BUS SIGNAL PRIORITY IN SANTA CLARA COUNTY, CALIFORNIA
James T. Jarzab Principal, Commuter Associates P.O. Box 5293 Pleasanton, CA 94566 USA 925-895-5559, [email protected]
Paul Chiu (Senior Transportation Electrical Engineer, [email protected]), James Lau (Transportation Electrical Engineer, [email protected]), and David Man (Transportation Electrical Engineer, [email protected]) Caltrans District 4 111 Grand Ave Oakland, CA 94612 510-286-4444
Casey Emoto (Deputy Director, [email protected] ), David Kobayashi (Senior Transportation Planner, [email protected] ), and Shanthi Ganji (Assistant Transportation Engineer, [email protected] ) VTA 3331 N. First Street San Jose, CA, 95134-1906 408-321-2300
Ho Nguyen Project Manager, San Jose DOT 200 E. Santa Clara Street San Jose, CA 95113 408-535-3850, [email protected]
Karthik Swamy Senior Transportation Planner AC Transit 1600 Franklin Street Oakland, CA 94612 510-891-4735, [email protected] Bus Signal Priority in Santa Clara County, California
ABSTRACT
The paper provides background for and analysis of bus signal priority applications used by the Valley Transportation Authority (VTA) along route 522, a rapid bus route. Technical features of the application are discussed, and the functional benefits of the technologies are calculated. The paper addresses two technology types—loop and gps/spread spectrum—and discusses the operational constants under which these technologies are applied.
KEY WORDS
Bus, signal, priority, controller, loop, GPS, VTA, traffic, San Jose, Santa Clara
OVERVIEW
The purpose of this evaluation is to assess the increase in average operating speed provided by the Intelligent Transportation System (ITS) application of bus signal priority (BSP) in rapid bus operation as compared to traditional local bus operation. Measurement of technology performance was provided independently by an Automatic Vehicle Location/Automatic Vehicle Identification (AVL/AVI) equipment package that identifies and records vehicle location precisely at any given time with Global Positioning Satellite capabilities; data are logged electronically, analyzed and stored independent of the BSP operation. Also an ITS application, the AVL/AVI system is used to monitor and manage transit fleet operations.
The VTA Rapid 522--in operation since July 2005--has provided an opportunity for the implementation and evaluation of two BSP technologies. Designed to provide high quality public transit in a mixed traffic environment, the service relies heavily on automatic vehicle identification and location technology for signal priority, system management and real-time passenger information; the project also incorporates queue jump lanes for improved operations and minor station enhancements. While serving six municipalities, highway operations along the rapid bus route are controlled primarily by Caltrans and the City of San Jose. No significant land acquisition has been required in project implementation. From the standpoint of environmental regulation this project is essentially categorically exempt.
The 27 mile long Line 522 BRT project has unofficially been subdivided into three zones for funding and project management purposes: Zone I is the 6.2 mile segment of El Camino Real, the limits extending along ECR approximately from the Palo Alto Transit Center to Castro St. in Mountain View; Zone II extends from Castro St. to Race Street in
-1- Bus Signal Priority in Santa Clara County, California
San Jose, essentially the limits of Caltrans’ jurisdiction along State Route 82; and, Zone III extends east of Race St. for the remaining length of Line 522 along The Alameda, Santa Clara Street and Alum Rock and then south along Capitol. Note that this alignment reflects an authorized modification from the original project proposal necessitated by service restructuring. Line 22, the primary local route in the corridor, and Line 522 Rapid Bus run a combined headway of approximately eight minutes during weekday peak periods and carry approximately 20% of VTA’s daily riders.
