Graphical Performance Measures for Practitioners to Triage Split Failure Trouble Calls

Transcription

1 Purdue Unversty Purdue e-pubs Lyles School of Cvl Engneerng Faculty Publcatons Lyles School of Cvl Engneerng 2014 Graphcal Performance Measures for Practtoners to Trage Splt Falure Trouble Calls Rchard S. Freje Purdue Unversty Alexander M. Hanen Purdue Unversty Amanda L. Stevens Indana Department of Transportaton Howell L Purdue Unversty, howell-l@purdue.edu W Benjamn Smth Purdue Unversty See next page for addtonal authors Follow ths and addtonal works at: Part of the Cvl Engneerng Commons Freje, Rchard S.; Hanen, Alexander M.; Stevens, Amanda L.; L, Howell; Smth, W Benjamn; Summers, Hayley; Day, Chrstopher M.; Sturdevant, James R.; and Bullock, Darcy M., "Graphcal Performance Measures for Practtoners to Trage Splt Falure Trouble Calls" (2014). Lyles School of Cvl Engneerng Faculty Publcatons. Paper Ths document has been made avalable through Purdue e-pubs, a servce of the Purdue Unversty Lbrares. Please contact epubs@purdue.edu for addtonal nformaton.

2 Authors Rchard S. Freje, Alexander M. Hanen, Amanda L. Stevens, Howell L, W Benjamn Smth, Hayley Summers, Chrstopher M. Day, James R. Sturdevant, and Darcy M. Bullock Ths artcle s avalable at Purdue e-pubs:

3 Graphcal Performance Measures for Practtoners to Trage Splt Falure Trouble Calls Rchard S. Freje Purdue Unversty Alexander M. Hanen Purdue Unversty Amanda L. Stevens Indana Department of Transportaton Howell L Purdue Unversty W. Benjamn Smth Purdue Unversty Hayley Summers Purdue Unversty Chrstopher M. Day Purdue Unversty James R. Sturdevant Indana Department of Transportaton Correspondng author: Darcy M. Bullock Purdue Unversty 400 Centennal Mall Drve, West Lafayette, IN Phone: Fax: Emal: darcy@purdue.edu December 17, 2013 TRB Paper Word Count: 3981 words + 12 x 250 words/fgure-table = = 6969

4 Freje, Hanen, Stevens, L, Smth, Summers, Day, Sturdevant, Bullock ABSTRACT Detector occupancy s commonly used to measure traffc sgnal performance. Despte mprovements n controller computatonal power, there have been relatvely few nnovatons n occupancy-based performance measures or ntegraton wth other data. Ths paper ntroduces and demonstrates the use of graphcal performance measures based on detector occupancy ratos to verfy potental splt falures and other sgnal tmng shortcomngs reported to practtoners by the publc. The proposed performance measures combne detector occupancy durng the green phase, detector occupancy durng the frst fve seconds of the red phase, and phase termnaton cause (gap out or force off). These are summarzed by tme of day to ndcate whether the phase s undersaturated, nearly saturated, or oversaturated. These graphcal performance measures and related quanttatve summares provde a frst-level screenng and tragng tool for practtoners to assess user concerns regardng whether suffcent green tmes are beng provded to avod splt falures. They can also provde outcome-based feedback to staff after makng splt adjustments to determne whether operaton mproved or worsened. The paper concludes by demonstratng how the nformaton was used to make an operatonal decson to re-allocate green tme that reduced the number of oversaturated cycles on mnor movements from 304 to 222 durng a Thursday tmng plan and from 240 to 180 durng a Frday tmng plan.

