Research on Traffic Delays Caused by Pedestrians Crossing at a Light-Regulated Intersection: Case Study of City of Sofia †
1
Faculty of Transport, Department of Combustion Engines, Technical University of Sofia, Automobile Engineering and Transport, 8 St. Kliment Ohridski, 1756 Sofia, Bulgaria
2
Faculty of Telecommunications, Department of Radio Communications and Video Technology, Technical University of Sofia, 8 St. Kliment Ohridski, 1756 Sofia, Bulgaria
3
Faculty of Finance and Accounting, Department of Financial Control, University of National and Word Economy, 19 8th December Str., 1756 Sofia, Bulgaria
*
Author to whom correspondence should be addressed.
†
Presented at the 15th International Scientific Conference TechSys 2026—Engineering, Technologies and Systems, Plovdiv, Bulgaria, 14–16 May 2026.
Eng. Proc. 2026, 150(1), 105; https://doi.org/10.3390/engproc2026150105
Published: 4 August 2026
(This article belongs to the Proceedings of The 15th International Scientific Conference TechSys 2025—Engineering, Technology and Systems)
Abstract
The safe crossing of pedestrians at traffic light-regulated intersections is ensured by the permissive and prohibitive signals provided for them and by certain priority rules that drivers in traffic flows conflicting with pedestrians must comply with. This in turn leads to the occurrence of traffic delays, which are inevitable under certain traffic conditions. The present study focuses on determining the length of traffic delays when pedestrians cross at a traffic light-regulated intersection in the city of Sofia, Republic of Bulgaria. The intersection was selected due to the high intensity of pedestrian flows established in preliminary random observations, which is provoked by its location. The study includes determining the traffic delays over a period of 12 h with full readings of these indicators for each cycle of the traffic light system during the morning and evening peak periods and with partial readings for 15 min for each cycle in the remaining hours of the study period. The results show the lack of a relationship between the waiting time of vehicles and the number of pedestrians crossing. Such an influence can be sought in the behavior and types of pedestrians and the intervals at which they enter the crosswalk. This study can assist researchers in this field in developing pedestrian crossing models and determining additional measures to increase their safety when crossing light-regulated intersections.
1. Introduction
Pedestrians must cross roadways in a safe manner. When this is done at traffic light-controlled intersections, pedestrians are provided with the necessary safe intervals for their crossing and intervals with a ban on crossing in order to prevent traffic accidents. Some safety measures determine the occurrence of traffic delays due to the fact that vehicles in traffic flows that conflict with crossing pedestrians are obliged to wait for pedestrians to cross at their permissive signal. Studies on this issue have been presented by Nkurunziza et al. [1], who established alarming statistics regarding the observance of obligations by drivers. They distinguished motorcyclists as the most aggressive drivers compared to those of vehicles and buses. Another aspect of safe pedestrian crossing is the behavior of pedestrians during crossing, on which Fu et al., in [2], presented a study in which the authors divided crossing pedestrians into three groups—conservative, ordinary and adventurous, depending on the deviation from their initial trajectory during crossing. This issue is largely related to the magnitude of traffic delays when crossing at a light-regulated intersection. This applies especially to the adventurous pedestrians identified by the authors of [2], who deviate from their initial trajectory by more than 4 m and even go beyond its outlines. The behavior that was observed at the studied intersection and presented in this publication can be the subject of future research in this area. The technical means used by Fu et al. in [2] was impressive; they used an unmanned aerial vehicle to carry out their study. Such approaches to conducting research are being proposed and used more and more often in the field of road traffic, as presented by the authors of [3]. The method used for processing results directly corresponds to the increasing use of such approaches, as presented by Damyanov in [4]. Safe pedestrian crossing requires continuous search for models and solutions to be implemented in this area, an example of which is presented by Evstatiev et al. in [5]. Of particular importance is the width of pedestrian crossings, for which Amin et al. provide appropriate recommendations [6]. Other authors [7] focus on the importance of the length of crossings, which may be a significant factor in crossing and its relationship with the occurrence of accidents. They, in turn, are the subject of research by Savova-Mratsenkova and Palagachev in [8].
Another important aspect of ensuring safe pedestrian crossing and the influence of waiting time for vehicles is related to the possibilities of increasing the throughput capacity of crossing sections [9]. A similar issue is addressed by Vu TU and SANO in [10]. They also consider the increase in delays caused by pedestrians crossing roads, taking into account the influence of the intensity of traffic and pedestrian flow. Delays are a major factor in determining the way pedestrians cross. They are the subject of consideration by various authors [11,12,13] in different crossing conditions, and other authors resort to mathematical modeling methods to optimize the crossing process [14]. Sun et al., in [13], pay attention to pedestrian behavior from the point of view of the possibility of violations being caused by the waiting time for crossing. A similar analysis was also made by Alomari et al. in [15]. Gitelman [16] and Simeunović [17] present the issues of violations and delays in the context of specific traffic conditions when crossing bus routes with priority and the influence on the decision to cross at the end of the road release phase. In this regard, Sharma, in [18], proposes a solution that lets pedestrians cross in order to reduce delays.
One of the important issues in our time was identified by Hashimoto et al. in [19], namely, perception of pedestrian behavior and ensuring their safety in conditions of connected car traffic. The authors consider the case of cars passing through a signalized intersection.
Pedestrian crossings at roundabouts have also been the subject of research by authors such as Distefano in [20]. Studies such as that presented by Mladenov in [21,22] are necessary to develop adequate solutions. In this regard, Sharma, in [23], presents exceptionally well the developments that can ensure the safety of pedestrian crossings and reduce delays and the role of policies in this area.
The type of pedestrian crossing and the corresponding time for slowing down the flow of traffic are major factors that directly affect the environmental pollution from vehicles in areas of the street network where there are intersections and pedestrian crossings. This indicator is considered by different authors in two directions—noise pollution [23,24] and pollution from harmful components in the exhaust gases of vehicles with internal combustion engines [25]. It is determined by the types and amounts of harmful components that are released when vehicles are operating on the spot, which are different from those released during their movement and directly related to the operating modes of internal combustion engines, the type of fuel used and its influence on their parameters [26,27,28].
The different directions of development of the circumstances that are influenced by the pedestrian crossing also determine the different approaches in the goals and methods of studying this process and offering a wide range of solutions related to the various aspects of influence, especially the time needed for pedestrians to cross the roadway, the slowing down of traffic flows, the reduction of travel times and the harmful impact on the environment when vehicles are operating on site.
This manuscript focuses on the study of the time of slowing down of traffic flows when pedestrians cross at a light-regulated, four-lane intersection. The object of study is an intersection in the city of Sofia, which is located in a busy area of the city, near one of the largest universities in the Republic of Bulgaria, a student campus, a polyclinic, restaurants and public transport stops. The goal is to establish the order of the waiting time of vehicles caused by the pedestrian crossing.
2. Materials and Methods
The study of traffic delays caused by pedestrian crossings presented in this manuscript was carried out at the intersection between “8th December” Street and “Acad. Stefan Mladenov” Street in Sofia, Republic of Bulgaria. The traffic organization at the intersection under consideration has two incoming and two outgoing lanes for each of the branches. On each branch, the incoming lanes are mixed, with the right one allowing for straight and right traffic, and the left one allowing for left and straight traffic. The exception is branch 1 where the right incoming lane is only for right-turning traffic. The width of the lanes (in meters) and the traffic organization at the intersection under consideration are shown in Figure 1. For the purposes of the study, the traffic and pedestrian flows were numbered using the method of numbering the individual entrances and exits of the intersection (Figure 1). It was found that traffic passes in three phases, which have constant times for the individual signals. The types and sequences of the individual phases (phase plan) are shown in Figure 2. The intersection is characterized by a high intensity of pedestrian flow, established in preliminary random observations, which also motivated this study. Subsequent results showed the reliability of the preliminary random observations.
2.1. Measurement Methodology
The measurement methodology includes counting the waiting time of vehicles when crossing the intersection in cases where they are held up by pedestrians. This is done for each phase, and the measurement results for each cycle are recorded in a table. The cumulative waiting time of each car in the queue that is held up by pedestrians is counted (for example, the waiting time of the second car in the queue includes the waiting time of the first car and its waiting time after the first car has passed), and the number of pedestrians and vehicles that have passed for each phase is also counted. When performing measurements for the third phase, in addition to the delay caused by pedestrians, the transport delay caused by the need for vehicles turning from the obstructed flows to wait for oncoming vehicles from the same phase is also counted. In this way, a value is also given to the total delay of the turning flows caused by both delaying factors—pedestrians and oncoming vehicles.
2.2. Carrying Out the Measurement
The measurement was conducted in the period from 10 October 2024 to 31 October 31 2024. It was carried out on weekdays—Tuesday, Wednesday and Thursday, which have been proven not to differ significantly in their movement parameters. The study period was from 08:00 to 19:00. The hourly measurements of this period were as follows:
- Recording of waiting times for a period of 1 h for the morning and evening peak periods, from 08:00 to 09:00 and from 18:00 to 19:00.
- Recording of waiting times for 15 consecutive cycles of the traffic light system in the same interval, starting at the 30th minute for each of the remaining hours. The aim was to determine the nature of any change in waiting times in non-peak periods.
3. Results
The results of the study are presented for the individual phases. The results for the peak periods are illustrated in the corresponding tables in the main text and in Appendix A. The results of the measurements for 15 cycles for each hour of the study period during off-peak hours are illustrated in Appendix B.
3.1. Measurement Results for Phase 1
During phase 1, traffic flows 4-1, 4-2 and 4-3 pass. Flow 4-1 is obstructed by pedestrians (Figure 2).
The measurement results for the morning and evening peak periods within the study period are presented in Table 1. The measurement results for 15 cycles for each hour of the study period during off-peak hours are illustrated in Table A1 in Appendix A.
3.2. Measurement Results for Phase 2
During phase 2, traffic flows 2-3, 2-4. 2-1 and 1-2 pass. Flow 2-3 is obstructed by pedestrians (Figure 2).
The measurement results for the morning and evening peak periods within the study period are presented in Table 2. The measurement results for 15 cycles for each hour of the study period during off-peak hours are illustrated in Table A2 in Appendix A.
3.3. Measurement Results for Phase 3
During phase 3, traffic flows 1-2, 1-3, 1-4, 3-2, 3-1 and 3-4 pass. Flow 1-2 and flow 3-4 are obstructed by pedestrians, and flow 1-4 and flow 3-2 are obstructed by pedestrians and oncoming vehicles, which are required to pass (Figure 2).
The results are presented for the individual approaches to the intersection that cross the pedestrian flows that are passed in phase 3.
The measurement results for the morning peak period for pedestrian flows crossing entrance 2 within the study period are presented in Table 3. The measurement results for the evening peak period are presented in Table A3 in Appendix B. The measurement results for 15 cycles for each hour of the study period during off-peak hours are illustrated in Table A4 in Appendix B.
The measurement results for the morning peak period for pedestrian flows crossing Entrance 4 within the study period are presented in Table 4. The measurement results for the evening peak period are presented in Table A5 in Appendix B. The measurement results for 15 cycles for each hour of the study period during off-peak hours are illustrated in Table A6 in Appendix B.
4. Discussion
4.1. Phase 1
The analysis of the results for phase 1 shows that in the morning, not every cycle has pedestrians blocking the passage of vehicles. This happens in about 30% of cases. In the evening peak period, such situations are not observed, and throughout its duration, in every cycle, there is a waiting time for vehicles when pedestrians cross.
It can be seen that during the morning peak period, in 10% of cases, a waiting time for the second car in a queue is observed, without having to wait for the first car. This means that pedestrians arrive after the start of a signal that allows their passage (in cases where there is a waiting time for the first car in the queue, the waiting time for the second car also includes the waiting time for the first).
During a very small part of the morning and evening peak periods, a waiting time for the fourth car in the queue is observed in the absence of waiting second and third vehicles, which indicates the unevenness of the arrival of pedestrians.
The results show that in most cases, the third car in a queue does not have to wait additional time and is not obstructed by pedestrians (with the exception of one cycle in the evening peak period).
It is noticeable that the vehicle dwell time in some cases in the evening peak period is higher than in the morning, which can be explained by the density of pedestrian flows.
The measurements show almost identical values for the intensity of pedestrian traffic in the morning and evening peak periods—420 ped/h in the morning and 429 ped/h in the evening. The intensity of the vehicular flows is different. The number of vehicles passing through the obstructed flow 4-1 in the morning period is higher than in the evening, with 190 veh/h passing during the morning peak period and 160 veh/h passing during the evening.
