



NORTHEBOST-EE51




NORTHEBOST-EE51

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsIdeal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Leading Detector (ft) 50 50 50 50 50 50Trailing Detector (ft) 0 0 0 0 0 0Turning Speed (mph) 15 9 15 9 15 9 15 9Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95 1.00 1.00 1.00 1.00 1.00 1.00Frt 0.997 0.991 0.994 0.985Flt Protected 0.998 0.996Satd. Flow (prot) 0 3529 0 0 3507 0 0 1848 0 0 1827 0Flt Permitted 0.988 0.948Satd. Flow (perm) 0 3529 0 0 3507 0 0 1829 0 0 1739 0Right Turn on Red Yes Yes Yes YesSatd. Flow (RTOR) 3 11 4 10Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Link Speed (mph) 30 30 30 30Link Distance (ft) 540 696 353 155Travel Time (s) 12.3 15.8 8.0 3.5Volume (vph) 0 1174 21 0 555 34 14 383 19 18 162 23Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Adj. Flow (vph) 0 1174 21 0 555 34 14 383 19 18 162 23Lane Group Flow (vph) 0 1195 0 0 589 0 0 416 0 0 203 0Turn Type Perm PermProtected Phases 6 2 4 8Permitted Phases 4 8Detector Phases 6 2 4 4 8 8Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0Minimum Split (s) 22.0 22.0 22.0 22.0 22.0 22.0Total Split (s) 0.0 43.0 0.0 0.0 43.0 0.0 37.0 37.0 0.0 37.0 37.0 0.0Total Split (%) 0% 54% 0% 0% 54% 0% 46% 46% 0% 46% 46% 0%Maximum Green (s) 37.0 37.0 29.0 29.0 29.0 29.0Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0All-Red Time (s) 2.0 2.0 4.0 4.0 4.0 4.0Lead/LagLead-Lag Optimize?Vehicle Extension (s) 2.0 2.0 2.0 2.0 2.0 2.0Recall Mode None Min Min Min Min MinWalk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0Pedestrian Calls (#/hr) 0 0 0 0 0 0Act Effct Green (s) 25.2 25.2 20.7 20.7Actuated g/C Ratio 0.46 0.46 0.38 0.38v/c Ratio 0.74 0.36 0.60 0.31Uniform Delay, d1 11.3 8.8 13.1 10.9Delay 12.7 10.0 15.1 13.0LOS B A B BApproach Delay 12.7 10.0 15.1 13.0Approach LOS B A B B



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Intersection SummaryArea Type: OtherCycle Length: 80Actuated Cycle Length: 54.7Natural Cycle: 50Control Type: Actuated-UncoordinatedMaximum v/c Ratio: 0.74Intersection Signal Delay: 12.5 Intersection LOS: BIntersection Capacity Utilization 67.6% ICU Level of Service B

Splits and Phases: 9: Beacon ST & Carlton st

Lanes, Volumes, Timings12: Beacon ST & 8/20/2012


NORTHEBOST-EE51

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsIdeal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Storage Length (ft) 100 0 100 0 0 0 0 0Storage Lanes 1 0 1 0 0 1 0 0Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Leading Detector (ft) 50 50 50 50 50Trailing Detector (ft) 0 0 0 0 0Turning Speed (mph) 15 9 15 9 15 9 15 9Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 1.00 1.00 1.00 1.00 1.00Frt 0.865Flt Protected 0.950 0.950Satd. Flow (prot) 1770 3539 0 1770 3539 0 0 0 1611 0 0 0Flt Permitted 0.950 0.950Satd. Flow (perm) 1770 3539 0 1770 3539 0 0 0 1611 0 0 0Right Turn on Red Yes Yes Yes YesSatd. Flow (RTOR) 391Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Link Speed (mph) 30 30 30 30Link Distance (ft) 1047 540 922 406Travel Time (s) 23.8 12.3 21.0 9.2Volume (vph) 69 975 0 58 534 0 0 0 120 0 0 0Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Adj. Flow (vph) 69 975 0 58 534 0 0 0 120 0 0 0Lane Group Flow (vph) 69 975 0 58 534 0 0 0 120 0 0 0Turn Type Prot Prot customProtected Phases 1 6 5 2 8Permitted Phases 8Detector Phases 1 6 5 2 8Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0Minimum Split (s) 16.0 23.0 16.0 23.0 22.0Total Split (s) 19.0 36.0 0.0 19.0 36.0 0.0 0.0 0.0 25.0 0.0 0.0 0.0Total Split (%) 24% 45% 0% 24% 45% 0% 0% 0% 31% 0% 0% 0%Maximum Green (s) 11.0 30.0 11.0 30.0 18.0Yellow Time (s) 4.0 4.0 4.0 4.0 4.0All-Red Time (s) 4.0 2.0 4.0 2.0 3.0Lead/Lag Lead Lead Lag LagLead-Lag Optimize? Yes Yes Yes YesVehicle Extension (s) 2.0 2.0 2.0 2.0 2.0Recall Mode None None Min None PedWalk Time (s) 5.0 5.0 7.0Flash Dont Walk (s) 11.0 11.0 11.0Pedestrian Calls (#/hr) 0 0 0Act Effct Green (s) 11.3 25.1 10.8 30.5 21.2Actuated g/C Ratio 0.15 0.36 0.16 0.44 0.31v/c Ratio 0.26 0.76 0.21 0.34 0.16Uniform Delay, d1 29.0 21.5 24.1 14.4 0.0Delay 27.8 19.5 27.4 14.5 0.0LOS C B C B AApproach Delay 20.1 15.8