5 Freje, Hanen, Stevens, L, Smth, Summers, Day, Sturdevant, Bullock INTRODUCTION Traffc engneers frequently engage n the mportant task of respondng to trouble calls from the publc about perceved traffc sgnal tmng defcences. A rather common reported ssue s that the sgnal dd not provde enough green tme to serve the vehcles watng for a partcular movement. Ths event s known as a splt falure. It s partcularly aggravatng to motorsts because they must wat for an entre cycle length before the next green ndcaton. It s therefore hghly desrable to prevent splt falures from occurrng by proactvely adjustng sgnal tmngs to accommodate evolvng traffc demands. At the same tme, n order to operate the ntersecton effcently, t s desrable to termnate actuated phases as soon as ther demand has been served. Increasng the splt tme for a problem phase s not always an adequate response to a trouble call, especally durng tmes of day when there s moderate to heavy demand on competng phases. Currently, detector occupancy s the prmary performance measure for determnng the condton of operatons of each phase of a sgnal. Occupancy s used for performance montorng and adaptve control n several advanced control systems. For example, SCATS (1,2) measures a degree of saturaton based upon detector occupancy, whle ACS-Lte (3) uses the green occupancy rato, or the percent of tme the detector s occuped durng green, to drve splt adjustments. Detector occupancy s somewhat lmted n that the rate of occupancy quckly attans a hgh value under moderate demand, whch s shown by Smaglk et al. n a paper that compares green occupancy rates and volume to capacty ratos (4). Effcent operaton occurs when there s expedtous termnaton of actuated phases, and a hgh green occupancy rate durng a gven cycle does not always correspond to a splt falure. One possble soluton s to utlze a vehcle countng detector, whch provdes hgher fdelty data and can be used to montor phase performance and adjust splts (5,6,7,8). In pror research, an upper bound threshold on the volume-to-capacty rato was used to estmate the occurrences of splt falures. Ths approach requres the nstallaton of countng detector amplfers. In contrast, occupancy measurements are feasble at any ntersecton wth exstng detecton. Recently, Hallenbeck et al. proposed the measurement of occupancy durng both green and yellow for measurng phase performance (9). Sunkar et al. (10) proposed the measurement of queue servce tme, whch measures the nterval between the onset of green and the termnaton of a contnuous call for the respectve phase. They also measured the number of phase max outs. L et al. (11) proposed montorng the number of tmes when phases maxed out durng three or more consecutve cycles. CONCEPT The study extends prevous cted above by combnng the green occupancy wth the occupancy durng the start of red and phase termnaton nformaton to provde a more accurate vew of phase performance than green occupancy alone can provde. Ths nformaton can be used to dentfy splt falures on actuated phases. Ths methodology s ntended for use at any ntersecton wth exstng stop bar detecton. The performance measure vsualzatons n ths paper dentfy splt falures wth hgher fdelty than green occupancy alone by addtonally analyzng occupancy durng the frst fve seconds of red, and by supplementng occupancy data wth nformaton about the phase termnaton cause. The green occupancy rato () s defned by

6 Freje, Hanen, Stevens, L, Smth, Summers, Day, Sturdevant, Bullock = O g g Equaton 1 where O g s the total detector occupancy tme durng green, and g s the duraton of the green nterval. Occupancy durng the frst fve seconds of the red phase ( ) s smlarly defned by = O r 5 Equaton 2 where O r s the total detector occupancy tme durng the frst fve seconds of the red nterval. The red nterval s defned as the nterval drectly followng the end of yellow. In the case of protected/permtted left turns, the corresponds to the frst fve seconds of the permtted phase. The for a gven cycle of a movement s an ndcator of how saturated the movement was durng that cycle, but s qute senstve to detector length (4). For through movements and protected left turns, the can be used as an ndcator of whether vehcles were present after the end of green. If there s unserved demand at the end of yellow, the unserved vehcles would occupy the detector durng the frst 5 seconds of red, and the would be 10. For protected-permtted left turns, the can be used as an ndcator that vehcles were present at the end of the protected phase. When the s also hgh, and the phase forced off, t s very lkely that a splt falure occurred. The duraton of the red phase over whch the s calculated s a parameter that can be vared. The longer nterval over whch the ROR s calculated make, the more lkely that occupancy s due to new arrvals rather than vehcles present at the end of green, whle a shorter duraton would make t more lkely that occupancy was due to vehcles passng through the ntersecton durng the red clearance nterval. Based on emprcal observatons of occupancy durng yellow and red tmes followng a phase, the authors dentfed the frst fve seconds of red as an ntermedate reasonable duraton that can ndcate splt falures wth a hgh fdelty. Studyng the senstvty of ths duraton s a potental future research opportunty. STUDY LOCATION The locaton selected to demonstrate these performance measures s the ntersecton of US-31 (Merdan St.) and 126th St. (W. Carmel Dr.) north of Indanapols (see Fgure 1). Fgure 1 shows a layout of the ntersecton, ncludng the rng dagram, the drectons of each phase, and callouts denotng the detector channels at the eastbound (EB) approach. Ths ntersecton s coordnated from Phases 2 and 6 are the coordnated phases. Floatng force-offs are used, whch causes any tme that s yelded by early termnatng or omtted non-coordnated phases to be transferred to phases 2 and 6. The EB approach of the ntersecton was chosen for groundtruthng the performance measures because t demonstrated an oversaturated movement (.e. Phase 4, the EB thru/rght movement) and an undersaturated movement (.e. Phase 7, the EB left turn movement) on Wednesday, June 26 th, Hgh-resoluton event data was collected at ths locaton usng event-loggng software embedded n the sgnal controller (6). The data was transported to a relatonal database va a cellular modem (12), and the performance measures were generated usng standard database queres and server-sde scrptng.