The results of the measurements for 15 cycles for each hour of the studied period outside of peak hours show data similar to those of the measurements for the morning and evening peak periods. The measured average number of pedestrians crossing in each hour is 178, almost 1/3 the total number of pedestrians crossing during the morning and evening peaks, which is commensurate with the time for 15 cycles. This indicates uniformity of pedestrian traffic during the studied period.
In some of the measurements during the off-peak periods, waiting for the second car is observed, without having to wait for the first. It can be seen that in the time range from 10:00 to 14:00, there is no need to wait for the third and fourth car, which indicates uniformity of pedestrian crossing at the beginning of the green signal. The intensity of the obstructed flow 4-1 is uniform for each of the measurement hours.
It is noteworthy that in the period 15:00–16:00, the delay time has the highest values—16.68 s, compared to the average delay time for each hour, which is 12.13 s. This is due to the high pedestrian intensity in this hour (322 pedestrians in 15 cycles).
The average delay time for vehicles in Phase 1 (Figure 3):
- from 08:00 to 09:00, 10.30 s
- from 18:00 to 19:00, 11.92 s
- from 09:00 to 18:00, 12.13 s
4.2. Phase 2
The results show a relationship similar to that in phase 1 namely that for some of the cases, there is an absence of pedestrians to prevent the passage of vehicles in the morning and evening peak periods. For the morning period, this is observed in 38% of the cases, and for the evening, in 30%. It is noteworthy that in 8% of the measurements for the evening peak period, there is a waiting period for the second car, without having to wait for the first. In the morning peak period, there is no need to for the second, third and fourth car to wait. A waiting period for the third car is also observed in 8% of the evening measurements, and for cycle 16, the absence of the first and second vehicles is noted. The results show that there is no need to for the fourth car in the evening peak period to wait.
The intensity of pedestrian traffic in the morning and evening peak periods is uneven. The difference shows higher values for intensity in the evening peak period, when 414 ped/h passed, and in the morning peak period, when 307 ped/h passed. This is also reflected in the lower number of pedestrians that passed during the individual cycles for the morning peak period in comparison with the evening. In the morning peak period, it is observed that in the middle of the period, the highest number of pedestrians passed—18, while in the evening, the intensity is higher, with 23 pedestrians passing per cycle.
The analysis shows almost identical intensity values for the obstructed flow 2-3. with the difference showing higher values in the evening, when 69 veh/h passed, and in the morning, when 63 veh/h passed.
The intensity of flow 2-4 and flow 2-1 is also identical for the evening and morning peak periods (364 veh/h in the morning and 374 veh/h in the evening for flow 2-4, and 212 veh/h in the morning and 207 veh/h in the evening for flow 2-1). It is noted that for flow 2-1 in the morning period in 30% of cases, the intensity is higher, while in the evening, this percentage decreases to almost half—17%.
The analysis shows a low intensity of flow 1-2, with the intensity being higher in the evening (78 veh/h) compared to the morning peak period (37 veh/h). In the evening peak period, almost 13% of the measurements show the absence of pedestrians to obstruct the passage of vehicles, while in the morning, this value is almost four times higher—45%.
The analysis of the measurement results for 15 cycles for each hour of the studied period during off-peak hours shows that in the interval from 09:00 to 10:00, only 8% of the measurements show a delay for vehicles. This is due to the low intensity of the obstructed flow 2–3, with only six vehicles passing through in 15 cycles. In the remaining measurements, the intensity is almost identical—an average of 35–40 vehicles passing through in 15 cycles. The lower intensity in the interval 17:00–18:00 is noticeable, when 27 vehicles pass in 15 cycles
In some cases, the second car in the queue is held up, without the first having to be held up. It is noticeable that in the interval 12:00–13:00, the delay of vehicles is the highest—15.52 s, which is almost 5 s longer than the average waiting time in this period of time—10.68 s.
The average delay time for vehicles in phase 2 (Figure 4):
- from 08:00 to 09:00 is 7.85 s
- from 09:00 to 18:00 is 10.68 s
- from 18:00 to 19:00 is 8.33 s
4.3. Phase 3
4.3.1. Analysis of Data on Delays Caused by Pedestrians Crossing Entrance 2
The data analysis shows that for flow 1-2 in the morning and evening peak periods, not every cycle has pedestrians to obstruct the passage of vehicles. In the morning period, in 55% of the measurements, the absence of pedestrians to obstruct the passing vehicles is observed, while for the evening period, the value is almost three times lower—18%.
The high intensity of the obstructed flow 1-2 is observed in the evening peak period, when 78 veh/h pass. During the morning peak period, almost two times fewer vehicles passed—37 veh/h. For flow 1-2 in the morning and evening periods, there is no delay for the third and fourth vehicles.
It is noticeable that in some cases, the reported delay time for flow 1-2 is significantly higher than the average reported time. This is observed in cycle 16 (24.16 s with an average time of 13.01 s) for the morning peak period and in cycle 27 (31.01 s with an average time of 14.64 s) for the evening peak period.
The analysis shows a higher intensity of pedestrian traffic for branch 2 in the evening period, during which 592 ped/h pass, compared to the morning, when the intensity is much lower—386 ped/h.
The results for the other retained flow 3-2 show that in 13% of the cases, the absence of pedestrians to obstruct the passage of vehicles is observed. As for the second car in the morning period, the absence of pedestrians to obstruct the vehicles is observed in 90% of the cycles. In the evening period, a lower result is observed in 68% of the measurements. The small difference in intensity for flow 3-2 is striking: the results show almost identical values of 94 ped/h in the evening peak period and 86 ped/h in the morning peak period.
Analysis of the data of flow 3-2 for vehicles delayed (from flow 1-3) in the morning and evening peak periods shows that, in only 10% of the measurements in the morning period, car delays are observed, and in the evening, in 15%. The number of delayed vehicles in the evening is higher—11 vehicles per hour, and in the morning, it is almost twice lower—six vehicles per hour. The delayed flow 1-3 has a higher intensity in the morning—136 veh/h, and in the evening, it is 87 veh/h.
4.3.2. Analysis of Data on Delays Caused by Pedestrians Crossing Entrance 4
The analysis shows that in the morning peak period in 68% of cases for flow 3-4, the absence of pedestrians to obstruct the passage of vehicles is observed. In the evening peak period, this is observed in 30% of the measurements. This can be attributed to the higher intensity of the pedestrian flow in the evening period, when 354 ped/h passed compared to the morning—320 ped/h, despite the minimal difference. The intensity of car traffic is the opposite, as the results show higher values in the morning—126 vehicles per hour, compared to the evening—119 vehicles per hour. It is noteworthy that the longest recorded delay time of 19.98 s in the morning peak period for flow 3-4 is not when the most pedestrians passed in one cycle, which occurs in cycle 27 (21 pedestrians), when no car delay was recorded. The average number of pedestrians passing in the morning period is eight pedestrians per cycle.
In turn, the highest pedestrian intensity at the beginning of the evening period, when 24 pedestrians pass per cycle, provokes the highest delay for vehicles, of 23.7 s, with an average of 14.35 s.
For the other flow 1-4 obstructed by pedestrians, it is noted that in 18% of cases in the morning peak period, there are no pedestrians, and in the evening, this is observed in 10% of the measurements. Delays for a second car from flow 1-4 in the morning period are not observed in 75% of the cases, and for the evening, in 83% of the measurements. It is noteworthy that in one of the cases, a delay was recorded for the fifth car for flow 1-4.
The average time for pedestrians to stop traffic on flow 1-4 is 13 s for the morning period and 13.88 s for the evening. It is noteworthy that in about 8% of the measurements for pedestrian stops for the first vehicle from flow 1-4, the average stop time in the morning period is over 20 s, which in one case is over 10 s longer than the average recorded time of 16.58 s. In the evening period, the same phenomenon is observed in about 10% of cases. The intensity of vehicles in the morning is 181 veh/h, and in the evening—165 veh/h. Measurements for vehicles from flow 1-4 stopped because of other vehicles (from flow 3-1) show that such is observed in 38% of cases in the morning period and in 28% in the evening period. The low percentage of vehicles stopped due to other vehicles compared to vehicles stopped by pedestrians is due to the high pedestrian intensity, which impedes the passing flows. The intensity of flow 3-1 in the morning period is 217 veh/h. The intensity in the evening peak period is almost two times lower—90 veh/h
The analysis of the measurement results for 15 cycles for each hour of the studied period during off-peak hours shows that not every cycle has pedestrians or vehicles that impede the passage of vehicles for flows 3-4, 1-4, 1-2 and 3-2. The measurements also show the low intensity of pedestrian traffic in the period 09:00–10:00 for branches 2 and 4, as the number of obstructed vehicles is lower. It can be seen that the intensity of pedestrian traffic increases in the afternoon hours.
5. Conclusions and Further Work
The presented study can serve as a good basis for teams working in the field of traffic delays and methods for their reduction. It can be assumed that the data for intersections with a similar configuration and intensity of traffic and pedestrian flows will be similar in terms of the values for delays of vehicles caused by crossing pedestrians and in individual cases, depending on the sequence of passing traffic and pedestrian flows, and in terms of the values for delays caused by the obligation of one group of vehicles to wait for the passage of another.
The results achieved show that the number of crossing pedestrians does not always affect the magnitude of the traffic delay. For this, it is necessary to look for other subjective factors, which some of the authors cited in the introduction talk about and take into account as part of the nature and manner of passage of different traffic participants through an intersection. In this case, it is necessary to pay attention to the delays caused by each of the waiting vehicles in a queue, which will allow for the formation of a comprehensive view of this indicator. It is necessary to take into account that the time of day sometimes does not have a strong enough influence on the generated traffic delays. Given the reported and analyzed results, the authors plan to devote some of their future work to taking into account and determining the dependencies of these factors and exploring other options that are considered to improve the passage through the intersection in question in order to reduce the delays caused by crossing pedestrians, as follows:
- Evaluation of a variant with a phase plan that provides for the passage of left-turning flows in a separate phase;
- Adjusting the traffic light system in real time, according to the needs of individual transport and pedestrian flows;
- Introducing separate pedestrian phases when increasing the intensity of pedestrian traffic;
- Separating pedestrian and vehicle traffic through pedestrian overpasses or underpasses.
Author Contributions
All authors worked equally to achieve the results presented in this publication. Conceptualization, D.S., T.V., L.L. and M.M.; methodology, D.S., T.V., L.L. and M.M.; formal analysis, D.S., T.V., L.L. and M.M.; investigation, D.S., T.V., L.L. and M.M.; writing—original draft preparation, D.S. and T.V.; writing—review and editing, L.L. and M.M.; visualization, D.S. All authors have read and agreed to the published version of the manuscript.
Funding
This research received no external funding.
Institutional Review Board Statement
Not applicable.
Informed Consent Statement
Not applicable.
Data Availability Statement
Data are contained within the article.
Acknowledgments
The authors would like to thank the Research and Development Sector at the Technical University of Sofia for the financial support. The authors would like to extend thanks also to Iva Grancharova, from Technical university of Sofia, for her supporting role for the investigation.
Conflicts of Interest
The authors declare no conflicts of interest.
Appendix A
Measurement results for 15 cycles for each hour of the study period during off-peak hours for Phase 1 and Phase 2.
Table A1.