Figure 1 Initial Project Corridor
For a variety of reasons—including technology incompatibilities and competing priority systems of light rail transit—not all signals in the corridor are equipped to provide bus signal priority. Furthermore, while signal priority enables the operation of rapid bus service with reduced stops and more liberal operating rules than local service, it is not solely responsible for the reduction of travel time herein reported. Buses receiving priority in Zone I and Zone II travel 18.4% faster than those without priority; these vehicles are aided by loop-enabled technology. Those receiving priority in Zone III using GPS enabled technology travel 23.0% faster than those without priority. Average daily customer demand in the corridor has increased an average of 5.4% over pre-project levels in the prior twelve months; this percentage is down from initial service performance,
-2- Bus Signal Priority in Santa Clara County, California possibly due to general economic malaise. Traffic conditions in the corridor as measured by intersection level of service have worsened since project initiation and VTA’s system was significantly altered in January 2008, making multi-period comparisons somewhat problematic. Note that most signals in all zones are interconnected and coordinated.
PROJECT LIMITS AND SCOPE
The operating characteristics of the signal priority implementation of both Zone I and Zone II are analyzed as a single unit. These areas are identified on the map in Figure 1, highlighted in blue and green and representing Zone I and Zone II, respectively. (Note that “Zone” and “Phase” are used interchangeably, as “Phase” is a legacy of the project funding structure.) Improvements in the respective segments are similar in that they focus almost exclusively on traffic signal system components (e.g. controllers, priority detection equipment, master traffic management software, etc.); however, two queue jump lanes are found in Zone I. While it is presumed that the queue jump lanes generate some of the time saving identified in the accompanying travel time analysis, available data used in this evaluation does not allow conclusive determination.
Figure 2 Controller and Detector Loop Bus Signal Priority Equipment
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Following the initial pilot implementation of BSP at the westernmost limits of El Camino Real, a subsequent expansion involved upgrading traffic signal controllers along El Camino Real in Mountain View, Sunnyvale and short stretch of The Alameda in the City of San Jose. The limits of this section (Zone II) are depicted in green on Figure 1. Existing advance detector loops—usually less than 300 feet before the intersection in the number 2 and number 3 lane—and stop bar loops are equipped with dual function detector cards that identify the approach of a bus eligible for priority. The traffic controller software assesses the approach of an eligible bus as a request and: a) provides an early green and green extension, or b) does nothing, which occurs if the bus is expected to clear the intersection in an unaltered signal cycle, priority was provided in the immediately prior signal cycle, a pedestrian call was initiated, a emergency vehicle preemption request was received or the traffic controller is out of coordination. Priority calls are placed first come/first served.
Besides providing priority detection equipment, the City of San Jose’s master signal control system required enhancement in order to handle bus signal priority requests. Pavement detector loop-equipped priority request generation transmitters and receivers (Figure 2) were also procured. Traffic control system incompatibilities with equipment operated by the City of Santa Clara prevented implementation within the City’s jurisdiction; however, the City of Santa Clara has remained cooperative and continues to explore opportunities for bus signal priority implementation at a later date. Traffic controller information for the entire Line 522 operating limit is provided in Appendix B.
Figure 3 GPS/Spread Spectrum Bus Signal Priority Transceiver (Bus)
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A third implementation involves upgrading traffic signal controllers and related system components along The Alameda, Santa Clara Street and Alum Rock Avenue in order allow provision of bus transit priority (Zone III), depicted in Figure 1 in yellow, including an uncolored segment of Alum Rock Avenue between King and Capitol. GPS/Spread Spectrum priority request generation equipment using vehicle mounted transceivers (Figure 3) and traffic cabinet mounted receivers (Figures 4) were also procured. Note that bus signal priority is not provided in the vicinity of First and Second Streets in downtown and along South Capitol Avenue in San Jose due to possible conflicts with light rail priority applications. The project limits were altered slightly from an original proposed routing due to the restructuring of the rapid bus service, eliminating improvements along King Road and including improvements along Alum Rock Avenue.
Figure 4 GPS/Spread Spectrum Bus Signal Priority Transceiver (Controller)
In this zone, bus detection is achieved through GPS detection. The GPS/Spread Spectrum system is configured to place a priority call as a bus is detected leaving the previous signalized intersection or 1000 feet in advance of the target intersection, whichever is less. The system also utilizes “peer-to-peer” data transfer over the traffic signal communication network, broadcasting priority calls received at each intersection to downstream locations. Typically, the traffic signals are configured to respond to calls from up to three or four intersections upstream. By receiving priority calls several intersections in advance, the intersection can better prepare for the bus arrival.