7 Freje, Hanen, Stevens, L, Smth, Summers, Day, Sturdevant, Bullock EXAMPLE CALCULATION OF AND Fgure 2 contans an example of a sngle cycle of Phase 7 that cleared the queue durng the protected phase on Wednesday, June 26 th, Fgure 2a llustrates how the and are calculated. The square wave shows when the detector channel for the left turn lane s occuped, and the Phase 7 bar represents the sgnal head ndcaton for the left turn. Callout denotes the bar representng the, whch was 67% for the cycle, and callout denotes the bar representng the, whch was for the cycle. Callouts and v denote the porton of the green tme and that of the frst fve seconds of the red tme, respectvely, durng whch the detector was unoccuped. Note that no detector occupancy measurements were made durng the yellow tme. The pctures n Fgure 2b-e, whch correspond to callouts b-e n Fgure 2a, are provded to vsually llustrate how the and were calculated. The pctures were taken twce per second by a moble pan/tlt/zoom (PTZ) camera mounted on a traler that was parked on the sde of the road. Fgure 2b shows that two vehcles were present when the Phase 7 sgnal head turned green, and Fgure 2c shows an empty left turn lane when the sgnal head turned yellow, sgnfyng that a gap out occurred as represented by callout of Fgure 2a. The pctures n Fgure 2d-e show that a vehcle was never present n the left turn lane durng the frst fve seconds of the red phase, whch s represented n callout v of Fgure 2a. The cycle llustrated n Fgure 2 provdes an example of queue dsspaton durng the protected phase of a protected/permtted left turn movement. Ths s ndcatve of an undersaturated splt tmng because all of the vehcle demand was served. GRAPHICAL INTEGRATION OF,, AND PHASE TERMINATION CAUSE Fgure 3 shows the ntegraton of, and Force Off/Gap Out nformaton for Phase 7, whch experenced undersaturated operaton throughout the day. It also ncludes graphs that zoom n to the tmng plan ( ) and to the hour durng whch the cycle shown n Fgure 2 occurred (n Fgure 3a-j, callout denotes the pont correspondng to the cycle shown n Fgure 2). Fgure 3a, Fgure 3d, and Fgure 3g are plots of the aganst the TOD for each cycle that occurred durng the entre 24 hours, the perod , and the sngle hour , respectvely. Fgure 3b, Fgure 3e, and Fgure 3h are plots of the aganst TOD durng those three tme perods. Fgure 3c, Fgure 3f, and Fgure 3j are scatter plots of the vs. the correspondng durng those three tme perods. o The black damonds correspond to cycles that forced off, and the gray crcles correspond to cycles that gapped out (the same color scheme s used n the TOD plots as well). The TOD plots enable the practtoner to determne at a glance whether a phase s oversaturated or undersaturated durng each tmng plan. Multple closely-spaced bars wth a hgh are usually representatve of systematc oversaturated phases. They are representatve of consstently unserved demand at the end of the protected phase for permtted-protected left turns. Long ntervals contanng bars wth an < are representatve of undersaturated splts.