Data for 15 cycles for each hour of the study period during off-peak hours—Phase 1 *.
| № | WT | PP | VP | TVPC | WT | PP | VP | TVPC | ||||||||||
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| 1st | 2nd | 3rd | 4th | 4-1 | 4-2 | 4-3 | 1st | 2nd | 3rd | 4th | 4-1 | 4-2 | 4-3 | |||||
| 09:00–10:00 | 10:00–11:00 | |||||||||||||||||
| 1 | 14.84 | 19.76 | 27 | 4 | 6 | 10 | 10.04 | 9 | 3 | 4 | 1 | 8 | ||||||
| 2 | 7.88 | 5 | 4 | 8 | 12 | 5.59 | 10 | 2 | 8 | 2 | 12 | |||||||
| 3 | 14.84 | 8 | 2 | 7 | 1 | 10 | 12.53 | 9 | 6 | 9 | 1 | 16 | ||||||
| 4 | 13.18 | 7 | 3 | 5 | 8 | 13.71 | 13 | 5 | 8 | 0 | 13 | |||||||
| 5 | 6.86 | 5 | 5 | 6 | 11 | 17.77 | 27 | 3 | 9 | 0 | 12 | |||||||
| 6 | 11.31 | 18.79 | 9 | 4 | 9 | 13 | 17.89 | 15 | 3 | 9 | 12 | |||||||
| 7 | 15.18 | 5 | 5 | 7 | 2 | 14 | 4.81 | 5 | 4 | 14 | 1 | 19 | ||||||
| 8 | 8.64 | 1 | 8 | 4 | 12 | 13.64 | 10 | 4 | 8 | 12 | ||||||||
| 9 | 0 | 15.21 | 14 | 6 | 5 | 1 | 12 | 22.87 | 30 | 2 | 11 | 13 | ||||||
| 10 | 0 | 10.96 | 2 | 4 | 8 | 12 | 7.75 | 11 | 4 | 5 | 9 | |||||||
| 11 | 10.9 | 5 | 7 | 4 | 11 | 17.71 | 28 | 4 | 8 | 12 | ||||||||
| 12 | 10.19 | 8 | 4 | 3 | 1 | 8 | 10.65 | 6 | 7 | 8 | 2 | 17 | ||||||
| 13 | 8.36 | 17.2 | 8 | 4 | 7 | 11 | 5.86 | 13.87 | 8 | 3 | 8 | 1 | 12 | |||||
| 14 | 10.5 | 10 | 3 | 6 | 9 | 11.83 | 9 | 4 | 5 | 1 | 10 | |||||||
| 15 | 5.8 | 4 | 5 | 5 | 3 | 13 | 21.3 | 33 | 4 | 10 | 14 | |||||||
| 11:00–12:00 | 12:00–13:00 | |||||||||||||||||
| 1 | 5.33 | 2 | 6 | 11 | 1 | 18 | 9.72 | 25 | 3 | 5 | 1 | 9 | ||||||
| 2 | 3.23 | 2 | 7 | 7 | 14 | 11.72 | 15.41 | 15 | 3 | 8 | 2 | 13 | ||||||
| 3 | 9.73 | 7 | 5 | 4 | 1 | 10 | 13.8 | 16 | 4 | 8 | 12 | |||||||
| 4 | 5.66 | 7 | 3 | 5 | 1 | 9 | 14.87 | 12 | 3 | 9 | 12 | |||||||
| 5 | 11.59 | 10 | 3 | 10 | 13 | 4.75 | 15.65 | 25 | 6 | 10 | 3 | 19 | ||||||
| 6 | 12.28 | 15 | 1 | 7 | 1 | 9 | 16.14 | 23 | 6 | 8 | 1 | 15 | ||||||
| 7 | 13.77 | 11 | 3 | 9 | 1 | 13 | 14.9 | 13 | 5 | 11 | 1 | 17 | ||||||
| 8 | 13.4 | 7 | 4 | 8 | 1 | 13 | 12.48 | 15 | 4 | 10 | 0 | 14 | ||||||
| 9 | 6.99 | 2 | 6 | 10 | 2 | 18 | 20.46 | 33 | 4 | 8 | 12 | |||||||
| 10 | 6.39 | 10 | 4 | 7 | 1 | 12 | 11.22 | 16 | 6 | 6 | 2 | 14 | ||||||
| 11 | 2.4 | 2 | 6 | 8 | 1 | 15 | 15.83 | 19 | 4 | 8 | 1 | 13 | ||||||
| 12 | 13.27 | 16 | 4 | 9 | 1 | 14 | 14.92 | 18 | 5 | 8 | 1 | 14 | ||||||
| 13 | 9.94 | 4 | 6 | 9 | 15 | 13.44 | 12 | 4 | 11 | 0 | 15 | |||||||
| 14 | 6 | 2 | 7 | 8 | 15 | 21.86 | 34 | 2 | 11 | 1 | 14 | |||||||
| 15 | 4.93 | 3 | 5 | 5 | 4.99 | 12.09 | 10 | 5 | 9 | 1 | 15 | |||||||
| 13:00–14:00 | 14:00–15:00 | |||||||||||||||||
| 1 | 1.66 | 9.99 | 10 | 6 | 10 | 16 | 13.05 | 21 | 5 | 10 | 15 | |||||||
| 2 | 8.79 | 12.89 | 16 | 4 | 9 | 1 | 14 | 16.53 | 26 | 4 | 9 | 13 | ||||||
| 3 | 11.28 | 14 | 6 | 7 | 2 | 15 | 17.4 | 23 | 4 | 9 | 13 | |||||||
| 4 | 16.4 | 21 | 3 | 9 | 2 | 14 | 18.28 | 22.78 | 20 | 5 | 8 | 1 | 14 | |||||
| 5 | 18.89 | 30 | 3 | 8 | 2 | 13 | 18.45 | 28 | 4 | 8 | 2 | 14 | ||||||
| 6 | 12.03 | 7 | 5 | 9 | 14 | 12.92 | 11 | 5 | 9 | 14 | ||||||||
| 7 | 13.46 | 13 | 4 | 5 | 2 | 11 | 17.73 | 13 | 5 | 8 | 13 | |||||||
| 8 | 0 | 13.13 | 5 | 6 | 10 | 16 | 14.45 | 16 | 6 | 7 | 13 | |||||||
| 9 | 13.46 | 8 | 6 | 6 | 2 | 14 | 18.07 | 38 | 4 | 11 | 1 | 16 | ||||||
| 10 | 10.7 | 10 | 6 | 8 | 1 | 15 | 14 | 17 | 5 | 10 | 15 | |||||||
| 11 | 10.18 | 8 | 6 | 9 | 1 | 16 | 13.61 | 11 | 3 | 13 | 1 | 17 | ||||||
| 12 | 10.66 | 11 | 6 | 6 | 12 | 16.96 | 25 | 4 | 9 | 13 | ||||||||
| 13 | 15.05 | 17 | 3 | 10 | 13 | 16.5 | 15 | 5 | 11 | 16 | ||||||||
| 14 | 7.02 | 10 | 4 | 11 | 1 | 16 | 18.91 | 23 | 2 | 12 | 14 | |||||||
| 15 | 4.02 | 3.25 | 2 | 4 | 8 | 1 | 13 | 17.18 | 35 | 3 | 9 | 12 | ||||||
| 15:00–16:00 | 16:00–17:00 | |||||||||||||||||
| 1 | 9.46 | 5 | 6 | 10 | 1 | 17 | 14.22 | 11 | 3 | 10 | 13 | |||||||
| 2 | 9.08 | 12 | 6 | 8 | 1 | 15 | 13.69 | 10 | 4 | 9 | 13 | |||||||
| 3 | 18.28 | 20.77 | 23 | 4 | 9 | 1 | 14 | 3.05 | 11.61 | 5 | 5 | 9 | 1 | 15 | ||||
| 4 | 16.46 | 20 | 3 | 11 | 14 | 22.04 | 24 | 3 | 10 | 13 | ||||||||
| 5 | 17.35 | 18 | 4 | 11 | 15 | 14.97 | 12 | 4 | 7 | 2 | 13 | |||||||
| 6 | 6.89 | 6.75 | 8 | 5 | 8 | 1 | 14 | 8.61 | 7 | 5 | 10 | 15 | ||||||
| 7 | 10.58 | 6 | 5 | 10 | 15 | 2.83 | 5 | 5 | 11 | 1 | 17 | |||||||
| 8 | 9.65 | 11 | 3 | 10 | 13 | 11.24 | 15 | 7 | 7 | 1 | 15 | |||||||
| 9 | 17.32 | 28 | 4 | 9 | 13 | 11.91 | 13 | 4 | 8 | 2 | 14 | |||||||
| 10 | 12.28 | 14 | 4 | 10 | 14 | 13.77 | 18 | 4 | 6 | 2 | 12 | |||||||
| 11 | 12.3 | 8 | 4 | 9 | 13 | 11.82 | 17 | 5 | 4 | 1 | 10 | |||||||
| 12 | 13.59 | 9 | 3 | 10 | 1 | 14 | 16.54 | 13 | 4 | 6 | 2 | 12 | ||||||
| 13 | 7.9 | 6.24 | 16 | 6 | 8 | 1 | 15 | 12.84 | 15.89 | 11 | 3 | 8 | 1 | 12 | ||||
| 14 | 20.02 | 20 | 3 | 2 | 3 | 8 | 10.71 | 15 | 8 | 8 | 1 | 17 | ||||||
| 15 | 10.52 | 14.74 | 10 | 3 | 7 | 2 | 12 | 12.8 | 14 | 4 | 11 | 15 | ||||||
| 17:00–18:00 | ||||||||||||||||||
| 1 | 5.43 | 7 | 2 | 6 | 6 | 2 | 8 | |||||||||||
| 2 | 5 | 0 | 3 | 3 | 4 | 5 | ||||||||||||
| 3 | 7.5 | 8 | 0 | 7 | 7 | 4 | 4 | |||||||||||
| 4 | 2.89 | 1 | 2 | 11 | 11 | 4 | 3 | |||||||||||
| 5 | 4 | 0 | 8 | 8 | 5 | 5 | ||||||||||||
| 6 | 9 | 0 | 11 | 11 | 2 | 7 | ||||||||||||
| 7 | 3 | 0 | 10 | 10 | 4 | 6 | ||||||||||||
| 8 | 2 | 0 | 9 | 9 | 5 | 5 | ||||||||||||
| 9 | 4 | 1 | 4 | 4 | 2 | 3 | ||||||||||||
| 10 | 2 | 0 | 8 | 8 | 5 | 2 | ||||||||||||
| 11 | 7 | - | 3 | 3 | 4 | 5 | ||||||||||||
| 12 | 3 | 0 | 7 | 7 | 3 | 4 | ||||||||||||
| 13 | 4 | 1 | 6 | 6 | 4 | 5 | ||||||||||||
| 14 | 7 | 0 | 8 | 8 | 5 | 4 | ||||||||||||
| 15 | 5 | 0 | 4 | 4 | 2 | 7 | ||||||||||||
* The notations are as shown in the footer of Table 1.
Table A2.
Data for 15 cycles for each hour of the study period during off-peak hours—Phase 2 *.