NORTHEBOST-EE51

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRApproach LOS C B

Intersection SummaryArea Type: OtherCycle Length: 80Actuated Cycle Length: 69.2Natural Cycle: 65Control Type: Actuated-UncoordinatedMaximum v/c Ratio: 0.76Intersection Signal Delay: 17.2 Intersection LOS: BIntersection Capacity Utilization 41.0% ICU Level of Service A

Splits and Phases: 12: Beacon ST &



NORTHEBOST-EE51

Lane Group EBL EBT EBR WBL WBT WBR SBL SBR NWL NWRLane ConfigurationsIdeal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Storage Length (ft) 135 0 100 0 0 0 0 0Storage Lanes 1 0 1 0 0 0 1 0Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Leading Detector (ft) 50 50 50 50 50Trailing Detector (ft) 0 0 0 0 0Turning Speed (mph) 15 9 15 9 15 9 15 9Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 1.00 1.00 1.00 1.00 1.00Frt 0.981 0.961Flt Protected 0.950 0.950 0.966Satd. Flow (prot) 1770 3472 0 1770 3539 0 0 0 1729 0Flt Permitted 0.950 0.950 0.966Satd. Flow (perm) 1770 3472 0 1770 3539 0 0 0 1729 0Right Turn on Red Yes Yes YesSatd. Flow (RTOR) 25Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Link Speed (mph) 30 30 30 30Link Distance (ft) 338 539 173 676Travel Time (s) 7.7 12.3 3.9 15.4Volume (vph) 40 915 134 188 630 0 0 0 102 42Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Adj. Flow (vph) 40 915 134 188 630 0 0 0 102 42Lane Group Flow (vph) 40 1049 0 188 630 0 0 0 144 0Turn Type Prot Prot ProtProtected Phases 1 6 5 2 8Permitted PhasesDetector Phases 1 6 5 2 8Minimum Initial (s) 6.0 4.0 6.0 4.0 1.0Minimum Split (s) 19.0 23.0 23.0 23.0 9.0Total Split (s) 20.0 38.0 0.0 24.0 42.0 0.0 0.0 0.0 18.0 0.0Total Split (%) 25% 48% 0% 30% 53% 0% 0% 0% 23% 0%Maximum Green (s) 12.0 31.0 16.0 35.0 10.0Yellow Time (s) 4.0 4.0 4.0 4.0 4.0All-Red Time (s) 4.0 3.0 4.0 3.0 4.0Lead/Lag Lead Lead Lag LagLead-Lag Optimize? Yes Yes Yes YesVehicle Extension (s) 2.0 2.0 2.0 2.0 2.0Recall Mode Ped Coord Ped Coord PedWalk Time (s) 7.0 5.0 7.0 5.0 7.0Flash Dont Walk (s) 7.0 11.0 11.0 11.0 9.0Pedestrian Calls (#/hr) 0 0 0 0 0Act Effct Green (s) 16.0 34.0 20.0 38.0 14.0Actuated g/C Ratio 0.20 0.43 0.25 0.48 0.18v/c Ratio 0.11 0.70 0.42 0.37 0.48Uniform Delay, d1 26.1 18.4 25.2 13.4 29.7Delay 26.6 18.7 36.8 22.4 30.4LOS C B D C CApproach Delay 19.0 25.7 30.4



NORTHEBOST-EE51

Lane Group EBL EBT EBR WBL WBT WBR SBL SBR NWL NWRApproach LOS B C C

Intersection SummaryArea Type: OtherCycle Length: 80Actuated Cycle Length: 80Offset: 16 (20%), Referenced to phase 2:WBT and 6:EBT, Start of GreenNatural Cycle: 60Control Type: Actuated-CoordinatedMaximum v/c Ratio: 0.70Intersection Signal Delay: 22.5 Intersection LOS: CIntersection Capacity Utilization 58.2% ICU Level of Service A