8 Freje, Hanen, Stevens, L, Smth, Summers, Day, Sturdevant, Bullock Nearly Saturated Phases: Ponts wthn the lower rght quadrant of the vs. scatter plots are representatve of a nearly saturated movement. The hgh represents mostly saturated flow throughout the green phase, whch means that the green tme s beng effcently utlzed, and the low sgnfes a lack of a splt falure except n rare cases. An of zero represents no remanng vehcles at the stop bar. If the has a small non-zero value, t represents late-arrvng vehcles or vehcles that traveled through the ntersecton durng part of the red clearance nterval. Oversaturated Phases: Ponts wthn the upper rght quadrant are usually ndcatve of a splt falure, especally black damonds (denotng force offs) wth 8 and 8. These force offs wth hgh and values represent oversaturated condtons that lkely led to a splt falure. On the other hand, gray crcles n the upper rght quadrant are typcally assocated wth a phase that gapped out due to nsuffcent demand, but had a late arrvng vehcle occupy the detector near the start of the nterval. Undersaturated Phases: Ponts n the lower left or upper left quadrants correspond to undersaturated condtons, usually occur n the mddle of the nght whle the sgnal s runnng free, and are typcally not noteworthy. Fgure 3d-f shows what the scatter plots and TOD plots look lke for the tmng plan runnng from , whch was undersaturated as ndcated by the lack of black damonds n the upper rght quadrant of Fgure 3f (correspondngly, there are zero black bars representng an > n Fgure 3d). EXAMPLE OF PHASE WITH SEVERAL OVERSATURATED CYCLES Fgure 4 shows a sngle cycle of Phase 4 that experenced oversaturated condtons on Wednesday, June 26 th, Fgure 4a s a conceptual llustraton of how the and are calculated. There are square waves for detector channel 6 (the thru lane) and detector channel 9 (the thru/rght lane), as well as a square wave showng when ether or both of the detector channels was occuped. The Phase 4 bar represents the sgnal head ndcaton for the thru/rght movement. Callout denotes the bar representng the, whch was 10 for the cycle, and callout denotes the bar representng the, whch was 9 for the cycle. The pctures n Fgure 4b-e, whch correspond to callouts b-e n Fgure 4a, dsplay feld condtons durng ths cycle. Callouts marked v n Fgure 4b-e track a sngle vehcle, whch was near the end of the queue at the start of green (Fgure 4b), but remans watng at the ntersecton fve seconds after the start of green (Fgure 4e). Ths confrms that a splt falure took place, correspondng to the hgh and values assocated wth ths cycle. Callout denotes a mnscule porton of the frst fve seconds of red when nether detector was occuped (Fgure 4a), correspondng to the small gap between vehcles n Fgure 4d. Fgure 5 shows the assembly of, and Force Off/Gap Out nformaton for Phase 4, whch was oversaturated throughout most of the day. Ths data s shown for the entre 24 hour perod (Fgure 5a-c), the tmng plan (Fgure 5d-f), and the hour durng whch the cycle shown n Fgure 4 occurred (Fgure 5g-j). Callout corresponds to ths cycle. Fgure 5a, Fgure 5d, and Fgure 5g are plots of the aganst the TOD for each cycle that occurred durng the entre 24 hours, the perod , and the sngle hour , respectvely.