| № | WT | PP | VP | TVPC | WT | PP | VP | TVPC | ||||||||||||
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| 1st | 2nd | 3rd | 4th | 2-3 | 2-4 | 2-1 | 1-2 | 1st | 2nd | 3rd | 4th | 2-3 | 2-4 | 2-1 | 1-2 | |||||
| 09:00–10:00 | 10:00–11:00 | |||||||||||||||||||
| 1 | 5.43 | 7 | 2 | 6 | 2 | 8 | 16 | 13 | 21 | 3 | 7 | 4 | 2 | 16 | ||||||
| 2 | 5 | 0 | 3 | 4 | 5 | 12 | 15 | 0 | 8 | 7 | 1 | 16 | ||||||||
| 3 | 7.5 | 8 | 0 | 7 | 4 | 4 | 15 | 8 | 1 | 8 | 6 | 0 | 15 | |||||||
| 4 | 2.89 | 1 | 2 | 11 | 4 | 3 | 18 | 7.63 | 11 | 1 | 2 | 3 | 2 | 8 | ||||||
| 5 | 4 | 0 | 8 | 5 | 5 | 18 | 15.39 | 12 | 4 | 5 | 1 | 2 | 12 | |||||||
| 6 | 9 | 0 | 11 | 2 | 7 | 20 | 6.52 | 11.66 | 18 | 3 | 4 | 4 | 1 | 12 | ||||||
| 7 | 3 | 0 | 10 | 4 | 6 | 20 | 10.42 | 15 | 2 | 6 | 4 | 0 | 12 | |||||||
| 8 | 2 | 0 | 9 | 5 | 5 | 19 | 10.64 | 12 | 3 | 11 | 1 | 2 | 17 | |||||||
| 9 | 4 | 1 | 4 | 2 | 3 | 9 | 14.66 | 17 | 3 | 3 | 5 | 0 | 11 | |||||||
| 10 | 2 | 0 | 8 | 5 | 2 | 15 | 12.47 | 18 | 2 | 6 | 6 | 1 | 15 | |||||||
| 11 | 7 | - | 3 | 4 | 5 | 12 | 0 | 12 | 2 | 9 | 4 | 1 | 16 | |||||||
| 12 | 3 | 0 | 7 | 3 | 4 | 14 | 15.03 | 16 | 1 | 4 | 5 | 0 | 10 | |||||||
| 13 | 4 | 1 | 6 | 4 | 5 | 15 | 11.3 | 14 | 3 | 8 | 4 | 2 | 17 | |||||||
| 14 | 7 | 0 | 8 | 5 | 4 | 17 | 15.94 | 19.24 | 22 | 2 | 5 | 5 | 1 | 13 | ||||||
| 15 | 5 | 0 | 4 | 2 | 7 | 13 | 4.52 | 7.03 | 15 | 3 | 7 | 3 | 1 | 14 | ||||||
| 11:00–12:00 | 12:00–13:00 | |||||||||||||||||||
| 1 | 10.64 | 5.45 | 12 | 3 | 8 | 4 | 2 | 17 | 18.45 | 14 | 3 | 7 | 3 | 5 | 18 | |||||
| 2 | 12.63 | 14 | 2 | 9 | 4 | 1 | 16 | 13.07 | 17 | 3 | 8 | 9 | 3 | 23 | ||||||
| 3 | 11.4 | 13.4 | 7 | 3 | 8 | 5 | 1 | 17 | 21 | 4 | 6 | 5 | 3 | 18 | ||||||
| 4 | 3.16 | 5 | 2 | 12 | 3 | 2 | 19 | 18.15 | 17 | 3 | 7 | 8 | 2 | 20 | ||||||
| 5 | 17.79 | 13 | 2 | 6 | 3 | 1 | 12 | 14.24 | 13 | 3 | 6 | 3 | 0 | 12 | ||||||
| 6 | 8.3 | 8 | 2 | 12 | 3 | 0 | 17 | 14.58 | 22 | 2 | 7 | 4 | 3 | 16 | ||||||
| 7 | 12.75 | 11 | 3 | 10 | 3 | 4 | 20 | 21.78 | 19 | 3 | 1 | 8 | 4 | 16 | ||||||
| 8 | 6.69 | 4 | 3 | 7 | 4 | 1 | 15 | 7.66 | 7 | 3 | 6 | 6 | 3 | 18 | ||||||
| 9 | 8.69 | 8 | 3 | 8 | 5 | 0 | 16 | 10.18 | 15 | 2 | 10 | 6 | 5 | 23 | ||||||
| 10 | 11.23 | 5 | 3 | 8 | 3 | 0 | 14 | 20 | 0 | 10 | 7 | 4 | 21 | |||||||
| 11 | 10.64 | 7 | 5 | 7 | 4 | 0 | 16 | 20.58 | 20 | 2 | 10 | 1 | 1 | 14 | ||||||
| 12 | 0 | 8 | 1 | 8 | 6 | 0 | 15 | 14.71 | 15 | 4 | 6 | 3 | 0 | 13 | ||||||
| 13 | 6 | 3 | 6 | 4 | 1 | 14 | 21.94 | 28 | 3 | 8 | 4 | 0 | 15 | |||||||
| 14 | 5.86 | 5 | 3 | 7 | 8 | 2 | 20 | 13.26 | 15.25 | 10 | 2 | 9 | 3 | 1 | 15 | |||||
| 15 | 14.37 | 11 | 2 | 1 | 3 | 13.38 | 13 | 3 | 8 | 6 | 2 | 19 | ||||||||
| 13:00–14:00 | 14:00–15:00 | |||||||||||||||||||
| 1 | 16.62 | 21 | 3 | 7 | 4 | 1 | 15 | 8.87 | 10 | 2 | 9 | 5 | 2 | 18 | ||||||
| 2 | 5.88 | 15.93 | 15 | 3 | 6 | 4 | 0 | 13 | 18.09 | 25 | 2 | 9 | 3 | 1 | 15 | |||||
| 3 | 0.45 | 10 | 2 | 13 | 7 | 0 | 22 | 6.57 | 15 | 2 | 8 | 4 | 2 | 16 | ||||||
| 4 | 7.4 | 9 | 1 | 10 | 5 | 2 | 18 | 16.42 | 23 | 1 | 13 | 4 | 0 | 18 | ||||||
| 5 | 5.46 | 17 | 2 | 7 | 5 | 2 | 16 | 11.28 | 13.48 | 12 | 3 | 4 | 6 | 2 | 15 | |||||
| 6 | 8.01 | 6 | 1 | 10 | 6 | 0 | 17 | 16.04 | 18 | 4 | 10 | 2 | 16 | |||||||
| 7 | 13.41 | 18 | 2 | 4 | 8 | 2 | 16 | 15.05 | 20 | 2 | 14 | 16 | ||||||||
| 8 | 11 | 2 | 10 | 5 | 1 | 18 | 5.33 | 13 | 3 | 8 | 5 | 2 | 18 | |||||||
| 9 | 12.75 | 9 | 3 | 6 | 3 | 1 | 13 | 10.2 | 8 | 1 | 6 | 4 | 1 | 12 | ||||||
| 10 | 19 | 1 | 13 | 4 | 2 | 20 | 11.43 | 14.46 | 11 | 2 | 10 | 1 | 13 | |||||||
| 11 | 15.15 | 15 | 4 | 8 | 2 | 1 | 15 | 12.67 | 8 | 5 | 8 | 2 | 15 | |||||||
| 12 | 14.40 | 16 | 3 | 3 | 4 | 2 | 12 | 8.21 | 6 | 4 | 10 | 3 | 2 | 19 | ||||||
| 13 | 10.71 | 19 | 3 | 7 | 3 | 1 | 14 | 1 | 1 | 5 | 8 | 4 | 1 | 18 | ||||||
| 14 | 18.59 | 25 | 9 | 3 | 0 | 12 | 8.44 | 12.92 | 16 | 4 | 7 | 2 | 2 | 15 | ||||||
| 15 | 16.71 | 27 | 4 | 8 | 3 | 2 | 17 | 8.69 | 12.54 | 5 | 2 | 6 | 4 | 2 | 14 | |||||
| 15:00–16:00 | 16:00–17:00 | |||||||||||||||||||
| 1 | 5.14 | 16 | 3 | 6 | 5 | 0 | 14 | 6.24 | 6 | 4 | 10 | 5 | 1 | 20 | ||||||
| 2 | 12 | 1 | 8 | 5 | 0 | 14 | 4.4 | 15 | 3 | 12 | 3 | 2 | 20 | |||||||
| 3 | 15.45 | 15 | 3 | 5 | 7 | 2 | 17 | 14.16 | 8 | 4 | 9 | 4 | 2 | 19 | ||||||
| 4 | 12.68 | 19 | 2 | 11 | 4 | 2 | 19 | 8.62 | 6 | 3 | 6 | 5 | 0 | 14 | ||||||
| 5 | 10.51 | 12 | 2 | 8 | 6 | 3 | 19 | 18.57 | 16 | 2 | 6 | 5 | 1 | 14 | ||||||
| 6 | 15.56 | 13 | 3 | 13 | 4 | 2 | 22 | 9.26 | 6 | 4 | 4 | 1 | 1 | 10 | ||||||
| 7 | 11.56 | 16 | 3 | 5 | 7 | 2 | 17 | 9 | 2 | 14 | 7 | 2 | 25 | |||||||
| 8 | 7.7 | 14 | 1 | 7 | 3 | 1 | 12 | 4.56 | 10.91 | 12 | 2 | 8 | 6 | 0 | 16 | |||||
| 9 | 17.39 | 21 | 2 | 6 | 8 | 1 | 17 | 8 | 2 | 13 | 2 | 1 | 18 | |||||||
| 10 | 14 | 1 | 9 | 4 | 1 | 15 | 17.9 | 16 | 1 | 6 | 5 | 3 | 15 | |||||||
| 11 | 8.29 | 16 | 2 | 7 | 6 | 2 | 17 | 8.02 | 6 | 4 | 7 | 9 | 2 | 22 | ||||||
| 12 | 12.15 | 21 | 3 | 6 | 5 | 2 | 16 | 5.2 | 8 | 3 | 4 | 9 | 2 | 18 | ||||||
| 13 | 16.67 | 18 | 3 | 2 | 8 | 1 | 14 | 10.32 | 10 | 3 | 10 | 6 | 1 | 20 | ||||||
| 14 | 10.6 | 11 | 1 | 12 | 9 | 1 | 23 | 4.55 | 11 | 1 | 9 | 2 | 1 | 13 | ||||||
| 15 | 13.12 | 16 | 2 | 9 | 8 | 2 | 21 | 7 | 1 | 12 | 2 | 0 | 15 | |||||||
| 17:00–18:00 | ||||||||||||||||||||
| 1 | 10.51 | 16 | 3 | 6 | 4 | 1 | 14 | |||||||||||||
| 2 | 16.73 | 25 | 2 | 6 | 5 | 3 | 16 | |||||||||||||
| 3 | 9.05 | 12 | 3 | 3 | 7 | 0 | 13 | |||||||||||||
| 4 | 16 | 0 | 6 | 12 | 1 | 19 | ||||||||||||||
| 5 | 14.98 | 15 | 2 | 11 | 7 | 1 | 21 | |||||||||||||
| 6 | 25.23 | 20 | 2 | 11 | 1 | 1 | 15 | |||||||||||||
| 7 | 16.14 | 15 | 1 | 7 | 10 | 1 | 19 | |||||||||||||
| 8 | 18 | 1 | 14 | 6 | 1 | 22 | ||||||||||||||
| 9 | 14.57 | 15 | 2 | 12 | 4 | 0 | 18 | |||||||||||||
| 10 | 9.78 | 13.08 | 17 | 1 | 11 | 3 | 1 | 16 | ||||||||||||
| 11 | 17.02 | 22 | 2 | 9 | 3 | 1 | 15 | |||||||||||||
| 12 | 3.46 | 5 | 7 | 2 | 11 | 6 | 1 | 20 | ||||||||||||
| 13 | 10.65 | 16 | 3 | 7 | 8 | 2 | 20 | |||||||||||||
| 14 | 10.82 | 12 | 2 | 9 | 3 | 0 | 14 | |||||||||||||
| 15 | 5.78 | 21 | 1 | 14 | 2 | 1 | 18 | |||||||||||||
* The notations are as shown in the footer of Table 2.
Appendix B
Results of the evening peak period study for pedestrian flows crossing Entrance 2 and Entrance 4, and for 15 cycles for each hour of the study period during off-peak hours for Phase 3.
Table A3.
Data for the period 18:00–19:00 for pedestrian flows crossing Entrance 2—Phase 3 *.