NORTHEBOST-EE51

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsIdeal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Storage Length (ft) 175 0 125 0 0 0 0 0Storage Lanes 1 0 1 0 1 0 1 0Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Leading Detector (ft) 50 50 50 50 50 50 50 50Trailing Detector (ft) 0 0 0 0 0 0 0 0Turning Speed (mph) 15 9 15 9 15 9 15 9Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95 1.00 1.00 1.00 1.00 1.00 1.00Frt 0.990 0.997 0.968 0.969Flt Protected 0.950 0.950 0.950 0.950Satd. Flow (prot) 1770 3504 0 1770 3529 0 1770 1803 0 1770 1805 0Flt Permitted 0.950 0.950 0.474 0.293Satd. Flow (perm) 1770 3504 0 1770 3529 0 883 1803 0 546 1805 0Right Turn on Red Yes Yes Yes YesSatd. Flow (RTOR) 10 3 20 19Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Link Speed (mph) 30 30 30 30Link Distance (ft) 594 790 911 720Travel Time (s) 13.5 18.0 20.7 16.4Volume (vph) 142 766 56 12 510 12 57 360 99 58 235 61Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Adj. Flow (vph) 142 766 56 12 510 12 57 360 99 58 235 61Lane Group Flow (vph) 142 822 0 12 522 0 57 459 0 58 296 0Turn Type Prot Prot Perm PermProtected Phases 1 6 5 2 8 4Permitted Phases 8 4Detector Phases 1 6 5 2 8 8 4 4Minimum Initial (s) 6.0 4.0 6.0 4.0 10.0 10.0 10.0 10.0Minimum Split (s) 14.0 22.0 14.0 22.0 26.0 26.0 30.0 30.0Total Split (s) 16.0 31.0 0.0 14.0 29.0 0.0 35.0 35.0 0.0 35.0 35.0 0.0Total Split (%) 20% 39% 0% 18% 36% 0% 44% 44% 0% 44% 44% 0%Maximum Green (s) 8.0 24.0 6.0 22.0 27.0 27.0 27.0 27.0Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0All-Red Time (s) 4.0 3.0 4.0 3.0 4.0 4.0 4.0 4.0Lead/Lag Lead Lead Lag LagLead-Lag Optimize? Yes Yes Yes YesVehicle Extension (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0Recall Mode None Min None Min Ped Ped Ped PedWalk Time (s) 5.0 5.0 7.0 7.0 7.0 7.0Flash Dont Walk (s) 11.0 11.0 8.0 8.0 13.0 13.0Pedestrian Calls (#/hr) 0 0 0 0 0 0Act Effct Green (s) 11.6 27.6 10.2 17.9 27.0 27.0 27.0 27.0Actuated g/C Ratio 0.17 0.42 0.13 0.27 0.41 0.41 0.41 0.41v/c Ratio 0.47 0.55 0.05 0.54 0.16 0.61 0.26 0.39Uniform Delay, d1 28.7 17.3 31.0 19.4 14.8 17.6 15.5 15.3Delay 27.9 15.0 32.1 21.2 15.3 16.9 16.6 14.9LOS C B C C B B B BApproach Delay 16.9 21.5 16.7 15.2



NORTHEBOST-EE51

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRApproach LOS B C B B

Intersection SummaryArea Type: OtherCycle Length: 80Actuated Cycle Length: 65.1Natural Cycle: 70Control Type: Actuated-UncoordinatedMaximum v/c Ratio: 0.61Intersection Signal Delay: 17.6 Intersection LOS: BIntersection Capacity Utilization 62.9% ICU Level of Service B

Splits and Phases: 17: Beacon ST & St paul



NORTHEBOST-EE51

Lane Group EBL EBT EBR WBL WBT WBR NBL NBR SEL SER SER2Lane ConfigurationsIdeal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Storage Length (ft) 0 100 0 60 140 0 0 0Storage Lanes 0 1 0 1 1 0 0 0Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Leading Detector (ft) 50 50 50 50 50 50Trailing Detector (ft) 0 0 0 0 0 0Turning Speed (mph) 15 9 15 9 15 9 15 9 9Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 0.97 0.95 1.00 0.88 1.00Frt 0.850 0.850 0.989 0.850Flt Protected 0.956Satd. Flow (prot) 0 3539 1583 0 3539 1583 *2800 0 0 2787 0Flt Permitted 0.956Satd. Flow (perm) 0 3539 1583 0 3539 1583 3417 0 0 2787 0Right Turn on Red No No No NoSatd. Flow (RTOR)Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Link Speed (mph) 30 30 30 30Link Distance (ft) 579 291 590 716Travel Time (s) 13.2 6.6 13.4 16.3Volume (vph) 0 1043 165 0 560 519 643 51 0 400 102Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Adj. Flow (vph) 0 1043 165 0 560 519 643 51 0 400 102Lane Group Flow (vph) 0 1043 165 0 560 519 694 0 0 502 0Turn Type Perm PermProtected Phases 6 2 8 4Permitted Phases 6 2 4Detector Phases 6 6 2 2 8 4Minimum Initial (s) 12.0 12.0 1.0 1.0 12.0 12.0Minimum Split (s) 30.0 30.0 30.0 30.0 30.0 30.0Total Split (s) 0.0 45.0 45.0 0.0 45.0 45.0 35.0 0.0 0.0 35.0 0.0Total Split (%) 0% 56% 56% 0% 56% 56% 44% 0% 0% 44% 0%Maximum Green (s) 38.0 38.0 38.0 38.0 27.0 27.0Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0All-Red Time (s) 3.0 3.0 3.0 3.0 4.0 4.0Lead/LagLead-Lag Optimize?Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0Recall Mode Coord Coord Coord Coord Min NoneWalk Time (s) 21.0 21.0 21.0 21.0 18.0 21.0Flash Dont Walk (s) 17.0 17.0 17.0 17.0 7.0 7.0Pedestrian Calls (#/hr) 0 0 0 0 0 0Act Effct Green (s) 44.4 44.4 44.4 44.4 27.6 27.6Actuated g/C Ratio 0.56 0.56 0.56 0.56 0.35 0.35v/c Ratio 0.53 0.19 0.28 0.59 0.72 0.52Uniform Delay, d1 11.2 8.8 9.4 11.8 22.8 20.9Delay 3.8 3.3 7.5 9.3 22.6 20.6LOS A A A A C CApproach Delay 3.8 8.4 22.6