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Priority service is based on predicted travel times within each block (distance between any two signalized intersections). As a bus approaches each intersection, the predicted arrival time is updated and the traffic signals reevaluate the optimal priority response. The traffic signals also adapt to variances in travel time, like buses dwelling longer than expected at bus stops or buses that bypass bus stops altogether. Based on estimated arrival time, the signal will prepare for the bus arrival in one of three ways:
• If the estimated arrival of the bus is during the green phase of a normal cycle, no adjustments are made • A green extension is granted if the estimated arrival of the bus is in the current cycle and the intersection can return to coordination by the end of the following cycle • If the traffic signal calculates that the bus will arrive later than the allowed under the rules for green extension it will prepare for an early green in the following cycle by commencing the cross street and left turn phases early and serving them with an abbreviated green
Figure 5 GPS AVL/AVI Mobile Data Terminal
The green times may be shortened up to predetermined minimums, but pedestrian times (walk and flashing don’t walk), yellow and all-red intervals are never abbreviated for transit signal priority. No vehicle or pedestrian phases with demand will be skipped to
-6- Bus Signal Priority in Santa Clara County, California serve a priority request. The bus that is closest to the intersection (shortest estimated travel time) dictates the priority mode of the intersection when simultaneous priority requests in opposing directions (i.e. WB and EB buses) are received. After serving the priority request of the first bus, the controller will either hold the priority request for the second bus if its estimated travel time indicates that it can also be served within the same cycle. Otherwise, the controller will begin preparing for an early green in the next cycle.
LINES 22 AND 522
Line 22 is the primary trunk operation for VTA bus service, running roughly east and west across Santa Clara County. To the north of Santa Clara County, SamTrans operates bus service along El Camino Real. In the past Line 22 has carried as many passengers daily as the VTA light rail system. In the 1990s Line 22 was supplemented by an express bus service (Line 300) that made limited stops. However, without bus signal priority Line 300 was not significantly more attractive to customers than Line 22. Historical rider performance is provided in Appendix C.
Because of the importance of the El Camino Real corridor to regional travel, efforts were made by VTA to establish a rapid bus operation in the corridor. The primary goal was to increase transit mode share in the corridor. Line 522 began operation in July 2005 as a headway-based rapid bus service complementing Line 22 in the majority of its corridor; concurrently, Line 300 was eliminated.
OPERATING METHODS
Local bus service is service traditionally found in urban areas, with published schedules, fixed routes and frequent stops. Express buses do not allow passengers on or off for a substantial part of their route. Newer service categories of bus service include rapid bus or Bus Rapid Transit (BRT) service, with limited stop separation approaching one mile. Line 22 is a local bus operation marketed as schedule-based, while Line 522 is a rapid bus operation marketed as headway-based. Plans are currently underway to upgrade the 522 to full BRT.
From a resource management standpoint, there is little difference between headway- based and schedule-based bus service. With rare exception public transit service is scheduled for the purpose of identifying work for the operator and resource allocation in addition to informing the public. The operator of the vehicle is assigned a start time for beginning the route; this is true regardless of service type and independent of mode. In scheduled-based service operators are assigned interim points of departure along the route; these are often called “time points”. Operators are generally discouraged from departing time points ahead of schedule, and service planners generally attempt to space vehicle appearances along the route for the purposes of customer convenience and to
-7- Bus Signal Priority in Santa Clara County, California prevent overloading vehicles. These time points—or a subset—are often identified on the published schedule.
With headway-based services, efforts are made to maintain periodic vehicle appearances along the route. Schedules may not be published, although route maps are commonly provided and the periods for appearances are identified. Operationally, headway-based services often instruct the vehicle operator to maintain the greatest safe and legal operating speed—bearing in mind passenger comfort—possible for the route.
A hybrid operation is also employed by some transit properties, where a schedule is provided but all time points posted are advisory due to the headway-based nature of the operation. Customers are encouraged to arrive sufficiently early at the bus stop in order to make their desired trip; operators incur no penalty for departure prior to the indicated time point. VTA follows this approach to providing service information.
