We modeled transit signal priority (TSP) and queue jumpers at six signalized intersections for the Livermore Amador Valley Transit Authority's (LAVTA) Bus Rapid Transit (BRT) system in the City of Pleasanton, California. We used vehicle actuated programming (VAP) to model green extension, early green and queue jumpers along the 2-mile long corridor. We developed two VISSIM models for the alternative analysis - one with TSP operation and right-turn queue jumpers only and the other with TSP operation and both right-turn and left-turn queue jumpers. We used a maximum of 10% of the cycle length for extended green/early green to avoid deteriorating level of service for the rest of the traffic. We found that TSP and queue jumpers helped reduce bus travel time by 30% without adversely affecting automobile traffic in the corridor. The greatest benefits of TSP and queue jumpers are when congestion levels are higher. Intersections with higher v/c ratios for the corresponding through movement offer higher travel time savings for the bus when the intersection has TSP and/or queue jumper. Based on our analysis, we recommended the optimal bus stop locations and intersections for queue jumper implementation. Our VISSIM models will serve as planning tools to further understand TSP operation and queue jumpers in a BRT system.
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机译：我们在加利福尼亚州普莱森市市的Livermore Amador Valley Transit管理局（Lavta）总线快速运输（Lavta）总线系统的六个信号交汇处建模过境信号优先级（TSP）和队列跳线。我们使用车辆致电编程（VAP）沿着2英里长的走廊模拟绿色延伸，早期绿色和排队跳线。我们开发了两个Vissim模型，用于替代分析 - 一个具有TSP操作和右转队列跳线，另一个具有TSP操作，右转和左转队列跳线。我们使用最多10％的循环长度，以便扩展绿色/早期绿色，以避免对其其余交通的服务水平降低。我们发现TSP和队列跳线有助于将总线旅行时间减少30％，而不会对走廊的汽车交通产生不利影响。 TSP和队列跳线的最大益处是拥塞水平更高的时候。对于相应的通过运动的V / C比率较高的交叉点为总线提供了更高的行程时间，当交叉点具有TSP和/或队列跳线时的总线节省。根据我们的分析，我们推荐了最佳的总线停止位置和队列跳线实现的交点。我们的Vissim模型将作为规划工具，以进一步了解BRT系统中的TSP操作和队列跳线。
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