NORTHEBOST-EE51

Lane Group EBL EBT EBR WBL WBT WBR NBL NBR SEL SER SER2Approach LOS A A C

Intersection SummaryArea Type: OtherCycle Length: 80Actuated Cycle Length: 80Offset: 0 (0%), Referenced to phase 2:WBT and 6:EBT, Start of Green, Master IntersectionNatural Cycle: 60Control Type: Actuated-CoordinatedMaximum v/c Ratio: 0.72Intersection Signal Delay: 11.4 Intersection LOS: BIntersection Capacity Utilization 58.7% ICU Level of Service A* User Entered Value

Splits and Phases: 21: Beacon ST & Harvard St



NORTHEBOST-EE51

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsIdeal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Storage Length (ft) 150 0 0 0 0 0 0 0Storage Lanes 1 0 0 0 0 0 0 0Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Leading Detector (ft) 50 50 50 50Trailing Detector (ft) 0 0 0 0Turning Speed (mph) 15 9 15 9 15 9 15 9Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 0.95 1.00 1.00 1.00 1.00 1.00 1.00Frt 0.956Flt Protected 0.950Satd. Flow (prot) 1770 3539 0 0 3383 0 0 1863 0 0 0 0Flt Permitted 0.950Satd. Flow (perm) 1770 3539 0 0 3383 0 0 1863 0 0 0 0Right Turn on Red Yes Yes Yes YesSatd. Flow (RTOR) 81Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Link Speed (mph) 30 30 30 30Link Distance (ft) 352 594 307 206Travel Time (s) 8.0 13.5 7.0 4.7Volume (vph) 219 875 0 0 445 183 0 180 0 0 0 0Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Adj. Flow (vph) 219 875 0 0 445 183 0 180 0 0 0 0Lane Group Flow (vph) 219 875 0 0 628 0 0 180 0 0 0 0Turn Type ProtProtected Phases 1 6 2 8Permitted PhasesDetector Phases 1 6 2 8Minimum Initial (s) 6.0 4.0 4.0 6.0Minimum Split (s) 25.0 23.0 23.0 16.0Total Split (s) 29.0 58.0 0.0 0.0 29.0 0.0 0.0 22.0 0.0 0.0 0.0 0.0Total Split (%) 36% 73% 0% 0% 36% 0% 0% 28% 0% 0% 0% 0%Maximum Green (s) 21.0 52.0 23.0 16.0Yellow Time (s) 4.0 4.0 4.0 3.0All-Red Time (s) 4.0 2.0 2.0 3.0Lead/Lag Lead LagLead-Lag Optimize? Yes YesVehicle Extension (s) 2.0 2.0 2.0 2.0Recall Mode Ped Coord Coord PedWalk Time (s) 7.0 5.0 5.0 7.0Flash Dont Walk (s) 8.0 11.0 11.0 5.0Pedestrian Calls (#/hr) 0 0 0 0Act Effct Green (s) 20.4 56.9 32.5 15.1Actuated g/C Ratio 0.26 0.71 0.41 0.19v/c Ratio 0.49 0.35 0.44 0.51Uniform Delay, d1 25.4 4.4 14.7 29.1Delay 31.2 6.0 15.7 29.1LOS C A B CApproach Delay 11.0 15.7 29.1



