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3rd Street Light Rail. Process and Challenges of Developing Transit Signal Priority . Javad Mirabdal, Jack Fleck & Britt Thesen Department of Parking and Traffic City and County of San Francisco October 22, 2003. Outline. Project Background Existing Conditions General Project features

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3rd street light rail

3rd Street Light Rail

Process and Challenges of Developing Transit Signal Priority

Javad Mirabdal, Jack Fleck & Britt Thesen

Department of Parking and Traffic

City and County of San Francisco

October 22, 2003

outline
Outline
  • Project Background
    • Existing Conditions
    • General Project features
    • Timeline and Goals
  • Transit Priority
    • Software selection process
    • Vissim Modeling
    • Results
  • Lessons Learned
existing conditions
Existing Conditions
  • 5.4 mile corridor
  • 35 signalized intersections
  • 3 traffic lanes in each direction with parking
  • Serviced by MUNI’s 15 Bus line
    • 7 to 15 minute headways
    • Current ridership: 25,000
general project features phase 1
General Project Features – Phase 1
  • 65 signalized intersections
  • 19 stations
  • 2 traffic lanes in each direction with left turn pockets at some locations
  • Most blocks have parking, with parking removed near stations and left turn pockets
  • Exclusive Right of Way except Bayview Commercial Core and 4th St. Bridge
  • Transit Signal Priority & Preemption
  • Funding: $520 million, Local Sales Tax
intial phase
Intial Phase

General Project Features – Phase 2

  • New Central Subway to Chinatown
  • Funded by Federal Match
  • Currently in Conceptual Engineering
  • 4 Underground Stations
  • New Central Subway to Chinatown
  • Funded by Federal Match
  • Currently in Conceptual Engineering
  • 4 Underground Stations
project goals
Project Goals
  • Improve Transit Service along Corridor
    • Reduce travel time and delay
    • Increase ridership
  • Connect Southeast SF to Downtown
  • Transit Oriented Development
  • Economic Revitalization
tsp elements
TSP Elements
  • 2070 (TS2) Signal Controllers with Transit Preemption/Priority capabilities
  • Fiber Optic Cable for Communication
  • Linked to Central Traffic Management Center (SFgo)
  • Vehicle Detection System: Video (Autoscope)
  • LRV Detection System: VETAG
transit priority vision
Transit Priority Vision
  • Trains travel station to station without stopping!
  • Progression on 3rd Street essentially maintained
  • No phase waits more than 1 cycle (90 sec)
  • Side Streets, Left turns and Pedestrians are actuated
  • Pedestrians receive enough time to cross street at 4 ft/sec, or 2.5 ft/sec if phase is actuated
transit priority strategies
Transit Priority Strategies
  • Skip Phases
  • Extend Phases
  • Shorten Side Street Phases
  • Lead/Lag (phase rotation)
  • Early Green
  • Get Back in Step within 1 Cycle
software selection challenges
Software Selection Challenges
  • Meet technical requirements city-wide implementation (more than 2 rings, communication over ethernet, etc.)
  • Transit Priority and Preemption Features
  • Easy to learn, implement and maintain
  • Good technical support
software wish list
Software Wish List
  • General Features
  • Pedestrian Features
  • Transit Priority
  • General Preemption
  • Cable Car Preemption
  • Coordination
  • Communications

(full list available upon request)

software selection process
Software Selection Process
  • Evaluated options
  • Narrowed field down to
    • NextPhase (4-ring software)
    • VS-Plus (Matrix software, no rings or barriers)
  • Modeled softwares in VISSIM for comparison
software selection process vissim model
Software Selection Process: VISSIM Model
  • Micro-level simulation
  • Runs virtual signal controllers for each intersection
  • Very time consuming to build model but…
  • Powerful modeling capabilities -pedestrians, bikes, right turn conflicts, trains, passenger loading, etc.
vissim modeling process
VISSIM Modeling Process

CesarChavez

  • Test section of 7 intersections
  • Nextphase, VS-PLUS, and fixed time conditions
  • Modeled different train headways
  • Multiple runs of each model with random arrivals, driver behavior, etc. to get more realistic results

Cargo

Evans

video clip
Video Clip

Video clip

virtual signal timing and vehicle detection
Virtual signal timing and vehicle detection

Return to Main Street

to Accommodate NB Train

Left Turn Phase

Early Green for SB Train

Main Street Green

Cross Street Phase

NB Train

SB Train

NB Advance Call

SB Check-Out Call

NB Check-In Call

SB Check-In Call

NB Check-Out Call

SB Advance Call

model moe s
Model MOE’s
  • Collected data on Measures of Effectiveness (MOE’s)
    • Travel time through test section
    • Delay through test section
    • Travel time for each movement (including cross streets and left turns)
    • Delay for each movement Queue length
    • Priority Strategies
modeling results
Modeling Results
  • Both Systems are very complicated!
  • Results showed that VS-Plus was better for TSP, but Nextphase was better at reducing delay to vehicles overall.
  • However, level of TSP/vehicle delay could be adjusted for either software.
  • We initially selected Nextphase because we already had trained technicians in software.
where are we now
Where are we now?
  • Unsatisfied with user interface for transit priority and program complexity of Nextphase
  • Reconsidering software options
    • VS-Plus
    • 2-ring software programs
      • Naztec
      • Sepac
      • City of Los Angeles
      • Econolite
    • Newly developed software
lessons learned
Lessons Learned
  • We have a vision, but getting there isn’t easy…
  • Modeling cannot capture complexity of programming
  • Must thoroughly learn the TPS software before selecting
  • Need to find balance between competing elements
    • Transit Priority
    • Pedestrians
    • Traffic Circulation
    • General Safety
    • Complexity of Programming