9 Freje, Hanen, Stevens, L, Smth, Summers, Day, Sturdevant, Bullock Fgure 5b, Fgure 5e, and Fgure 5h are plots of the aganst TOD durng those three tme perods. Fgure 5c, Fgure 5f, and Fgure 5j are scatter plots of the vs. the correspondng durng those three tme perods. o The black damonds correspond to cycles that forced off, and the gray crcles correspond to cycles that gapped out (the same color scheme s used n the TOD plots as well). The tmng plan runnng from has several oversaturated cycles, ndcated by the numerous black damonds n the upper rght quadrant of Fgure 5f (correspondngly, there are multple closely-spaced bars wth an > 8 n Fgure 5d). COMPARISON OF PHASE 4 AND 7 SPLIT PERFORMANCE Fgure 6 compares an undersaturated movement (.e. Phase 7, the EB left turn movement) and an oversaturated movement (.e. Phase 4, the EB thru/rght movement) durng the tmng plan. In addton to the scatter plots of vs., Fgure 6 ncludes frequency tables wth heat map color-codng. The numbers n the boxes correspond to the frequency of occurrence of each range of values. The bold numerals defne the lower-bound values of each bn (e.g. n Fgure 6c, from there were 9 cycles of Phase 7 n whch the was between and 1 and the correspondng was between 8 and 9). The numbers n the upper rght corner of the tables are ndcatve of the hghest probablty of a splt falure. The heat maps n Fgure 6c and Fgure 6d represent only cycles that forced off durng the tmng plan, whereas the heat maps n Fgure 6e and Fgure 6f represent only cycles that gapped out durng the tmng plan. IMPLEMENTATION RECOMMENDATIONS The graphcal performance measures dscussed n ths paper could be mplemented by a practtoner to quckly verfy or dsprove the clam of a trouble call. Furthermore, Fgure 7a-h llustrates how the vs. scatter plots can be compared for all phases durng a tmng plan to determne whether a redstrbuton of the splt tmes could lower the total number of splt falures at an ntersecton. It can be ascertaned from Fgure 7 that phases 1,3,4, and 8 are frequently oversaturated durng the tmng plan, whereas phases 5 and 7 are frequently undersaturated durng the tmng plan. The vs. plots for phases 2 and 6 (Fgure 7b and Fgure 7f) appear substantally dfferent from the others because these phases have only setback detectors (located 405 ft upstream of the ntersecton), and not stop bar detectors. To characterze the degree of saturaton on these movements, t s more approprate to use the volume-to-capacty (v/c) rato. Fgure 7-j shows the v/c rato plotted aganst TOD for phases 2 and 6 durng the tmng plan. The overall degree of saturaton s qute low; ths s not unexpected, snce ths s an off-peak tme of day. The low v/c ratos suggest that splt tme could probably be taken from phases 2 and 6 and gven to mnor phases durng the tmng plan wthout adversely affectng the manlne. EXAMPLE IMPLEMENTATION FOR OPERATIONAL TUNING Usng the nformaton shown n Fgure 7, a decson was made to re-allocate 4% of the splt tme from Phase 2 to Phase 3 and 4% of the splt tme from Phase 6 to Phase 8 on the mornng of Thursday, July 25 th, Fgure 8 shows the splt tmes of each phase before and after the adjustment was made. Data from Thursday, July 18 th, 2013 (before the splts were changed) and

10 Freje, Hanen, Stevens, L, Smth, Summers, Day, Sturdevant, Bullock Thursday, July 25 th, 2013 (after the splts were changed) was then collected and analyzed for the tmng plan. Fgure 9 provdes a summary of each mnor movement s performance before and after the splt adjustment based on the total number of oversaturated cycles ( 8 and 8) durng the tmng plan. Fgure 9 llustrates that phases 3 and 8 (the phases to whch splt tme was added) dramatcally mproved. Fgure 10 shows a more detaled comparson of Phase 8 before and after the splt adjustment. A comparson between Fgure 10a and Fgure 10b vsually llustrates the substantal mprovement, and the heat maps n Fgure 10c-f numercally confrm ths mprovement. Note that there was very lttle change n the performance of phases 4, 5, and 7, and an ncrease n the number of oversaturated cycles on Phase 1. The change n Phase 1 s performance was most lkely unrelated to sgnal tmng because ts splt tme was not changed. Fgure 11 shows a comparson for a second par of days, Frday, July 19 th, 2013 (before the splt adjustment) and Frday, July 26 th, 2013 (after the adjustment). There was agan a substantal reducton n oversaturated condtons on phases 3 and 8. The vehcle flow rates durng the tmng plan dd not change substantally from the Thursday and Frday before the splts were changed to the Thursday and Frday after the splts changed; therefore, the mprovement was not due to a decrease n demand. To gauge the splt adjustment s effect on the manlne thru movements, Fgure 12 shows v/c ratos for each cycle of phases 2 and 6 durng the tmng plan on the Thursdays and Frdays before and after the change. Although the average v/c ratos for each phase ncreased, nether phase approached oversaturaton. The percent of arrvals on green (POG) was calculated for phases 2 and 6 before and after the splt adjustment to determne whether the progresson was adversely affected. No negatve mpacts were observed; the POG of both phases actually ncreased by a few percentage ponts. CONCLUSIONS The performance measures presented n ths paper provde a means for practtoners to effcently valdate complant calls from the publc reportng that a sgnal s not provdng adequate green tme for a partcular movement. By combnng the,, and the phase termnaton cause, one can better determne whether a splt falure occurred than by usng any of those ndvdual performance measures alone. A varety of graphcs (Fgure 5, Fgure 6, Fgure 7, Fgure 10) were presented based on these three elements that facltate qualtatve, vsual analyss of the performance of ndvdual phases at an ntersecton. The same data also provdes a summary of overall performance by comparng the number of lkely splt falures for each phase (Fgure 9, Fgure 11). By examnng the plots of companon phases durng the same tmng plan, the practtoner can not only determne whether splt falures are occurrng but can also make an nformed decson about whether adjustments of splt tmes would be an approprate course of acton to remedy those splt falures. Furthermore, after makng those changes, the practtoner can assess the results by usng the same performance measures n a before-and-after study. Ths paper llustrates the power of ths analyss technque by showng the reducton n oversaturated mnor movements on two dfferent days after a 4% reallocaton of splt tmes. ACKNOWLEDGEMENT Ths work was supported by the Indana Department of Transportaton. The contents of ths paper reflect the vews of the authors, who are responsble for the facts and the accuracy of the