| № | WT 1-2 | PP | VP 1-2 | WT 3-2 | VP 3-2 | WTV 3-2 | VPV 3-2 | VP 1-3 | TVPC | |||||
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| 1st | 2nd | 3rd | 1st | 2nd | 3rd | 1st | 2nd | |||||||
| 1 | 18.47 | 24 | 2 | 21.01 | 23.49 | 3 | 4 | 9 | ||||||
| 2 | 11.49 | 10.56 | 14 | 2 | 14.97 | 2 | 4 | |||||||
| 3 | 13 | 0 | 14.92 | 3 | 6 | 9 | ||||||||
| 4 | 11.55 | 17 | 3 | 12.9 | 29.82 | 3 | 6 | |||||||
| 5 | 6.78 | 15 | 2 | 6.47 | 12.62 | 3 | 5 | 10 | ||||||
| 6 | 13.27 | 18 | 2 | 16.1 | 3 | 5 | ||||||||
| 7 | 17.53 | 11 | 3 | 17.53 | 3 | 6 | 12 | |||||||
| 8 | 5.2 | 12 | 4 | 29.8 | 3 | 7 | ||||||||
| 9 | 8.86 | 9 | 3 | 12.49 | 2 | 3 | 8 | |||||||
| 10 | 15.37 | 17 | 3 | 30.75 | 4 | 7 | ||||||||
| 11 | 12.8 | 8 | 3 | 12.8 | 16.22 | 3 | 3 | 9 | ||||||
| 12 | 16.95 | 15 | 2 | 16.95 | 25.3 | 4 | 6 | |||||||
| 13 | 21.2 | 17 | 3 | 10.51 | 24.79 | 2 | 7 | 12 | ||||||
| 14 | 20.68 | 21 | 2 | 32.5 | 2 | 4 | ||||||||
| 15 | 14.85 | 5 | 1 | 28.3 | 2 | 6 | 9 | |||||||
| 16 | 14.32 | 19 | 3 | 10.85 | 2 | 5 | ||||||||
| 17 | 10 | 2 | 10.58 | 3 | 3 | 8 | ||||||||
| 18 | 13.15 | 7 | 3 | 18.98 | 30.01 | 2 | 5 | |||||||
| 19 | 21 | 0 | 16.47 | 1 | 4 | 5 | ||||||||
| 20 | 11.19 | 13 | 1 | 14.53 | 1 | 2 | ||||||||
| 21 | 13.65 | 16 | 1 | 16.22 | 20.32 | 4 | 4 | 9 | ||||||
| 22 | 14.05 | 19 | 3 | 26 | 3 | 6 | ||||||||
| 23 | 9.78 | 15.68 | 9 | 2 | 11.88 | 4 | 6 | 12 | ||||||
| 24 | 14 | 0 | 12.21 | 19.52 | 4 | 4 | ||||||||
| 25 | 16.67 | 13 | 2 | 10.46 | 21.67 | 23.03 | 3 | 4 | 9 | |||||
| 26 | 17.21 | 25 | 5 | 34.04 | 2 | 7 | ||||||||
| 27 | 31.01 | 17 | 3 | 21.96 | 4 | 4 | 11 | |||||||
| 28 | 11.79 | 13 | 2 | 25.62 | 1 | 3 | ||||||||
| 29 | 18.83 | 16 | 2 | 14.57 | 3 | 5 | 10 | |||||||
| 30 | 11 | 0 | 13.39 | 2 | 2 | |||||||||
| 31 | 26 | 0 | 19.59 | 2 | 27.35 | 1 | 6 | 9 | ||||||
| 32 | 10.06 | 13 | 1 | 0 | 1 | |||||||||
| 33 | 16 | 1 | 11.27 | 14.49 | 2 | 4 | 7 | |||||||
| 34 | 12.48 | 15 | 2 | 9.08 | 2 | 4 | ||||||||
| 35 | 16.41 | 17 | 1 | 12.15 | 1 | 3 | 5 | |||||||
| 36 | 10.11 | 12 | 1 | 13.43 | 19.97 | 3 | 4 | |||||||
| 37 | 14.6 | 11 | 2 | 19.46 | 3 | 4 | 9 | |||||||
| 38 | 19.63 | 13 | 2 | 16.56 | 3 | 5 | ||||||||
| 39 | 17 | 14 | 2 | 20.62 | 2 | 30.48 | 1 | 5 | ||||||
| 40 | 19.38 | 16 | 2 | 7.57 | 24.85 | 4 | 6 | |||||||
| Total: | 592 | 78 | 94 | 11 | 87 | 270 | 592 | 78 | ||||||
* The notations are as shown in the footer of Table 3.
Table A4.
Data for 15 cycles for each hour of the study period during off-peak hours, for pedestrians crossing Entrance 2—Phase 3 *.
Table A4.
Data for 15 cycles for each hour of the study period during off-peak hours, for pedestrians crossing Entrance 2—Phase 3 *.
| № | WT 1-2 | PP | VP 1-2 | WT 3-2 | VP 3-2 | WTV 3-2 | VPV 3-2 | VP 1-3 | TVPC | |||||
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| 1st | 2nd | 3rd | 1st | 2nd | 3rd | 1st | 2nd | |||||||
| 09:00–10:00 | ||||||||||||||
| 1 | 12.59 | 6 | 8 | 5.53 | 2 | 11.41 | 1 | 1 | 12 | |||||
| 2 | 11 | 5 | 10.15 | 2 | 2 | 9 | ||||||||
| 3 | 4 | 4 | 14.56 | 3 | 18.04 | 1 | 3 | 11 | ||||||
| 4 | 11.26 | 4 | 3 | 11.52 | 3 | 7 | 13 | |||||||
| 5 | 13.93 | 8 | 5 | 6.78 | 2 | 1 | 8 | |||||||
| 6 | 3 | 7 | 7.13 | 4 | 0 | 11 | ||||||||
| 7 | 4 | 6 | 9.63 | 2 | 2 | 10 | ||||||||
| 8 | 11 | 5 | 6.73 | 2 | 10.94 | 1 | 3 | 11 | ||||||
| 9 | 2 | 3 | 24.69 | 2 | 4 | 9 | ||||||||
| 10 | 25.21 | 8 | 2 | 9.56 | 1 | 2 | 5 | |||||||
| 11 | 5.12 | 7 | 5 | 8.01 | 1 | 1 | 7 | |||||||
| 12 | 7.01 | 1 | 4 | 23.24 | 4 | 0 | 8 | |||||||
| 13 | 9 | 5 | 10.45 | 3 | 4 | 12 | ||||||||
| 14 | 7.94 | 9 | 4 | 11.15 | 2 | 3 | 9 | |||||||
| 15 | 6 | 7 | 15.58 | 4 | 4 | 15 | ||||||||
| 10:00–11:00 | ||||||||||||||
| 1 | 16.48 | 12 | 2 | 16.48 | 2 | 2 | 6 | |||||||
| 2 | 5.8 | 14 | 1 | 0 | 1 | 5 | 7 | |||||||
| 3 | 7 | 0 | 3 | 3 | ||||||||||
| 4 | 13.38 | 24.93 | 12 | 2 | 24.93 | 2 | 4 | 8 | ||||||
| 5 | 20.48 | 25 | 2 | 23.02 | 1 | 4 | 7 | |||||||
| 6 | 0 | 8 | 1 | 9.21 | 2 | 5 | 8 | |||||||
| 7 | 0 | 7 | 0 | 0 | 0 | 5 | 5 | |||||||
| 8 | 12.63 | 12 | 2 | 16.88 | 1 | 2 | 5 | |||||||
| 9 | 16 | 0 | 9.01 | 1 | 4 | 5 | ||||||||
| 10 | 20.18 | 9 | 1 | 20.2 | 1 | 4 | 6 | |||||||
| 11 | 5.74 | 9 | 1 | 8.61 | 3 | 6 | 10 | |||||||
| 12 | 9 | 0 | 7.31 | 3 | 3 | 6 | ||||||||
| 13 | 0 | 3 | 2 | 0 | 6.71 | 3 | 3 | 8 | ||||||
| 14 | 5.26 | 13 | 1 | 23.69 | 2 | 5 | 8 | |||||||
| 15 | 8 | 1 | 11.81 | 3 | 5 | 9 | ||||||||
| 11:00–12:00 | ||||||||||||||
| 1 | 15.28 | 13 | 2 | 15.28 | 4 | 2 | 8 | |||||||
| 2 | 8.6 | 8 | 1 | 8.6 | 1 | 1 | 3 | |||||||
| 3 | 0 | 10 | 1 | 8.1 | 2 | 2 | 5 | |||||||
| 4 | 19.03 | 9 | 2 | 13.07 | 2 | 2 | 6 | |||||||
| 5 | 0 | 14 | 1 | 14.19 | 2 | 3 | 6 | |||||||
| 6 | 8 | 0 | 6.68 | 2 | 5 | 7 | ||||||||
| 7 | 15.54 | 15 | 4 | 17.45 | 7.76 | 4 | 3 | 11 | ||||||
| 8 | 16.42 | 13 | 1 | 16.42 | 5 | 4 | 10 | |||||||
| 9 | 7 | 0 | 0 | 1 | 5 | 6 | ||||||||
| 10 | 2 | 0 | 2 | 0 | 4 | 4 | ||||||||
| 11 | 13 | 0 | 13.41 | 3 | 2 | 5 | ||||||||
| 12 | 10 | 0 | 10.21 | 3 | 3 | 6 | ||||||||
| 13 | 11 | 1 | 20.24 | 1 | 5 | 7 | ||||||||
| 14 | 5.31 | 5 | 2 | 9.59 | 5 | 3 | 10 | |||||||
| 15 | 4 | 1 | 0 | 1 | 5 | 7 | ||||||||
| 12:00–13:00 | ||||||||||||||
| 1 | 17.07 | 20 | 5 | 22.86 | 2 | 3 | 10 | |||||||
| 2 | 13.08 | 18 | 3 | 21.08 | 1 | 2 | 6 | |||||||
| 3 | 14.39 | 10 | 3 | 0 | 0 | 5 | 8 | |||||||
| 4 | 25.85 | 15 | 2 | 25.85 | 2 | 5 | 9 | |||||||
| 5 | 13 | 0 | 0 | 0 | 5 | 5 | ||||||||
| 6 | 15 | 3 | 3 | 4 | 10 | |||||||||
| 7 | 18.73 | 8 | 4 | 15.82 | 3 | 3 | 10 | |||||||
| 8 | 27.03 | 10 | 3 | 29.1 | 1 | 4 | 8 | |||||||
| 9 | 20.55 | 23 | 5 | 20.55 | 4 | 3 | 12 | |||||||
| 10 | 24.27 | 20 | 4 | 30.68 | 3 | 3 | 10 | |||||||
| 11 | 21.93 | 22 | 1 | 27.62 | 2 | 7 | 10 | |||||||
| 12 | 10 | 0 | 17.24 | 5 | 7 | 12 | ||||||||
| 13 | 21 | 0 | 16.58 | 18.54 | 4 | 4 | 8 | |||||||
| 14 | 14 | 1 | 30.58 | 3 | 9 | 13 | ||||||||
| 15 | 14 | 2 | 17.72 | 2 | 5 | 9 | ||||||||
| 13:00–14:00 | ||||||||||||||
| 1 | 12 | 1 | 10.33 | 1 | 4 | 6 | ||||||||
| 2 | 19 | 0 | 4 | 4 | ||||||||||
| 3 | 18 | 0 | 12.56 | 2 | 3 | 5 | ||||||||
| 4 | 10.54 | 13 | 2 | 15.41 | 2 | 4 | 8 | |||||||
| 5 | 4.79 | 12.58 | 15 | 2 | 7.98 | 2 | 5 | 9 | ||||||
| 6 | 10 | 0 | 10.82 | 15.89 | 5 | 5 | 10 | |||||||
| 7 | 19.92 | 11 | 2 | 17.28 | 3 | 2 | 7 | |||||||
| 8 | 12.47 | 18 | 1 | 26.65 | 2 | 3 | 6 | |||||||
| 9 | 20.45 | 13 | 1 | 18.8 | 2 | 2 | 5 | |||||||
| 10 | 14.46 | 15 | 2 | 17.65 | 24.65 | 2 | 4 | 8 | ||||||