NORTHEBOST-EE51

Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRApproach LOS B B C





NORTHEBOST-EE51

Lane Group EBL EBT WBT WBR SBL SBRLane ConfigurationsIdeal Flow (vphpl) 1900 1900 1900 1900 1900 1900Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0Leading Detector (ft) 50 50 50 50Trailing Detector (ft) 0 0 0 0Turning Speed (mph) 15 9 15 9Lane Util. Factor 1.00 0.95 0.95 0.95 1.00 1.00Frt 0.956 0.850Flt Protected 0.950Satd. Flow (prot) 0 3539 3383 0 1770 1583Flt Permitted 0.950Satd. Flow (perm) 0 3539 3383 0 1770 1583Right Turn on Red Yes YesSatd. Flow (RTOR) 124 130Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00Link Speed (mph) 30 30 30Link Distance (ft) 291 352 688Travel Time (s) 6.6 8.0 15.6Volume (vph) 0 1094 689 283 89 130Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00Adj. Flow (vph) 0 1094 689 283 89 130Lane Group Flow (vph) 0 1094 972 0 89 130Turn Type PermProtected Phases 6 2 4Permitted Phases 4Detector Phases 6 2 4 4Minimum Initial (s) 4.0 4.0 6.0 6.0Minimum Split (s) 22.0 22.0 20.0 20.0Total Split (s) 0.0 48.0 48.0 0.0 32.0 32.0Total Split (%) 0% 60% 60% 0% 40% 40%Maximum Green (s) 42.0 42.0 24.0 24.0Yellow Time (s) 4.0 4.0 4.0 4.0All-Red Time (s) 2.0 2.0 4.0 4.0Lead/LagLead-Lag Optimize?Vehicle Extension (s) 2.0 2.0 2.0 2.0Recall Mode Coord Coord Min MinWalk Time (s) 5.0 5.0Flash Dont Walk (s) 11.0 11.0Pedestrian Calls (#/hr) 0 0Act Effct Green (s) 59.8 59.8 12.3 12.3Actuated g/C Ratio 0.75 0.75 0.15 0.15v/c Ratio 0.41 0.38 0.33 0.37Uniform Delay, d1 3.7 3.0 30.1 0.0Delay 0.4 1.5 29.7 6.0LOS A A C AApproach Delay 0.4 1.5 15.6Approach LOS A A B



NORTHEBOST-EE51


Splits and Phases: 25: Beacon ST & Pleasant st



NORTHEBOST-EE51

Lane Group EBL EBT EBR WBL WBT WBR SBL2 SBL SBR NWL NWR NWR2Lane ConfigurationsIdeal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900Storage Length (ft) 100 0 0 0 0 0 0 0Storage Lanes 1 0 0 0 0 0 0 1Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0Leading Detector (ft) 50 50 50 50 50 50Trailing Detector (ft) 0 0 0 0 0 0Turning Speed (mph) 15 9 15 9 15 15 9 15 9 9Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95 1.00 1.00 1.00 1.00 1.00 1.00Frt 0.983 0.997 0.952 0.865Flt Protected 0.950 0.969Satd. Flow (prot) 1770 3479 0 0 3529 0 0 1718 0 0 0 1611Flt Permitted 0.950 0.969Satd. Flow (perm) 1770 3479 0 0 3529 0 0 1718 0 0 0 1611Right Turn on Red Yes Yes Yes YesSatd. Flow (RTOR) 26 2 30 260Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Link Speed (mph) 30 30 30 30Link Distance (ft) 266 579 256 517Travel Time (s) 6.0 13.2 5.8 11.8Volume (vph) 127 1010 133 0 904 16 40 37 42 0 0 314Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00Adj. Flow (vph) 127 1010 133 0 904 16 40 37 42 0 0 314Lane Group Flow (vph) 127 1143 0 0 920 0 0 119 0 0 0 314Turn Type Prot Perm customProtected Phases 1 6 2 3 4Permitted Phases 3 4Detector Phases 1 6 2 3 3 4Minimum Initial (s) 6.0 4.0 4.0 6.0 6.0 10.0Minimum Split (s) 14.0 22.0 19.0 16.0 16.0 26.0Total Split (s) 16.0 44.0 0.0 0.0 28.0 0.0 18.0 18.0 0.0 0.0 0.0 18.0Total Split (%) 20% 55% 0% 0% 35% 0% 23% 23% 0% 0% 0% 23%Maximum Green (s) 8.0 38.0 22.0 10.0 10.0 10.0Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0All-Red Time (s) 4.0 2.0 2.0 4.0 4.0 4.0Lead/Lag Lead Lag Lead Lead LagLead-Lag Optimize? Yes Yes Yes Yes YesVehicle Extension (s) 2.0 2.0 2.0 2.0 2.0 2.0Recall Mode None Coord Coord Ped Ped PedWalk Time (s) 5.0 5.0 7.0 7.0 7.0Flash Dont Walk (s) 11.0 11.0 13.0 13.0 9.0Pedestrian Calls (#/hr) 0 0 0 0 0Act Effct Green (s) 11.6 40.0 27.2 14.0 14.0Actuated g/C Ratio 0.15 0.50 0.34 0.18 0.18v/c Ratio 0.49 0.65 0.77 0.37 0.63Uniform Delay, d1 32.6 14.4 24.9 21.5 4.9Delay 33.8 15.1 27.9 22.4 7.4LOS C B C C AApproach Delay 17.0 27.9 22.4