11 Freje, Hanen, Stevens, L, Smth, Summers, Day, Sturdevant, Bullock data presented heren, and do not necessarly reflect the offcal vews or polces of the sponsorng organzatons. These contents do not consttute a standard, specfcaton, or regulaton.

12 Freje, Hanen, Stevens, L, Smth, Summers, Day, Sturdevant, Bullock 10 WORKS CITED 1. Sms AG, Dobnson KW. The Sydney Coordnated Adaptve Traffc (SCAT) System: Phlosophy and Benefts. IEEE Transactons on Vehcular Technology. 1980; 29: p Stevanovc A, Kergaye C, Martn PT. SCOOT and SCATS: A Closer Look Into Ther Operatons. In Transportaton Research Board Annual Meetng; Luyanda F, Gettman D, Head L, Shelby S, Bullock DM, Mrchandan P. ACS-Lte Algorthmc Archtecture: Applyng Adaptve Control System Technology to Closed- Loop Traffc Sgnal Control Systems. Transportaton Research Record. 2003; 1856: p Smaglk EJ, Sharma A, Bullock DM, Sturdevant JR, Duncan G. Event-Based Data Collecton for Generatng Actuated Controller Performance Measures. Transportaton Research Record. 2007; Smaglk EJ, Bullock DM, Gettman D, Day CM, Premachandra H. Comparson of Alternatve Real-Tme Performance Measures for Measurng Sgnal Phase Utlzaton and Identfyng Oversatutraton. Transportaton Research Record December; 2259: p Smaglk EJ, Bullock DM, Urbank T. Adaptve Splt Control Usng Enhanced Detector Data. In 2005 ITE Internatonal Annual Meetng and Exhbt; 2005; Melbourne, Australa. 7. Day CM, Sturdevant JR, Bullock DM. Outcome-Orented Performance Measures for Management of Sgnalzed Arteral Capacty. Transportaton Research Record December; 2192: p Day CM. Performance Based Management of Arteral Traffc Sgnal Systems. PhD Thess. Purdue Unversty; Hallenbeck ME, Ishmaru JM, Davs KD, Kang JM. Arteral Performance Montorng Usng Stop Bar Sensor Data. In Transportaton Research Board Annual Meetng; Sunkar S, Charara HA, Songchtruska P. Portable Toolbook for Montorng and Evaluatng Sgnal Operatons. Transportaton Research Record. 2012; 2311: p L H, Hanen AM, Day CM, Grmmer G, Sturdevant JR, Bullock DM. Longtudnal Performance Measures for Assessng Agency-Wde Sgnal management Objectves. In Transportaton Research Board Annual Meetng; Bullock DM, Day CM, Brennan TM, Sturdevant JR, Wasson JS. Archtecture for Actve Management of Geographcally Dstrbuted Sgnal Systems. ITE Journal May; 81(5): p

13 Freje, Hanen, Stevens, L, Smth, Summers, Day, Sturdevant, Bullock 11 LIST OF FIGURES Fgure 1 The locaton, geometry, and rng and barrer dagram for the ntersecton of US-31 (Merdan St.) and 126th St. (W. Carmel Dr.) Fgure 2 and for a sngle cycle of an undersaturated left turn movement Fgure 3 vs., vs. TOD, and vs. TOD for Phase 7 (Wed. 6/26/2013) Fgure 4 and ROR5 for a sngle cycle of an oversaturated thru movement Fgure 5 vs., vs. TOD, and vs. TOD for Phase 4 (Wed. 6/26/2013) Fgure 6 Comparson of undersaturated and oversaturated phase performance ( on 6/26) Fgure 7 vs. for all phases and v/c ratos for phases 2 and 6 ( on 6/26). 18 Fgure 8 Splt percentages before and after adjustment ( ) Fgure 9 Before (Thurs. 7/18/2013) and after (Thurs. 7/25/2013) comparson of oversaturated cycles for the mnor movements ( ) Fgure 10 Before (7/18) and after (7/25) comparson of Phase 8 performance ( ) Fgure 11 Before (Fr. 7/19/2013) and after (Fr. 7/26/2013) comparson of oversaturated cycles for the mnor movements ( ) Fgure 12 Thru movement v/c ratos before and after splt adjustment ( )