The decision to provide a public schedule often depends on the perceived customer market being served. Regular customers quickly learn the nuances of operation and choose trips accordingly. Routes catering to more occasional users tend to provide schedules; customers generally have a set trip termination time for their travel (e.g. physician appointment, shift start, etc.) that requires a semblance of service reliability.
ANALYSIS OF BSP OPERATIONS
In this section, Line 22 operation (schedule-based local bus with traditional stops) without priority is compared to Line 522 operation (headway-based rapid bus with limited stops) with priority. Although priority is not totally responsible for the identified differential in operating speeds, the availability of priority in large measure made it possible for transit schedulers to make the necessary changes in operating procedures.
While the GPS/Spread Spectrum bus priority systems maintains data sufficiently robust to conduct performance analyses, in order to ensure the independence of the analyzed data information from a separate GPS data management protocol--the Advanced Communication Systems (ACS)—operating on VTA buses was used to track bus movements. Used by VTA and other local transit districts, ACS is a collection of coherently managed integrated systems that connects the Automatic Vehicle Location (AVL), Automatic Passenger Counter (APC) and other sub-systems together. The ACS provides both the vehicle location and APC data by date and time.
The data source for this paper is based on the AVL system mined from a data table that includes when and where a particular bus drove by or stopped at a time point. When a bus nears a time point, the calculated GPS location is compared to the stored bus stop file with the current schedule and records a time stamp. The data availability is dependent on accurate correlation of positional data by the AVL. For the analysis, AVL data was culled using Crystal Reports with further filtering in MS Excel.
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Operating data were recorded for scheduled revenue service during the week of May 19, 2008, representing a typical spring week without significant adverse weather or holiday events. To the extent possible, the factors affecting the local and rapid bus routes being evaluated were the same. Stretches of highway where both Line 22 and Line 522 operated were monitored; the buses used for each route come from the same model series, have similar operating characteristics and, with the exception of the bus signal priority equipment and vehicle markings, the vehicles are essentially identical. All VTA buses are equipped with an AVL/AVI equipment package that periodically identifies and records vehicle location precisely with Global Positioning Satellite capabilities (Figure 5); data are logged electronically, analyzed and stored.
It is important to recognize that the purpose of bus signal priority is to allow vehicles to keep up with traffic, not to force vehicles through traffic (1). Therefore, the technology is not applied to maximize operating speed, but rather to follow traffic platoons through the highway system. The BSP functional algorithms protect both pedestrian and emergency vehicle operations when those functions are actuated with the controller.
For the portion of each route between the Palo Alto Transportation Center and the intersection of Kiely and El Camino Real, the typical Line 22 bus irrespective of direction traveled spent 3,726 seconds to cover the distance of 67,053’, or an average speed of 12.3 miles per hour. Buses on Line 522 with loop-based priority spent an average of 689 seconds less traversing the same distance, for an average speed of 15.1 miles per hour.
Similarly, for buses traveling in both directions through downtown San Jose between the intersection of The Alameda and Naglee and the intersection of Alum Rock and King the typical Line 22 bus irrespective of direction traveled spent 1406 seconds to cover the distance of 21,628’, or an average speed of 10.5 miles per hour. Buses on Line 522 with GPS/spread spectrum-based priority spent an average of 323 seconds less traversing the same distance, for an average speed of 13.6 miles per hour.
All measures are highly statistically significant, indicating a very low probability that these results were generated by random events. The statistical analyses as generated by linear regression analysis are reproduced in Appendix A.
Assessment of BSP’s effect on traffic indicates that general traffic conditions are not adversely affected. In addition, an incident management review failed to reveal any increase in traffic accidents where BSP is deployed.
From a financial standpoint, public transit has few opportunities to implement productivity improvements; the approximately 20% gains from BSP are very important to VTA from a resource allocation perspective. Note that a 20% enhancement equates to an effective operating savings for VTA of nearly $1 million annually. Since 2005 operating and maintenance costs for the BSP elements have been negligible, with no equipment failures encountered since installation. Capital costs for BSP average less than $10k per
-9- Bus Signal Priority in Santa Clara County, California intersection, and $3k per bus. Total capital and labor expenditures for the project, exclusive of queue jump lane costs, are approximately $800k.