NORTHEBOST-EE51

Lane Group EBL EBT EBR WBL WBT WBR SBL2 SBL SBR NWL NWR NWR2Approach LOS B C C


Splits and Phases: 28: Beacon ST & Centre st



NORTHEBOST-EE51

Lane Group EBL EBT WBT WBR SEL SERLane ConfigurationsIdeal Flow (vphpl) 1900 1900 1900 1900 1900 1900Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0Leading Detector (ft) 50 50 50Trailing Detector (ft) 0 0 0Turning Speed (mph) 15 9 15 9Lane Util. Factor 1.00 0.95 0.95 0.95 1.00 1.00Frt 0.987 0.944Flt Protected 0.971Satd. Flow (prot) 0 3539 3493 0 1707 0Flt Permitted 0.971Satd. Flow (perm) 0 3539 3493 0 1707 0Right Turn on Red Yes YesSatd. Flow (RTOR) 18 53Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00Link Speed (mph) 30 30 30Link Distance (ft) 379 266 832Travel Time (s) 8.6 6.0 18.9Volume (vph) 0 1072 589 58 198 139Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00Adj. Flow (vph) 0 1072 589 58 198 139Lane Group Flow (vph) 0 1072 647 0 337 0Turn TypeProtected Phases 6 2 4Permitted PhasesDetector Phases 6 2 4Minimum Initial (s) 4.0 4.0 6.0Minimum Split (s) 24.0 24.0 26.0Total Split (s) 0.0 44.0 44.0 0.0 36.0 0.0Total Split (%) 0% 55% 55% 0% 45% 0%Maximum Green (s) 36.0 36.0 28.0Yellow Time (s) 4.0 4.0 4.0All-Red Time (s) 4.0 4.0 4.0Lead/LagLead-Lag Optimize?Vehicle Extension (s) 2.0 2.0 2.0Recall Mode Coord Coord PedWalk Time (s) 5.0 5.0 7.0Flash Dont Walk (s) 11.0 11.0 8.0Pedestrian Calls (#/hr) 0 0 0Act Effct Green (s) 49.7 49.7 22.3Actuated g/C Ratio 0.62 0.62 0.28v/c Ratio 0.49 0.30 0.66Uniform Delay, d1 8.2 6.8 21.2Delay 10.0 0.5 20.9LOS A A CApproach Delay 10.0 0.5 20.9Approach LOS A A C



NORTHEBOST-EE51


Splits and Phases: 31: Beacon ST & winchester



NORTHEBOST-EE51

Lane Group EBL EBT WBT WBR SEL SER ø5Lane ConfigurationsIdeal Flow (vphpl) 1900 1900 1900 1900 1900 1900Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0Leading Detector (ft) 50 50 50Trailing Detector (ft) 0 0 0Turning Speed (mph) 15 9 15 9Lane Util. Factor 1.00 0.95 0.95 0.95 1.00 1.00Frt 0.991 0.865Flt ProtectedSatd. Flow (prot) 0 3539 3507 0 0 1611Flt PermittedSatd. Flow (perm) 0 3539 3507 0 0 1611Right Turn on Red Yes YesSatd. Flow (RTOR) 20 46Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00Link Speed (mph) 30 30 30Link Distance (ft) 539 379 927Travel Time (s) 12.3 8.6 21.1Volume (vph) 0 957 1000 64 0 139Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00Adj. Flow (vph) 0 957 1000 64 0 139Lane Group Flow (vph) 0 957 1064 0 0 139Turn Type customProtected Phases 6 2 1 5Permitted Phases 1Detector Phases 6 2 1Minimum Initial (s) 4.0 4.0 6.0 7.0Minimum Split (s) 21.0 22.0 20.0 18.0Total Split (s) 0.0 23.0 21.0 0.0 0.0 19.0 17.0Total Split (%) 0% 58% 53% 0% 0% 48% 43%Maximum Green (s) 18.0 15.0 12.0 15.0Yellow Time (s) 4.0 4.0 4.0 2.0All-Red Time (s) 1.0 2.0 3.0 0.0Lead/Lag Lag Lag Lead LeadLead-Lag Optimize? Yes Yes Yes YesVehicle Extension (s) 2.0 2.0 2.0 2.0Recall Mode Coord Coord Ped PedWalk Time (s) 5.0 5.0 7.0 7.0Flash Dont Walk (s) 11.0 11.0 5.0 8.0Pedestrian Calls (#/hr) 0 0 0 0Act Effct Green (s) 19.0 17.0 15.0Actuated g/C Ratio 0.48 0.43 0.38v/c Ratio 0.57 0.71 0.22Uniform Delay, d1 7.5 9.3 5.5Delay 11.6 16.0 6.5LOS B B AApproach Delay 11.6 16.0Approach LOS B B



NORTHEBOST-EE51


Splits and Phases: 33: Beacon ST & Summit

Appendix III

Passenger and Transit Data at Coolidge Corner and St. Paul Street

TABLE 1 Passenger and Transit Data of Front Vehicles at Coolidge Corner (Harvard Street)

Veh No.