14 Freje, Hanen, Stevens, L, Smth, Summers, Day, Sturdevant, Bullock 12 Approx. 400 feet Detector 5 Detector 6 Detector 9 Ф1 Ф2 Ф3 Ф4 Ф5 Ф6 Ф7 Ф8 Approx. 400 feet Fgure 1 The locaton, geometry, and rng and barrer dagram for the ntersecton of US-31 (Merdan St.) and 126th St. (W. Carmel Dr.).

15 Freje, Hanen, Stevens, L, Smth, Summers, Day, Sturdevant, Bullock 13 = 67% b c d e = Detector 5 On Detector 5 Off Occupancy Ratos Phase 7 9:30:00 9:30:10 9:30:20 9:30:30 9:30:40 9:30:50 9:31:00 v a) Calculaton llustraton of and Detector 5 b) Start of green (9:30:24.1) Detector 5 c) Start of yellow (9:30:33.1) Detector 5 d) Start of red (9:30:36.6) Detector 5 e) 5 seconds after start of red (9:30:41.6) Fgure 2 and for a sngle cycle of an undersaturated left turn movement.

16 Freje, Hanen, Stevens, L, Smth, Summers, Day, Sturdevant, Bullock :00 3:00 6:00 9:00 12:00 15:00 18:00 21:00 0: :00 10: :00 3:00 6:00 9:00 12:00 15:00 18:00 21:00 0:00 a) vs. TOD ( ) b) vs. TOD ( ) 10 d) vs. TOD ( ) e) vs. TOD ( ) 10 9:00 10:00 g) vs. TOD ( ) h) vs. TOD ( ) Fgure 3 vs., vs. TOD, and vs. TOD for Phase 7 (Wed. 6/26/2013) = Force offs = Gap outs c) vs. ( ) = Force offs = Gap outs f) vs. ( ) = Force offs = Gap outs 10 j) vs. ( )

17 Freje, Hanen, Stevens, L, Smth, Summers, Day, Sturdevant, Bullock 15 = 10 b c d e = 9 Detector 6 On Detector 6 Off Detector 9 On Detector 9 Off Detector (6 or 9) On Detector (6 and 9) Off Occupancy Ratos Phase 4 12:52:00 12:52:10 12:52:20 12:52:30 12:52:40 12:52:50 12:53:00 a) Calculaton llustraton of and V Detector 9 Detector 6 b) Start of green (12:52:21.1) V Detector 9 Detector 6 c) Start of yellow (12:52:40.1) Detector 9 V Detector 6 d) Start of red (12:52:44.1) Detector 9 V Detector 6 e) 5 seconds after start of red (12:52:49.1) Fgure 4 and ROR5 for a sngle cycle of an oversaturated thru movement.

18 Freje, Hanen, Stevens, L, Smth, Summers, Day, Sturdevant, Bullock :00 3:00 6:00 9:00 12:00 15:00 18:00 21:00 0:00 a) vs. TOD ( ) :00 3:00 6:00 9:00 12:00 15:00 18:00 21:00 0:00 b) vs. TOD ( ) d) vs. TOD ( ) e) vs. TOD ( ) 10 12:00 13:00 g) vs. TOD ( ) 10 12:00 13:00 h) vs. TOD ( ) = Force offs = Gap outs = Force offs = Gap outs c) vs. ( ) f) vs. ( ) = Force offs = Gap outs 10 j) vs. ( ) Fgure 5 vs., vs. TOD, and vs. TOD for Phase 4 (Wed. 6/26/2013).

19 Freje, Hanen, Stevens, L, Smth, Summers, Day, Sturdevant, Bullock = Force offs = Force offs = Gap outs = Gap outs a) Phase 7 vs. b) Phase 4 vs. (%) (%) (%) (%) c) Phase 7 heat map of force offs d) Phase 4 heat map of force offs (%) (%) (%) (%) e) Phase 7 heat map of gap outs f) Phase 4 heat map of gap outs Fgure 6 Comparson of undersaturated and oversaturated phase performance ( on 6/26).