In examining general route operating performance longitudinally as reported in Appendix D, an apparent anomaly is presented as average travel time for the entire affected routes both prior to and after project implementation are almost identical. However, in the intervening period traffic congestion as measured by intersection level of service (LOS) worsened in the corridor (2). In effect the project allowed service to “tread water”, maintaining transit speed in the face of deteriorating traffic conditions.
It should be noted that the BSP implementation was not a test, and was undertaken while the transit service was in revenue operation; as such, dynamic system adjustment to BSP and bus operations did occur during the course of the evaluation. For example, traffic congestion is significant on the portion of the corridor near I-680 (most notably during PM peak periods). Initially, the project team surmised buses could benefit from priority because the traffic signals were coordinated to favor PM eastbound traffic along Alum Rock as it intersects the I-680 ramps. After careful observation, the team noticed the buses were unable to take advantage of extended or early green as they approached and departed the congested area due to the length of the queue on the mainline Alum Rock. The congestion is due to heavy off ramp and crossing arterial traffic.
The benefit of BSP was minimal when a bus was unable to clear an intersection with the slow moving platoon during the same cycle as its priority request. Additionally, reducing the amount of off ramp movement green time to favor the buses traveling on the mainline increased the already lengthy queue on the I-680 off ramp. The combination of off ramp traffic disruption and poor general progression through the segment led the team to disable transit priority during PM peak periods. In the opinion of the project team, the minimal benefit of BSP at that location was insufficient to offset the negative impacts to an already congested segment of the corridor. Advanced signal control algorithms like adaptive BSP under similar conditions might benefit overall traffic management; however, this technology is still in its infancy and is not generally available for legacy traffic control systems.
CONCLUSION
The use of bus signal priority in combination with other BRT features (e.g. extended stop spacing, lane choice of operation at driver discretion, headway based operation, etc.) has proven to have the desired effect on vehicle operations, and thus fulfills the goals of the ITS projects as proposed. Not only are the results statistically significant, but rider gains in the corridor also accompany the perceived improvement in service quality by the public.
VTA’s experience with BSP is similar to that of AC Transit, LAMTA, Pace and other transit agencies across the nation. BSP is one of few cost effective tools available to
-10 - Bus Signal Priority in Santa Clara County, California public transit agencies that improve productivity without adverse consequences. BSP is a foundation element for VTA’s extensive BRT planning effort, and it is likely that BSP will be a major component of transit operations industry wide in the near future.
ACKNOWLEDGEMENTS
The contents of this paper reflect the views of the authors, who as individuals are solely responsible for the facts and accuracy of the information presented herein. These views do not necessarily reflect those of Caltrans, VTA, the City of San Jose or any other institution under whose sponsorship such activities were undertaken. The authors wish to thank Kris Morgan, Brad Cross and Vince Perez of Emtrac; Tod Eidson of D4 Software; Randy Iwasaki, Lindy Cabugao, Kai Leung and Sonja Sun of Caltrans; Jim Helmer, Lily Lim and Manny Rivas of the City of San Jose; and, Jim Wilhelm of VTA for their assistance and support over the past several years.
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Appendix A Analysis Results
The regression results presented below are drawn from data drawn from Zones I and II. These results are associated with improvements funded by project #02SC08.
Simple linear regression results:
Dependent Variable: Z1_2Sec Independent Variable: Priority Z1_2Sec = 3726.4058 - 689.25385 Priority Sample size: 1356 R (correlation coefficient) = -0.3422 R-sq = 0.117133856 Estimate of error standard deviation: 924.9319
Parameter estimates for travel time between Palo Alto TC and Kiely, both directions:
Parameter Estimate Std. Err. DF T-Stat P-Value Intercept 3726.4058 32.2411 1354 115.57937 <0.0001 Slope -689.25385 51.425213 1354 -13.403034 <0.0001 Analysis of variance table for regression model: Source DF SS MS F-stat P-value Model 1 1.53682976E8 1.53682976E8 179.64133 <0.0001 Error 1354 1.15834573E9 855499 Total 1355 1.31202867E9
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The regression results presented below are drawn from Zone III data. These results are associated with improvements funded by project #03SC06.