Arr Time

Doors Open

Main Flow Stops

Interval Doors Closed

Passenger Boarding Passenger Alighting

Boarding& Alighting Boarding time Rate

(Sec/Pax)

Headway (min)

Arr Rate

Front

Rear Front Rear Front Serve

Interval (Sec)

Pax/min Pax (Serv Time)

Pax (Hold Time)

Front Rear Critical

1 7:32 4.92

3

3 2 0 5

2 7:34 4.6

4

1 1 0 5

3 7:38 1.81

14

0 5 0 19

4 7:45 3.24 53.47 50.23 55.85 13

6 2 0 15 3.35 8.37 7.0 475.85 2.40

5 7:50 2.62 59.71 57.09 105 16

13 0 2 16 3.57 0.23 5.0 405 4.30

6 7:57 2.12 32.65 30.53 84 19

12 0 3 19 1.61 0.39 7.0 504 3.69

7 8:06 4.12 33.35 29.23 138 15

14 1 2 16 1.83 0.48 9.0 678 2.57

8 8:12 2.59 44.98 42.39 46.1 8

8 0 9 8 5.30 0.19 6.0 406.1 2.36

9 8:17 2.65 21.21 18.56 119 11

8 2 3 13 1.43 0.43 5.0 419 2.72

10 8:26 3.27

-3.27

15

15 0 0 15 9.0

11 8:28 2.52

-2.52

20

2 0 3 20 2.0

12 8:36 2.6 34.58 31.98 52.5 10

14 0 4 10 3.20 2.28 8.0 532.5 2.70

13 8:46 5.47 46.1 40.63 58.2 15

18 3 3 18 2.26 2.26 10.0 658.2 3.01

14 8:47 3.98 26.16 22.18 343 36

2 2 2 38 0.58 11.09 1.0 403 5.66

15 8:56 2.08 30.54 28.46 50.54 5 3 4 3 3 8 3.56 7.12 3.56 9.0 590.54 1.22

16 8:59 2.2 22.82 20.62 54.15 6 3 1 5 2 11 1.87 20.62 1.87 3.0 234.15 2.56

17 9:03 2.32 43.88 41.56 122.3 11 4 7 3 0 14 2.97 5.94 2.97 4.0 362.3 3.64

18 9:14 2.59 55.3 52.71 59.3 12 0 11 5 0 17 3.10 4.79 3.10 11.0 719.3 1.92

19 9:18 4.29 26.6 22.31 136 9 9 3 2 1 11 2.03 7.44 2.03 4.0 376 3.35

20 9:30 2.03 108 105.97 111 10 1 13 1 2 11 9.63 8.15 8.15 12.0 831 1.73

TABLE 2 Passenger and Transit Data of Rear Vehicles at Coolidge Corner (Harvard Street)

Veh No.

Arr Time

Doors Open

Main Flow Stops




(Sec/Pax)

Headway (min)

Arr Rate

Front


Interval (Sec)


Pax (Hold Time)

Front Rear Critical

1 7:32 2 7:34 3 7:38 3 72 69 75 6

2 0 2 6 11.50 34.50 11.50 4.00 315.00 1.52

4 7:45 2.4 16.4 14 27.5 2

9 0 0 2 7.00 1.56 1.56 7.00 447.50 1.47 5 7:50 5.5 28.6 23.1 109.6 2

3 0 1 2 11.55 7.70 7.70 5.00 409.60 0.73

6 7:57 2.1 23.2 21.1 96.2 4

8 2 3 6 3.52 2.64 2.64 7.00 516.20 1.39 7 8:06 1 32.8 31.8 96.5 18

19 0 0 18 1.77 1.67 1.67 9.00 636.50 3.49

8 8:12 3.8 17.8 14 23.6 4

12 0 0 4 3.50 1.17 1.17 6.00 383.60 2.50 9 8:17 2.5 17.9 15.4 36.9 5

15 2 0 7 2.20 1.03 1.03 5.00 336.90 3.56

10 8:26 2.8 19 16.2 42.9 8

19 0 1 8 2.03 0.85 0.85 9.00 582.90 2.78 11 8:28 2.4 28.6 26.2 142 9 8 0 2 0 11 2.38 2.38 2.00 262.00 3.89

12 8:36 1.8 36.6 34.8 43.3 12 0 26 4 3 16 2.18 1.34 1.34 8.00 523.30 4.36 13 8:46 2.6 28.1 25.5 44.9 5 0 22 2 0 7 3.64 1.16 1.16 10.00 644.90 2.51 14 8:47 2 13.6 11.6 65.1 2 6 0 0 0 2 5.80 5.80 1.00 125.10 3.84 15 8:56 2.1 18.2 16.1 28.2 1 0 2 0 0 1 16.10 8.05 8.05 9.00 568.20 0.32 16 8:59 1.5 7.2 5.7 22.3 2 2 1 0 0 2 2.85 5.70 2.85 3.00 202.30 1.48 17 9:03 2.4 13.2 10.8 20.3 6 0 2 0 0 6 1.80 5.40 1.80 4.00 260.30 1.84 18 9:14 2 16.9 14.9 25.8 6 1 12 1 0 7 2.13 1.24 1.24 11.00 685.80 1.66 19 9:18 2.3 14.1 11.8

6 0 0 0 1 6 1.97 1.97 4.00 240.00 1.50

20 9:30 3.9 13.6 9.7 21.3 4 0 9 0 0 4 2.43 1.08 1.08 12.00 741.30 1.05

TABLE 3 Passenger and Transit Data of Front Vehicles at St. Paul Street

Veh No.