| 11 | 18.13 | 30 | 1 | 18.13 | 2 | 1 | 4 | |||||||
| 12 | 15.57 | 1 8 | 2 | 18.5 | 3 | 5 | 10 | |||||||
| 13 | 13 | 1 | 12.49 | 3 | 4 | 8 | ||||||||
| 14 | 16 | 0 | 13.19 | 3 | 3 | 6 | ||||||||
| 15 | 13.6 | 25 | 2 | 17.22 | 2 | 3 | 7 | |||||||
| 14:00–15:00 | ||||||||||||||
| 1 | 7.41 | 11 | 2 | 15.25 | 2 | 3 | 7 | |||||||
| 2 | 4 | 1 | 6.12 | 3 | 2 | 6 | ||||||||
| 3 | 12 | 2 | 21.71 | 2 | 3 | 7 | ||||||||
| 4 | 16 | 0 | 13.26 | 2 | 15.55 | 1 | 4 | 7 | ||||||
| 5 | 5 | 2 | 5.38 | 2 | 3 | 7 | ||||||||
| 6 | 15 | 6.89 | 10.25 | 2 | 10.25 | 1 | 1 | 4 | ||||||
| 7 | 11 | 15.81 | 3 | 4 | 7 | |||||||||
| 8 | 13 | 2 | 13.71 | 3 | 3 | 8 | ||||||||
| 9 | 10.61 | 12 | 1 | 14.06 | 4 | 5 | 10 | |||||||
| 10 | 10.58 | 11 | 1 | 16.98 | 2 | 6 | 9 | |||||||
| 11 | 4 | 1 | 2 | 3 | ||||||||||
| 12 | 6.78 | 6 | 2 | 20.79 | 24.56 | 3 | 4 | 9 | ||||||
| 13 | 16 | 1 | 7.15 | 2 | 3 | 6 | ||||||||
| 14 | 10 | 2 | 10.77 | 4 | 2 | 8 | ||||||||
| 15 | 12.14 | 8 | 2 | 10.04 | 3 | 5 | 10 | |||||||
| 15:00–16:00 | ||||||||||||||
| 1 | 15 | 0 | 21.41 | 3 | 7 | 10 | ||||||||
| 2 | 10 | 0 | 11.32 | 1 | 1 | 2 | ||||||||
| 3 | 11.71 | 30.91 | 21 | 2 | 30.91 | 2 | 3 | 7 | ||||||
| 4 | 17.93 | 25.07 | 25 | 2 | 25.07 | 2 | 3 | 7 | ||||||
| 5 | 16 | 3 | 11.65 | 24.92 | 2 | 4 | 9 | |||||||
| 6 | 17.56 | 8 | 2 | 13.16 | 4 | 3 | 9 | |||||||
| 7 | 15.63 | 15 | 2 | 12.88 | 2 | 6 | 10 | |||||||
| 8 | 14.47 | 12 | 1 | 17.22 | 3 | 4 | 8 | |||||||
| 9 | 9.92 | 18 | 1 | 12.65 | 3 | 4 | 8 | |||||||
| 10 | 15.24 | 16 | 1 | 21.41 | 2 | 3 | 6 | |||||||
| 11 | 21.88 | 21 | 2 | 24.25 | 3 | 3 | 8 | |||||||
| 12 | 16.9 | 23.53 | 9 | 2 | 23.53 | 2 | 4 | 8 | ||||||
| 13 | 16.22 | 12 | 1 | 21.93 | 26.75 | 2 | 3 | 6 | ||||||
| 14 | 16.16 | 15 | 1 | 14.85 | 3 | 4 | 8 | |||||||
| 15 | 15.49 | 13 | 2 | 16.79 | 2 | 5 | 9 | |||||||
| 16:00–17:00 | ||||||||||||||
| 1 | 17.04 | 9 | 1 | 14.42 | 2 | 4 | 7 | |||||||
| 2 | 10.23 | 9 | 2 | 15.53 | 2 | 6 | 10 | |||||||
| 3 | 10.98 | 13 | 2 | 16.25 | 1 | 3 | 6 | |||||||
| 4 | 11 | 0 | 6.83 | 2 | 7 | 9 | ||||||||
| 5 | 11.24 | 7 | 1 | 8 | 9 | |||||||||
| 6 | 12.67 | 15 | 1 | 0 | 6 | 7 | ||||||||
| 7 | 15.12 | 12 | 2 | 19.43 | 33.46 | 3 | 3 | 8 | ||||||
| 8 | 9 | 0 | 9.6 | 3 | 5 | 8 | ||||||||
| 9 | 13 | 1 | 11.98 | 20.97 | 3 | 2 | 6 | |||||||
| 10 | 20.43 | 14 | 3 | 26.98 | 2 | 4 | 9 | |||||||
| 11 | 8.16 | 22.15 | 11 | 2 | 25.75 | 2 | 4 | 8 | ||||||
| 12 | 13.15 | 10 | 2 | 9.28 | 3 | 5 | 10 | |||||||
| 13 | 3 | 1 | 8.55 | 3 | 6 | 10 | ||||||||
| 14 | 14.43 | 9 | 1 | 17.19 | 3 | 4 | 8 | |||||||
| 15 | 6 | 0 | 14.82 | 3 | 5 | 8 | ||||||||
| 17:00–18:00 | ||||||||||||||
| 1 | 14.91 | 10 | 1 | 9.5 | 14.91 | 4 | 3 | 8 | ||||||
| 2 | 17.83 | 12 | 3 | 0 | 1 | 6 | 10 | |||||||
| 3 | 26 | 0 | 25.51 | 1 | 7 | 8 | ||||||||
| 4 | 11.48 | 6 | 1 | 12.58 | 3 | 7 | 11 | |||||||
| 5 | 14.11 | 17 | 1 | 6 | 7 | |||||||||
| 6 | 17.17 | 15 | 1 | 21.94 | 2 | 5 | 8 | |||||||
| 7 | 5.44 | 5 | 1 | 10.59 | 1 | 6 | 8 | |||||||
| 8 | 25.4 | 21 | 1 | 27.7 | 1 | 4 | 6 | |||||||
| 9 | 10 | 0 | 20.63 | 24.55 | 3 | 6 | 9 | |||||||
| 10 | 17.22 | 13 | 1 | 18.44 | 3 | 3 | 7 | |||||||
| 11 | 10.63 | 6 | 1 | 13.25 | 2 | 1 | 4 | |||||||
| 12 | 12.54 | 18 | 1 | 8.47 | 3 | 3 | 7 | |||||||
| 13 | 12.92 | 12 | 2 | 0 | 5 | 7 | ||||||||
| 14 | 13 | 0 | 13.01 | 2 | 4 | 6 | ||||||||
| 15 | 20.45 | 18 | 1 | 24.1 | 2 | 4 | 7 | |||||||
* The notations are as shown in the footer of Table 3.
Table A5.
Data for the period 18:00–19:00 for pedestrian flows crossing Entrance 4—Phase 3 *.
| № | WT 3-4 | PP | VP 3-4 | WT 1-4 | VP 1-4 | WTV 1-4 | VPV 1-4 | VP 3-1 | TVPC | ||||||||||
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| 1st | 2nd | 3rd | 1st | 2nd | 3rd | 4th | 5th | 1st | 2nd | 3rd | 4th | 5th | |||||||
| 1 | 20.79 | 16 | 5 | 17.3 | 4 | 21.79 | 1 | 4 | 14 | ||||||||||
| 2 | 4.15 | 4 | 1 | 7.63 | 6 | 7 | |||||||||||||
| 3 | 6 | 5 | 14.82 | 3 | 5 | 13 | |||||||||||||
| 4 | 23.7 | 24 | 2 | 18.51 | 4 | 6 | |||||||||||||
| 5 | 13 | 11 | 4 | 9.52 | 2 | 19 | 1 | 3 | 10 | ||||||||||
| 6 | 2.97 | 9 | 1 | 22.65 | 1 | 2 | |||||||||||||
| 7 | 8 | 4 | 12.22 | 4 | 18.81 | 1 | 9 | 18 | |||||||||||
| 8 | 4 | 0 | 8.01 | 5.78 | 6 | 6 | |||||||||||||
| 9 | 3.7 | 11.82 | 10 | 6 | 18.88 | 4 | 6 | 16 | |||||||||||
| 10 | 11.98 | 5 | 2 | 18.43 | 21.65 | 4 | 6 | ||||||||||||
| 11 | 23.66 | 15 | 6 | 15.25 | 5 | 2 | 13 | ||||||||||||
| 12 | 14.94 | 16 | 5 | 23.34 | 5 | 10 | |||||||||||||
| 13 | 18.36 | 20 | 3 | 24.2 | 4 | 4 | 11 | ||||||||||||
| 14 | 12.51 | 7 | 1 | 14.93 | 3 | 4 | |||||||||||||
| 15 | 7 | 5 | 7.38 | 4 | 3 | 12 | |||||||||||||
| 16 | 10 | 0 | 5.93 | 5 | 5 | ||||||||||||||
| 17 | 15.01 | 26.38 | 11 | 6 | 10.85 | 20.16 | 4 | 5 | 15 | ||||||||||
| 18 | 14.54 | 10 | 1 | 22.32 | 5 | 28.68 | 1 | 7 | |||||||||||
| 19 | 8.76 | 3 | 7 | 12 | 3 | 24.69 | 1 | 6 | 17 | ||||||||||
| 20 | 2.59 | 1 | 2 | 9.99 | 17.14 | 4 | 6 | ||||||||||||
| 21 | 9.15 | 4 | 7 | 12.31 | 6 | 5 | 18 | ||||||||||||
| 22 | 15.32 | 9 | 1 | 22.54 | 4 | 5 | |||||||||||||
| 23 | 10 | 1 | 6.52 | 10.97 | 24.32 | 3 | 2 | 6 | |||||||||||
| 24 | 8.43 | 5 | 2 | 18.41 | 4 | 6 | |||||||||||||
| 25 | 12.86 | 13 | 5 | 23.19 | 27.37 | 6 | 5 | 16 | |||||||||||
| 26 | 15.18 | 8 | 1 | 10.61 | 18.22 | 7 | 8 | ||||||||||||
| 27 | 5.41 | 16 | 3 | 15.53 | 5 | 6 | 14 | ||||||||||||
| 28 | 16.64 | 17 | 2 | 24.38 | 4 | 6 | |||||||||||||
| 29 | 3.09 | 6 | 6 | 13.7 | 6 | 5.64 | 1 | 6 | 19 | ||||||||||
| 30 | 2.31 | 2 | 4 | 12.39 | 5 | 9 | |||||||||||||
| 31 | 8.37 | 7 | 4 | 17.78 | 5 | 4 | 13 | ||||||||||||
| 32 | 8.04 | 4 | 3 | 15.51 | 5 | 8 | |||||||||||||
| 33 | 2 | 3 | 4.82 | 6 | 6 | 15 | |||||||||||||
| 34 | 12 | 0 | 5 | 0 | |||||||||||||||
| 35 | 5.63 | 4 | 4 | 3.36 | 7 | 6 | 17 | ||||||||||||
| 36 | 7 | 0 | 6.77 | 6 | 11.42 | 1 | 7 | ||||||||||||
| 37 | 3 | 4 | 9.22 | 11.32 | 5 | 3 | 12 | ||||||||||||
| 38 | 6 | 0 | 9.08 | 6.78 | 5 | 5 | |||||||||||||
| 39 | 19.22 | 8 | 3 | 15.45 | 4 | 7 | |||||||||||||
| 40 | 14 | 0 | 11.65 | 6 | 6 | ||||||||||||||
| Total: | 354 | 119 | 165 | 21 | 90 | 395 | 354 | 119 | 165 | 21 | 90 | 395 | |||||||
* The designations are as shown in the footer of Table 4.
Table A6.
Data for 15 cycles for each hour of the study period during off-peak hours, for pedestrians crossing Entrance 4—Phase 3 *.
Table A6.
Data for 15 cycles for each hour of the study period during off-peak hours, for pedestrians crossing Entrance 4—Phase 3 *.