Simple linear regression results:
Dependent Variable: Total_ElapsedZ3 Independent Variable: Priority Total_ElapsedZ3 = 1406.3572 - 323.42392 Priority Sample size: 1394 R (correlation coefficient) = -0.5813 R-sq = 0.33793625 Estimate of error standard deviation: 221.69106
Parameter estimates for travel time between Naglee and King, both directions:
Parameter Estimate Std. Err. DF T-Stat P-Value Intercept 1406.3572 7.6490684 1392 183.85992 <0.0001 Slope -323.42392 12.133471 1392 -26.655518 <0.0001 Analysis of variance table for regression model: Source DF SS MS F-stat P-value Model 1 3.4919704E7 3.4919704E7 710.5166 <0.0001 Error 1392 6.841252E7 49146.926 Total 1393 1.03332224E8
Comments
1. Note: for these and all statistical analyses correlation is not necessarily an indication of causality 2. The variable “priority” is an aggregation of operating changes including vehicle priority, reduced stops, headway reported scheduling and increased driver latitude on operations 3. These data reports are read with the intercept representing the average time taken by a bus on Line 22 to traverse the distance between indicated time points, in seconds; the slope is the time savings associated with the measure “priority” (Line 522), in seconds
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Appendix B Traffic Signal Inventory
US Traffic Loop SCL-082 Based / Post Emtrac Mile Maintaining GPS Intersection ( BOLD = Master Location) Location City Agency based 1 Alma St & El Camino Real 26.342 Palo Alto Caltrans Stanford Shopping Center & El Camino Real 26.171 Palo Alto Caltrans Quarry Rd & El Camino Real 26.060 Palo Alto Caltrans Sand Hill/Palo Alto & El Camino Real 25.970 Palo Alto Caltrans Palo Alto Transit Center Palo Alto University Ave & El Camino Real 25.877 Palo Alto City of PA Wells Av (Medical Foundation) & El Loop Camino Real 25.811 Palo Alto Caltrans Based Loop Embarcadero/Galvez & El Camino Real 25.450 Palo Alto Caltrans Based Loop Churchill Av & El Camino Real 25.012 Palo Alto Caltrans Based Loop Park/Serra & El Camino Real 24.770 Palo Alto Caltrans Based Loop Stanford Av & El Camino Real 24.560 Palo Alto Caltrans Based Loop Cambridge Av & El Camino Real 24.360 Palo Alto Caltrans Based Loop California Av & El Camino Real 24.330 Palo Alto Caltrans Based Loop Page Mill/Oregon & El Camino Real 24.040 Palo Alto Caltrans Based Loop Hansen/Portage & El Camino Real 23.790 Palo Alto Caltrans Based Loop Matadero/Margarita & El Camino Real 23.550 Palo Alto Caltrans Based Loop Curtner Av & El Camino Real 23.320 Palo Alto Caltrans Based Loop Los Robles/El Camino & El Camino Real 23.110 Palo Alto Caltrans Based Loop Maybell/El Camino & El Camino Real 22.780 Palo Alto Caltrans Based
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Loop Charleston/Arastradero & El Camino Real 22.670 Palo Alto Caltrans Based Loop Dinahs Ct & El Camino Real 22.390 Palo Alto Caltrans Based Loop Los Altos/Cesano & El Camino Real 22.171 Los Altos Caltrans Based Loop Del Medio & El Camino Real 21.000 Los Altos Caltrans Based Loop San Antonio Rd & El Camino Real 21.840 Los Altos Caltrans Based Loop Showers Dr & El Camino Real 21.602 Los Altos Caltrans Based Loop Jordan Av & El Camino Real 21.481 Los Altos Caltrans Based Loop Ortega Av & El Camino Real 21.422 Los Altos Caltrans Based Loop Distel Dr & El Camino