Arr Time

Doors Open

Main Flow Stops




(Sec/Pax)

Headway (min)

Arr Rate

Front


Interval (Sec)


Pax (Hold Time)

Front Rear Critical

1 7:33 1

2 7:38 4 23 27 23 6 0 0 6 3.833 5 327 1.090 2 327 4

3 7:41 2 8 8 6 1 0 0 1 6.000 3 188 1.044 3 188 2

4 7:47 5 19 21 16 6 0 0 6 2.667 6 381 1.058 4 381 5

5 7:53 2 14 24 22 7 0 0 7 3.143 6 384 1.067 5 384 2

6 7:59 2 13 23 21 7 1 1 8 2.625 6 383 1.064 6 383 2

7 8:09 3 14 45 42 3 12 0 3 14.000 10 645 1.075 7 645 3

8 8:14 3 6 17 14 5 0 0 5 2.800 5 317 1.057 8 317 3

9 8:19 3 14 16 13 7 1 0 2 7 1.857 5 316 1.053 9 316 3

10 8:28 2 26 45 43 6 3 0 6 7.167 9 585 1.083 10 585 2

11 8:31 2 14 23 21 3 0 0 3 7.000 2 143 1.192 11 143 2

12 8:38 2 14 45 43 7 2 1 8 5.375 7 465 1.107 12 465 2

13 8:47 4 91 124 120 17 0 1 18 6.667 9 664 1.230 13 664 4

14 8:53 3 20 28 25 5 3 2 7 3.571 6 388 1.078 14 388 3

15 8:58 2 10 16 14 4 0 0 1 4 3.500 5 316 1.053 15 316 2

16 9:01 3 15 18 15 3 0 0 3 5.000 3 198 1.100 16 198 3

17 9:08 4 34 40 36 13 0 0 13 2.769 7 460 1.095 17 460 4

18 9:16 2 18 21 19 7 0 0 7 2.714 8 501 1.044 18 501 2

19 9:22 2 13 22 20 5 0 0 5 4.000 6 382 1.061 19 382 2

20 9:34 4 46 48 44 12 7 5 17 2.588 12 768 1.067 20 768 4

TABLE 4 Passenger and Transit Data of Rear Vehicles at St. Paul Street

Veh No.

Arr Time

Doors Open

Main Flow Stops




(Sec/Pax)

Headway (min)

Arr Rate

Front


Interval (Sec)


Pax (Hold Time)

Front Rear Critical

1 7:33 6 1 7:33

2 7:38 3

6 6 5 300 1.000 2 7:38 3

3 7:41 3

11

2 2 3 191 1.061 3 7:41 3

4 7:47 3.2 13 1.4

7 7 6 361.4 1.004 4 7:47 3.2

5 7:53 2.8 14 5

6 6 6 365 1.014 5 7:53 2.8

6 7:59 5 15 3

8 8 6 363 1.008 6 7:59 5

7 8:09 2 40 2

9 9 10 602 1.003 7 8:09 2

8 8:14 2.5 6 4

3 3 5 304 1.013 8 8:14 2.5

9 8:19 3 38 2

8 8 5 302 1.007 9 8:19 3

10 8:28 3.2 6.2 3.8 28.6 4 4 7.15 9 543.8 1.007 10 8:28 3.2

11 8:31 2 6.2 2.8 4.8 4 1 4.80 2 122.8 1.023 11 8:31 2

12 8:38 2.5 7.6 9 33.2 1 1 5 6.64 7 429 1.021 12 8:38 2.5

13 8:47 3.5 6.6 7.2 12.3 4 1 9 547.2 1.013 13 8:47 3.5

14 8:53 3.6 6.4 2.2 33.8 1 1 5 6.76 6 362.2 1.006 14 8:53 3.6

15 8:58 2 10 4 9 4 2 4.50 5 304 1.013 15 8:58 2

16 9:01 2.3 9.8 2.5 23.5 2 1 4 5.88 3 182.5 1.014 16 9:01 2.3

17 9:08 3.8 6.8 3.6 28 3 5 5.60 7 423.6 1.009 17 9:08 3.8

18 9:16 3 10.5 4 23.5 5 6 3.92 8 484 1.008 18 9:16 3

19 9:22 2.8 10.9 7 28.1 6 7 4.01 6 367 1.019 19 9:22 2.8

20 9:34 3.8 14.2 3 30 7 0 12 723 1.004 20 9:34 3.8

Appendix IV

Data Disc Attached

For the following items, please refer to the Attached Disc:

• Intersection Plans and Signal Information of Existing Condition • Synchro Network Files • VISSIM Simulation Network Files • Simulation results Analysis Spreadsheets • Passenger and Transit Data from MBTA • AutoCaD Sketch- Corridor of Beacon St. from Marion St. to St. Mary St., Brookline, MA.