20 Freje, Hanen, Stevens, L, Smth, Summers, Day, Sturdevant, Bullock 18 a) Ф1 vs. b) Ф2 vs. * c) Ф3 vs. d) Ф4 vs. e) Ф5 vs. f) Ф6 vs. * g) Ф7 vs. h) Ф8 vs. * Phase 2 and Phase 6 and were calculated based on advanced detectors Avg. v/c = 52.2% Avg. v/c = 50.9% V/C Rato V/C Rato ) Phase 2 v/c rato j) Phase 6 v/c rato Fgure 7 vs. for all phases and v/c ratos for phases 2 and 6 ( on 6/26).

21 Freje, Hanen, Stevens, L, Smth, Summers, Day, Sturdevant, Bullock 19 Ф1 11% Ф2 Ф3 Ф4 53% 16% 2 Ф5 Ф6 22% 42% Ф7 Ф8 16% 2 a) Splt percentages before adjustment (7/18/2013) Ф1 11% Ф2 Ф3 Ф4 49% 2 2 Ф5 Ф6 22% 38% Ф7 Ф8 16% 24% b) Splt percentages after adjustment (7/25/2013) Fgure 8 Splt percentages before and after adjustment ( ).

22 Freje, Hanen, Stevens, L, Smth, Summers, Day, Sturdevant, Bullock 20 Oversaturated Cycles (61) (73) Ф1 Ф2 (116) Ф3 Ф4 Undersaturated (see v/c plots n Fgure 12a-b) (52) (80) (79) Oversaturated Cycles Ф5 Ф6 Ф7 Ф8 Undersaturated (see v/c plots n Fgure 12c-d) (3) (2) (1) (1) = Before (7/18) = After (7/25) (43) (15) Fgure 9 Before (Thurs. 7/18/2013) and after (Thurs. 7/25/2013) comparson of oversaturated cycles for the mnor movements ( ).

23 Freje, Hanen, Stevens, L, Smth, Summers, Day, Sturdevant, Bullock = Force offs = Force offs = Gap outs = Gap outs a) vs. before splt adjustment b) vs. after splt adjustment (%) (%) (%) (%) c) Heat map of force offs before adjustment d) Heat map of force offs after adjustment (%) (%) (%) (%) e) Heat map of gap outs before adjustment f) Heat map of gap outs after adjustment Fgure 10 Before (7/18) and after (7/25) comparson of Phase 8 performance ( ).

24 Freje, Hanen, Stevens, L, Smth, Summers, Day, Sturdevant, Bullock 22 Oversaturated Cycles (57) (55) Ф1 Ф2 Ф3 Ф4 Undersaturated (see v/c plots n Fgure 12e-f) (75) (27) (70) (73) Oversaturated Cycles Ф5 Ф6 Ф7 Ф8 Undersaturated (see v/c plots n Fgure 12g-h) (3) (1) (1) (1) = Before (7/19) = After (7/26) (34) (23) Fgure 11 Before (Fr. 7/19/2013) and after (Fr. 7/26/2013) comparson of oversaturated cycles for the mnor movements ( ).

25 Freje, Hanen, Stevens, L, Smth, Summers, Day, Sturdevant, Bullock Avg. v/c = 54.7% 10 Avg. v/c = 59. V/C Rato V/C Rato a) Phase 2 v/c rato before adjustment (7/18) b) Phase 2 v/c rato after adjustment (7/25) Avg. v/c = 51.8% Avg. v/c = 56. V/C Rato V/C Rato c) Phase 6 v/c rato before adjustment (7/18) d) Phase 6 v/c rato after adjustment (7/25) Avg. v/c = 53.9% Avg. v/c = 61.1% V/C Rato V/C Rato e) Phase 2 v/c rato before adjustment (7/19) f) Phase 2 v/c rato after adjustment (7/26) Avg. v/c = 55.1% Avg. v/c = 59.1% V/C Rato V/C Rato g) Phase 6 v/c rato before adjustment (7/19) h) Phase 6 v/c rato after adjustment (7/26) Fgure 12 Thru movement v/c ratos before and after splt adjustment ( ).