Real 21.171 Los Altos Caltrans Based Loop Rengstorff Av & El Camino Real 21.092 Los Altos Caltrans Based Mountain Loop Escuela Av & El Camino Real 20.752 View Caltrans Based Mountain Loop El Monte Av & El Camino Real 20.670 View Caltrans Based Mountain Loop Shoreline/Miramonte & El Camino Real 20.150 View Caltrans Based Mountain Loop Castro St & El Camino Real 19.870 View Caltrans Based Mountain Loop Calderon/Phyllis & El Camino Real 19.480 View Caltrans Based Mountain Loop Grant/Rte 237 & El Camino Real 19.134 View Caltrans Based Mountain Loop Sylvan/The Americana & El Camino Real 18.580 View Caltrans Based Loop Bernardo Av & El Camino Real 18.142 Sunnyvale Caltrans Based Loop Grape Av & El Camino Real 17.951 Sunnyvale Caltrans Based Loop Mary Av & El Camino Real 17.690 Sunnyvale Caltrans Based Loop Hollenbeck/Pastoria & El Camino Real 17.260 Sunnyvale Caltrans Based No Mathilda Av & El Camino Real 17.035 Sunnyvale Sunnyvale BSP S Murphy Av & El Camino Real 16.822 Sunnyvale Caltrans Loop
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Based Loop Saratoga/Sunnyvale & El Camino Real 16.762 Sunnyvale Caltrans Based Loop Cezanne Dr & El Camino Real 16.471 Sunnyvale Caltrans Based Loop Fair Oaks/Remington & El Camino Real 16.160 Sunnyvale Caltrans Based Loop Maria Ln & El Camino Real 15.600 Sunnyvale Caltrans Based No Wolfe Rd/Fremont Av & El Camino Real 15.320 Sunnyvale Caltrans BSP Loop Poplar Av & El Camino Real 14.892 Sunnyvale Caltrans Based Loop Henderson Av & El Camino Real 14.832 Sunnyvale Caltrans Based Loop Halford Av & El Camino Real 14.540 Santa Clara Caltrans Based Loop Lawrence Exp SB Ramp & El Camino Real 14.378 Santa Clara Caltrans Based Loop Lawrence Exp NB Ramp & El Camino Real 14.313 Santa Clara Caltrans Based Loop Lawrence Square & El Camino Real 14.236 Santa Clara Caltrans Based Loop Flora Vista Av & El Camino Real 14.150 Santa Clara Caltrans Based Loop Nobili Av & El Camino Real 13.912 Santa Clara Caltrans Based Loop Pomeroy Av & El Camino Real 13.821 Santa Clara Caltrans Based Loop Calabazas Blvd & El Camino Real 13.692 Santa Clara Caltrans Based Loop Bowers / Kiely & El Camino Real 13.310 Santa Clara Caltrans Based County of NO San Tomas Exp & El Camino Real 12.800 Santa Clara SC BSP NO Los Padres Blvd & El Camino Real 12.620 Santa Clara City of SC BSP NO Scott Blvd & El Camino Real 12.310 Santa Clara City of SC BSP NO Lincoln St & El Camino Real 12.051 Santa Clara City of SC BSP NO Monroe St & El Camino Real 11.831 Santa Clara City of SC BSP NO Lafayette St & El Camino Real 11.540 Santa Clara City of SC BSP
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Loop Benton St & The Alameda 11.120 Santa Clara Caltrans Based Loop Santa Clara Transit Center Santa Clara Based Loop Railroad/Palm & The Alameda 11.025 Santa Clara Caltrans Based Loop Campbell/Bellomy & SR 82 10.764 Santa Clara Caltrans Based Loop The Alameda & SR 82 10.400 Santa Clara Caltrans Based GPS Newhall St & The Alameda 10.060 San Jose San Jose Based GPS SB I-880 Ramp & The Alameda 9.982 San Jose San Jose Based GPS NB I-880 Ramp & The Alameda 9.841 San Jose San Jose Based GPS Hedding St & The Alameda 9.690 San Jose San Jose Based GPS Naglee/W Taylor & The Alameda 9.390 San Jose San Jose Based GPS Lenzen Av & The Alameda San Jose San Jose Based GPS W Julian/Hanchett & The Alameda 8.880 