| № | WT 3-4 | PP | VP 3-4 | WT 1-4 | VP 1-4 | WTV 1-4 | VPV 1-4 | VP 3-1 | TVPC | ||||||||||
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| 1st | 2nd | 3rd | 1st | 2nd | 3rd | 4th | 5th | 1st | 2nd | 3rd | 4th | 5th | |||||||
| 09:00–10:00 | |||||||||||||||||||
| 1 | 10 | 2 | 6.86 | 4 | 3 | 9 | |||||||||||||
| 2 | 8.54 | 4 | 2 | - | 2 | 8.78 | 2 | 9 | 15 | ||||||||||
| 3 | 5 | 0 | 13.28 | 2 | 4 | 6 | |||||||||||||
| 4 | 4.16 | 8 | 1 | 10.11 | 4 | 10.11 | 6 | 11 | |||||||||||
| 5 | 6.88 | 5 | 2 | 4.44 | 3 | 4 | 9 | ||||||||||||
| 6 | 4 | 1 | 16.74 | 1 | 6 | 8 | |||||||||||||
| 7 | 0 | 0 | 19.96 | 2 | 23.86 | 2 | 5 | 9 | |||||||||||
| 8 | 3.83 | 5 | 1 | 7.73 | 2 | 19.78 | 2 | 3 | 8 | ||||||||||
| 9 | 4 | 2 | 14.14 | 2 | 9 | 13 | |||||||||||||
| 10 | 1.26 | 4 | 2 | 9.56 | 2 | 13.11 | 3 | 7 | 14 | ||||||||||
| 11 | 2.45 | 7 | 2 | 7.81 | 3 | 9.48 | 1 | 6 | 12 | ||||||||||
| 12 | 2 | 2 | 9.04 | 4 | 5 | 11 | |||||||||||||
| 13 | 6 | 2 | 12.59 | 8 | 4 | 14 | |||||||||||||
| 14 | 3 | 2 | 11.58 | 5 | 2 | 9 | |||||||||||||
| 15 | 4 | 1 | 9.85 | 3 | 5 | 9 | |||||||||||||
| 10:00–11:00 | |||||||||||||||||||
| 1 | 16 | 6 | 8.62 | 6.84 | 6 | 1 | 13 | ||||||||||||
| 2 | 24.15 | 15 | 3 | 20.84 | 4 | 3 | 10 | ||||||||||||
| 3 | 0 | 5 | 5 | 6.12 | 6 | 3 | 14 | ||||||||||||
| 4 | 17.05 | 18 | 2 | 25.69 | 1 | 4 | 7 | ||||||||||||
| 5 | 11.61 | 12 | 4 | 21.98 | 5 | 6 | 15 | ||||||||||||
| 6 | 22.02 | 31 | 5 | 18.95 | 5 | 1 | 11 | ||||||||||||
| 7 | 24 | 4 | 5.07 | 5.88 | 5 | 3 | 12 | ||||||||||||
| 8 | 25.67 | 25 | 5 | 20.52 | 4 | 2 | 11 | ||||||||||||
| 9 | 23 | 4 | 9.64 | 5 | 4 | 13 | |||||||||||||
| 10 | 17.58 | 17 | 5 | 17.58 | 5 | 2 | 12 | ||||||||||||
| 11 | 10.04 | 26 | 3 | 22.65 | 2 | 4 | 9 | ||||||||||||
| 12 | 18 | 5 | 8.444 | 2 | 4 | 11 | |||||||||||||
| 13 | 20 | 4 | 8.83 | 6 | 5 | 15 | |||||||||||||
| 14 | 22 | 3 | 13 | 17.72 | 2 | 5 | 10 | ||||||||||||
| 15 | 9.98 | 21 | 7 | 11.83 | 1 | 5 | 13 | ||||||||||||
| 11:00–12:00 | |||||||||||||||||||
| 1 | 10 | 4 | 6.78 | 3 | 0 | 7 | |||||||||||||
| 2 | 10.38 | 6 | 2 | 15.19 | 6 | 4 | 12 | ||||||||||||
| 3 | 4 | 4 | 9.19 | 10.38 | 6 | 5 | 15 | ||||||||||||
| 4 | 6.64 | 8 | 6 | 21.71 | 3 | 5 | 14 | ||||||||||||
| 5 | 7 | 3 | 11.5 | 7 | 3 | 13 | |||||||||||||
| 6 | 16 | 5 | 16.29 | 5.89 | 6 | 3 | 14 | ||||||||||||
| 7 | 1 | 3 | 10.37 | 4 | 1 | 8 | |||||||||||||
| 8 | 9 | 4 | 11.43 | 4 | 2 | 10 | |||||||||||||
| 9 | 4.74 | 4 | 5 | 5.8 | 5.72 | 6 | 3 | 14 | |||||||||||
| 10 | 25.84 | 15 | 2 | 13.19 | 5 | 4 | 11 | ||||||||||||
| 11 | 10 | 3 | 9.89 | 5.46 | 7 | 0 | 10 | ||||||||||||
| 12 | 12.04 | 18.42 | 11 | 6 | 19.19 | 6 | 2 | 14 | |||||||||||
| 13 | 8 | 3 | 0.12 | 5 | 2 | 10 | |||||||||||||
| 14 | 6.91 | 4 | 5 | 7.09 | 4 | 7.09 | 1 | 4 | 14 | ||||||||||
| 15 | 0 | 14.89 | 7 | 6 | 17.45 | 18.21 | 7 | 3 | 16 | ||||||||||
| 12:00–13:00 | |||||||||||||||||||
| 1 | 21.18 | 8 | 4 | 18.05 | 5 | 8 | 17 | ||||||||||||
| 2 | 15 | 5 | 23.58 | 4 | 6 | 15 | |||||||||||||
| 3 | 25 | 3 | 21.05 | 4 | 3 | 10 | |||||||||||||
| 4 | 16 | 5 | 16.28 | 6 | 5 | 16 | |||||||||||||
| 5 | 24.58 | 21 | 4 | 24.13 | 6 | 6 | 16 | ||||||||||||
| 6 | 17.07 | 30 | 1 | 28.37 | 4 | 6 | 11 | ||||||||||||
| 7 | 15.83 | 15 | 6 | 16.2 | 5 | 4 | 15 | ||||||||||||
| 8 | 16 | 4 | 12.73 | 4 | 3 | 11 | |||||||||||||
| 9 | 22.4 | 42 | 2 | 23.58 | 3 | 2 | 7 | ||||||||||||
| 10 | 7.76 | 13.01 | 13 | 3 | 12.81 | 8 | 3 | 14 | |||||||||||
| 11 | 20.08 | 22 | 7 | 25.58 | 6 | 6 | 19 | ||||||||||||
| 12 | 12.76 | 18 | 2 | 14.95 | 5 | 7 | 14 | ||||||||||||
| 13 | 28.78 | 30 | 5 | 30.58 | 4 | 6 | 15 | ||||||||||||
| 14 | 0 | 6 | 7 | 15.89 | 15.89 | 15.89 | 3 | 4 | 14 | ||||||||||
| 15 | 14.11 | 16 | 4 | 23.32 | 3 | 6 | 13 | ||||||||||||
| 13:00–14:00 | |||||||||||||||||||
| 1 | 20.11 | 15 | 7 | 25.39 | 3 | 5 | 15 | ||||||||||||
| 2 | 8 | 3 | 10.5 | 13.54 | 6 | 5 | 14 | ||||||||||||
| 3 | 16.53 | 16 | 5 | 20.78 | 4 | 6 | 15 | ||||||||||||
| 4 | 15 | 4 | 15.18 | 5 | 9 | 18 | |||||||||||||
| 5 | 20.82 | 25 | 3 | 28.04 | 2 | 4 | 9 | ||||||||||||
| 6 | 18.49 | 17 | 4 | 13.19 | 5 | 5 | 14 | ||||||||||||
| 7 | 16.98 | 17 | 5 | 13 | 4 | 6 | 15 | ||||||||||||
| 8 | 18 | 3 | 13.26 | 18.08 | 5 | 4 | 12 | ||||||||||||
| 9 | 5.4 | 8 | 3 | 22.98 | 3 | 5 | 11 | ||||||||||||
| 10 | 19 | 18 | 6 | 24.3 | 3 | 5 | 14 | ||||||||||||
| 11 | 12.86 | 20 | 3 | 21.92 | 34.47 | 3 | 3 | 9 | |||||||||||
| 12 | 19.7 | 22 | 4 | 25.91 | 3 | 2 | 9 | ||||||||||||
| 13 | 20 | 5 | 23.75 | 26.46 | 4 | 2 | 11 | ||||||||||||
| 14 | 16.91 | 18 | 5 | 10.97 | 5 | 4 | 14 | ||||||||||||
| 15 | 8.53 | 21.63 | 28 | 2 | 27.21 | 3 | 3 | 8 | |||||||||||
| 14:00–15:00 | |||||||||||||||||||
| 1 | 18.45 | 20.89 | 16 | 5 | 14.4 | 26.84 | 4 | 6 | 15 | ||||||||||
| 2 | 4.82 | 11.73 | 18.17 | 15 | 6 | 23.23 | 2 | 6 | 14 | ||||||||||
| 3 | 21.2 | 25 | 2 | 14.97 | 21.2 | 3 | 5 | 10 | |||||||||||
| 4 | 17.69 | 23 | 3 | 33.93 | 2 | 3 | 8 | ||||||||||||
| 5 | 9.52 | 18 | 5 | 13.36 | 5 | 2 | 12 | ||||||||||||
| 6 | 8.83 | 13 | 4 | 10.13 | 14.6 | 5 | 3 | 12 | |||||||||||
| 7 | 6.25 | 16.8 | 17 | 4 | 15.98 | 4 | 1 | 9 | |||||||||||
| 8 | 25.47 | 21 | 3 | 17.86 | 4 | 4 | 11 | ||||||||||||
| 9 | 7 | 7 | 13.46 | 25.25 | 6 | 2 | 15 | ||||||||||||
| 10 | 6 | 2 | 7.88 | 8 | 2 | 12 | |||||||||||||
| 11 | 13.72 | 14 | 4 | 25.04 | 28.59 | 3 | 3 | 10 | |||||||||||
| 12 | 11 | 3 | 11.1 | 16.25 | 4 | 5 | 12 | ||||||||||||
| 13 | 14.99 | 10 | 7 | 20.5 | 4 | 2 | 13 | ||||||||||||
| 14 | 5 | 5 | 6.38 | 7 | 3 | 15 | |||||||||||||
| 15 | 15.78 | 16 | 5 | 18.56 | 4 | 20.56 | 1 | 4 | 14 | ||||||||||
| 15:00–16:00 | |||||||||||||||||||
| 1 | 19.39 | 28 | 4 | 15.95 | 25.8 | 3 | 4 | 11 | |||||||||||
| 2 | 22.6 | 32 | 5 | 27.45 | 3 | 9 | 17 | ||||||||||||
| 3 | 15 | 3 | 17.45 | 5 | 4 | 12 | |||||||||||||
| 4 | 23.22 | 35 | 5 | 25.87 | 2 | 5 | 12 | ||||||||||||
| 5 | 25.35 | 12 | 9 | 12.35 | 6.05 | 5 | 3 | 17 | |||||||||||
| 6 | 15.68 | 11 | 3 | 19.64 | 3 | 4 | 10 | ||||||||||||
| 7 | 20.46 | 25 | 4 | 15.24 | 5 | 8.45 | 1 | 8 | 18 | ||||||||||
| 8 | 23.16 | 34 | 4 | 25.28 | 5 | 3 | 12 | ||||||||||||
| 9 | 24.74 | 26 | 5 | 21.54 | 5 | 5 | 15 | ||||||||||||
| 10 | 17.66 | 32 | 4 | 29.46 | 2 | 8 | 14 | ||||||||||||
| 11 | 29.67 | 28 | 5 | 16.02 | 25 | 4 | 3 | 12 | |||||||||||
| 12 | 12.14 | 28.88 | 21 | 7 | 24.01 | 4 | 4 | 15 | |||||||||||
| 13 | 25.19 | 26 | 5 | 21.47 | 5 | 5 | 15 | ||||||||||||
| 14 | 20.44 | 31 | 6 | 14.65 | 4 | 9.99 | 1 | 3 | 14 | ||||||||||
| 15 | 20.79 | 25.64 | 25 | 7 | 23.94 | 5 | 5 | 17 | |||||||||||
| 16:00–17:00 | |||||||||||||||||||
| 1 | 19.24 | 9 | 6 | 11.55 | 4 | 6 | 16 | ||||||||||||
| 2 | 12.53 | 8 | 4 | 25.12 | 3 | 10.15 | 1 | 7 | 15 | ||||||||||
| 3 | 9 | 2 | 12.2 | 18.24 | 5 | 9 | 16 | ||||||||||||
| 4 | 15.41 | 12 | 4 | 18.63 | 8.45 | 5 | 2 | 11 | |||||||||||
| 5 | 16.01 | 13 | 4 | 13.31 | 6 | 3 | 13 | ||||||||||||
| 6 | 20.06 | 17 | 4 | 25.29 | 3 | 5 | 12 | ||||||||||||
| 7 | 17.58 | 22.13 | 21 | 4 | 13.47 | 23.56 | 4 | 8.89 | 1 | 5 | 14 | ||||||||
| 8 | 10 | 4 | 15.38 | 6 | 4 | 14 | |||||||||||||
| 9 | 2 | 4 | 6.98 | 11 | 2 | 17 | |||||||||||||
| 10 | 13.45 | 6 | 6 | 11.09 | 6 | 3 | 15 | ||||||||||||
| 11 | 13 | 4 | 17.86 | 4 | 4 | 12 | |||||||||||||
| 12 | 14.98 | 11 | 5 | 14.98 | 22.34 | 5 | 3 | 13 | |||||||||||
| 13 | 11 | 4 | 11.87 | 6 | 2 | 12 | |||||||||||||
| 14 | 16.97 | 10 | 7 | 11.31 | 16.97 | 4 | 5 | 16 | |||||||||||
| 15 | 7 | 5 | 10.94 | 5 | 3 | 13 | |||||||||||||
| 17:00–18:00 | |||||||||||||||||||
| 1 | 24.52 | 25 | 2 | 18.86 | 3 | 3 | 8 | ||||||||||||
| 2 | 8.15 | 7 | 2 | 18.94 | 6 | 10 | 18 | ||||||||||||
| 3 | 26.03 | 23 | 5 | 10.96 | 19.66 | 5 | 1 | 11 | |||||||||||
| 4 | 26.6 | 18 | 9 | 14.96 | 22.28 | 8.02 | 5 | 2 | 16 | ||||||||||
| 5 | 21.95 | 30 | 7 | 1 | 15 | 23 | |||||||||||||
| 6 | 17 | 4 | 13.26 | 5 | 5 | 14 | |||||||||||||
| 7 | 15 | 6 | 20.31 | 4 | 5 | 15 | |||||||||||||
| 8 | 17.32 | 22.05 | 23 | 8 | 22.05 | 4.47 | 3 | 4 | 15 | ||||||||||
| 9 | 15.61 | 9.6 | 21 | 7 | 19.14 | 28.6 | 4 | 7 | 18 | ||||||||||
| 10 | 17 | 2 | 20.56 | 25.84 | 3 | 5 | 10 | ||||||||||||
| 11 | 11.02 | 7 | 5 | 18.62 | 6 | 2 | 13 | ||||||||||||
| 12 | 6.77 | 5 | 4 | 8.42 | 20.92 | 28.4 | 4 | 5 | 13 | ||||||||||
| 13 | 9 | 5 | 10.8 | 18.11 | 6 | 1 | 12 | ||||||||||||
| 14 | 8.8 | 6 | 4 | 13.04 | 5 | 1 | 10 | ||||||||||||
| 15 | 15.6 | 16 | 4 | 24.3 | 4 | 3 | 11 | ||||||||||||
* The designations are as shown in the footer of Table 4.