San Jose San Jose Based GPS Race/Martin & The Alameda 8.811 San Jose San Jose Based GPS Sunol St & The Alameda 8.581 San Jose San Jose Based GPS Stockton/White & The Alameda 8.430 San Jose San Jose Based GPS Cahill St & The Alameda 8.371 San Jose San Jose Based Santa Clara St/The Alameda & S. Montgomery GPS St 8.310 San Jose San Jose Based GPS Santa Clara St & S. Autumn St 8.230 San Jose San Jose Based No Santa Clara St & SR 87 San Jose San Jose BSP GPS Santa Clara St & Almaden Blvd/Notre Dame St San Jose San Jose Based GPS Santa Clara St & Almaden Av San Jose San Jose Based GPS Santa Clara St & San Pedro St San Jose San Jose Based Santa Clara St & Market St San Jose San Jose GPS
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Based NO Santa Clara St & First St San Jose San Jose BSP NO Santa Clara St & Second St San Jose San Jose BSP NO Santa Clara St & Third St San Jose San Jose BSP NO Santa Clara St & Fourth St San Jose San Jose BSP GPS Santa Clara St & Fifth St San Jose San Jose Based GPS Santa Clara St & Sixth St San Jose San Jose Based GPS Santa Clara St & Seventh St San Jose San Jose Based GPS Santa Clara St & Ninth St San Jose San Jose Based GPS Santa Clara St & Tenth St San Jose San Jose Based GPS Santa Clara St & 11th St San Jose San Jose Based GPS Santa Clara St & 13th St San Jose San Jose Based GPS Santa Clara St & 15th St San Jose San Jose Based GPS Santa Clara St & 17th St San Jose San Jose Based GPS Santa Clara St & 19th St San Jose San Jose Based NO Santa Clara St & 20th St San Jose San Jose BSP GPS Santa Clara St & 21st St San Jose San Jose Based GPS Santa Clara St & 24th St San Jose San Jose Based GPS Santa Clara St & 26th St San Jose San Jose Based GPS Santa Clara St & 28th St San Jose San Jose Based Loop Alum Rock Av & US 101 SB San Jose Caltrans Based Loop Alum Rock Av & US 101 NB (31st St) San Jose Caltrans Based GPS Alum Rock Ave & 33rd St San Jose Caltrans Based
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GPS Alum Rock Ave & King Rd San Jose Caltrans Based GPS Alum Rock & McCreery Av San Jose Caltrans Based GPS Alum Rock Av & Sunset Av San Jose Caltrans Based GPS Alum Rock Av & Jose Figueres Av San Jose Caltrans Based GPS Alum Rock Av & Jackson Av San Jose Caltrans Based GPS Alum Rock Av & I-680 SB (Foss Av) San Jose Caltrans Based GPS Alum Rock Av & I-680 NB San Jose Caltrans Based GPS Alum Rock Av & Alexander Av/Sierra Vista Pl San Jose Caltrans Based Alum Rock Av & Capitol Av San Jose Caltrans Alum Rock Transit Center San Jose Capitol Av & Florence Av San Jose Caltrans Capitol Av & Wilbur Av San Jose Caltrans County of Capitol Exp & Capitol Av San Jose SC County of Capitol Exp & Story Rd San Jose SC County of Capitol Exp & Ocala Av San Jose SC County of Capitol Exp & Cunningham Av San Jose SC County of Capitol Exp & Tully Rd San Jose SC County of Capitol Exp & Eastridge Mall San Jose SC Eastridge Transit Center San Jose
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Appendix C Line 22, 300 and 522 Customer Totals
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References
(1) ITS America, “An Overview of Transit Signal Priority”, Washington, DC, 2002 (revised 2004) p. 2. (2) Valley Transportation Authority, “2006 Monitoring& Conformance Report”, San Jose, CA, 2006, p. 3-6.
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