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Figure 1.
Organization and numbering of traffic flows at the intersection of “8th December” Street and “Acad. Stefan Mladenov” Street.
Figure 1.
Organization and numbering of traffic flows at the intersection of “8th December” Street and “Acad. Stefan Mladenov” Street.
Figure 2.
Phase plan of the intersection of “8th December” Street and “Acad. Stefan Mladenov” Street.
Figure 2.
Phase plan of the intersection of “8th December” Street and “Acad. Stefan Mladenov” Street.
Figure 3.
Average delay time for vehicles in Phase 1.
Figure 4.
Average delay time for vehicles in Phase 2.
Figure 5.
Average delay time for vehicles caused by crossing pedestrians (WTP) and by other vehicles (WTC) in Phase 3.
Figure 5.
Average delay time for vehicles caused by crossing pedestrians (WTP) and by other vehicles (WTC) in Phase 3.
Table 1.
Morning and evening peak period data—Phase 1 *.
| 08:00–09:00 | 18:00–19:00 | |||||||||||||||||
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| № | WT | PP | VP | TVPC | WT | PP | VP | TVPC | ||||||||||
| 1st | 2nd | 3rd | 4th | 4-1 | 4-2 | 4-3 | 1st | 2nd | 3rd | 4th | 4-1 | 4-2 | 4-3 | |||||
| 1 | 4 | 6 | 13 | 19 | 18.2 | 15 | 3 | 4 | 4 | |||||||||
| 2 | 11.5 | 17 | 2 | 12 | 14 | 11.35 | 8 | 4 | 7 | 7 | ||||||||
| 3 | 2 | 8 | 10 | 18 | 13.17 | 9 | 5 | 6 | 6 | |||||||||
| 4 | 3 | 7 | 10 | 17 | 14.63 | 16 | 5 | 5 | 5 | |||||||||
| 5 | 10 | 5 | 6 | 1 | 12 | 13.83 | 31.22 | 10 | 4 | 4 | 2 | 6 | ||||||
| 6 | 6.71 | 4 | 6 | 14 | 20 | 8.82 | 12.14 | 8 | 3 | 8 | 8 | |||||||
| 7 | 10.65 | 8 | 5 | 12 | 17 | 9.65 | 8 | 5 | 7 | 7 | ||||||||
| 8 | 12.43 | 9 | 5 | 12 | 17 | 24.66 | 26 | 3 | 9 | 9 | ||||||||
| 9 | 7.35 | 6 | 4 | 10 | 14 | 10.91 | 18 | 5 | 8 | 1 | 9 | |||||||
| 10 | 10.65 | 17.3 | 7 | 6 | 12 | 1 | 19 | 10.5 | 10 | 6 | 7 | 7 | ||||||
| 11 | 12.74 | 10 | 4 | 9 | 1 | 14 | 9.02 | 15.05 | 8 | 3 | 9 | 9 | ||||||
| 12 | 2 | 8 | 11 | 1 | 20 | 10.91 | 13 | 5 | 8 | 8 | ||||||||
| 13 | 9.71 | 10 | 5 | 10 | 15 | 8.16 | 11.92 | 16 | 6 | 5 | 1 | 6 | ||||||
| 14 | 8.59 | 5 | 8 | 10 | 18 | 17.24 | 15 | 3 | 6 | 6 | ||||||||
| 15 | 3.1 | 9 | 5 | 10 | 1 | 16 | 8.9 | 9 | 4 | 4 | 1 | 5 | ||||||
| 16 | 6.7 | 10.12 | 6 | 5 | 11 | 16 | 7.63 | 4 | 2 | 5 | 5 | |||||||
| 17 | 10.64 | 16 | 4 | 14 | 18 | 16.71 | 15 | 3 | 6 | 6 | ||||||||
| 18 | 12.26 | 16 | 5 | 13 | 18 | 7.64 | 10 | 5 | 8 | 8 | ||||||||
| 19 | 5 | 5 | 14 | 19 | 10.97 | 12 | 4 | 7 | 7 | |||||||||
| 20 | 4 | 4 | 10 | 14 | 10.2 | 13 | 4 | 8 | 8 | |||||||||
| 21 | 6.85 | 12 | 1 | 9 | 10 | 12.19 | 8 | 3 | 10 | 10 | ||||||||
| 22 | 5.89 | 9.85 | 4 | 3 | 8 | 1 | 12 | 4.8 | 10.87 | 6 | 3 | 9 | 9 | |||||
| 23 | 22.35 | 25 | 3 | 8 | 11 | 10.08 | 10 | 4 | 6 | 2 | 8 | |||||||
| 24 | 11.95 | 20 | 5 | 9 | 14 | 6.7 | 2 | 4 | 8 | 8 | ||||||||
| 25 | 10.04 | 11 | 7 | 9 | 16 | 2.3 | 12.96 | 9 | 5 | 9 | 1 | 10 | ||||||
| 26 | 16.26 | 28 | 2 | 10 | 1 | 13 | 16.13 | 11 | 4 | 7 | 7 | |||||||
| 27 | 12.33 | 13 | 6 | 9 | 15 | 12.9 | 12 | 4 | 5 | 2 | 7 | |||||||
| 28 | 11.25 | 9 | 6 | 7 | 13 | 12.81 | 18 | 3 | 7 | 7 | ||||||||
| 29 | 19.06 | 25 | 4 | 10 | 14 | 15.78 | 10 | 3 | 9 | 2 | 11 | |||||||
| 30 | 8.42 | 5 | 6 | 9 | 2 | 17 | 15.81 | 8 | 4 | 10 | 10 | |||||||
| 31 | 3.84 | 9.29 | 11 | 5 | 10 | 15 | 16.19 | 7 | 5 | 10 | 1 | 11 | ||||||
| 32 | 21 | 0 | 8 | 8 | 10.26 | 7 | 6 | 4 | 4 | |||||||||
| 33 | 8.48 | 10 | 3 | 9 | 12 | 9.33 | 4 | 5 | 2 | 2 | ||||||||
| 34 | 5.99 | 5 | 3 | 8 | 1 | 12 | 11.14 | 9 | 5 | 10 | 10 | |||||||
| 35 | 3.12 | 3 | 4 | 7 | 11 | 11.38 | 10 | 5 | 6 | 2 | 8 | |||||||
| 36 | 15.02 | 18 | 3 | 10 | 13 | 13.49 | 21 | 4 | 9 | 9 | ||||||||
| 37 | 9.6 | 6 | 5 | 8 | 13 | 12.7 | 13 | 2 | 13 | 13 | ||||||||
| 38 | 6.97 | 9 | 6 | 6 | 1 | 13 | 3.83 | 6 | 2 | 10 | 10 | |||||||
| 39 | 9.38 | 13 | 7 | 8 | 15 | 6.12 | 8.47 | 8 | 4 | 9 | 9 | |||||||
| 40 | 15.95 | 19 | 4 | 10 | 14 | 10.34 | 7 | 3 | 11 | 11 | ||||||||
| Total: | 420 | 190 | 395 | 11 | 596 | 429 | 160 | 295 | 15 | 310 | ||||||||
* WT—Waiting time, respectively, for first, second, third or fourth vehicle waiting for pedestrians to pass; PP is how many pedestrians are able to pass; VP—passed vehicles of respective flows; TVPC—total passed vehicles of each phase; Total—total passed pedestrians or vehicles of each flow.
Table 2.
Morning and evening peak period data—Phase 2 *.
| 08:00–09:00 | 18:00–19:00 | |||||||||||||||||||
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| № | WT | PP | VP | TVPC | WT | PP | VP | TVPC | ||||||||||||
| 1st | 2nd | 3rd | 4th | 2-3 | 2-4 | 2-1 | 1-2 | 1st | 2nd | 3rd | 4th | 2-3 | 2-4 | 2-1 | 1-2 | |||||
| 1 | 14.28 | 9 | 1 | 8 | 2 | 1 | 12 | 5.86 | 10 | 3 | 9 | 6 | 2 | 20 | ||||||
| 2 | 9.19 | 4 | 3 | 13 | 3 | 2 | 21 | 10.23 | 15 | 2 | 8 | 5 | 2 | 17 | ||||||
| 3 | 13.35 | 7 | 4 | 6 | 4 | 0 | 14 | 5 | 1 | 11 | 8 | 0 | 20 | |||||||
| 4 | 8.36 | 9 | 2 | 8 | 5 | 2 | 17 | 8.12 | 10 | 1 | 10 | 6 | 3 | 20 | ||||||
| 5 | 6 | 1 | 9 | 4 | 1 | 15 | 4.87 | 12 | 2 | 13 | 6 | 2 | 23 | |||||||
| 6 | 8 | 2 | 14 | 2 | 0 | 18 | 14 | 9 | 5 | 2 | 16 | |||||||||
| 7 | 10 | 0 | 7 | 3 | 0 | 10 | 8 | 9 | 7 | 3 | 19 | |||||||||
| 8 | 12.7 | 5 | 1 | 12 | 1 | 0 | 14 | 4.27 | 4 | 3 | 10 | 5 | 4 | 22 | ||||||
| 9 | 6 | 1 | 10 | 8 | 2 | 21 | 8.47 | 12 | 4 | 7 | 3 | 3 | 17 | |||||||
| 10 | 6 | 2 | 5 | 8 | 1 | 16 | 9.76 | 15 | 1 | 12 | 5 | 3 | 21 | |||||||
| 11 | 3.09 | 1 | 1 | 11 | 5 | 0 | 17 | 4 | 1 | 13 | 2 | 3 | 19 | |||||||
| 12 | 2.65 | 5 | 2 | 9 | 4 | 0 | 15 | 8.1 | 15 | 1 | 8 | 9 | 2 | 20 | ||||||
| 13 | 7 | 1 | 11 | 7 | 0 | 19 | 13.63 | 7 | 2 | 10 | 4 | 3 | 19 | |||||||
| 14 | 3 | 0 | 12 | 6 | 1 | 19 | 7.63 | 23 | 2 | 9 | 5 | 2 | 18 | |||||||
| 15 | 6.3 | 10 | 2 | 8 | 6 | 1 | 17 | 15.13 | 8 | 1 | 8 | 4 | 1 | 14 | ||||||
| 16 | 4 | 0 | 10 | 7 | 3 | 20 | 4.89 | 10 | 2 | 7 | 8 | 3 | 20 | |||||||
| 17 | 4.73 | 7 | 3 | 11 | 9 | 1 | 24 | 17.29 | 16 | 2 | 9 | 6 | 2 | 19 | ||||||
| 18 | 13.33 | 10 | 2 | 9 | 6 | 2 | 19 | 14.64 | 9 | 2 | 9 | 7 | 3 | 21 | ||||||
| 19 | 5.68 | 8 | 1 | 11 | 8 | 1 | 21 | 15.21 | 10 | 2 | 7 | 5 | 0 | 14 | ||||||
| 20 | 6.71 | 4 | 2 | 8 | 4 | 0 | 14 | 4.55 | 9 | 2 | 11 | 3 | 1 | 17 | ||||||
| 21 | 5 | 1 | 12 | 8 | 0 | 21 | 12 | 3 | 10 | 4 | 1 | 18 | ||||||||
| 22 | 10.61 | 9 | 2 | 8 | 4 | 0 | 14 | 4.85 | 4 | 3 | 10 | 5 | 3 | 21 | ||||||
| 23 | 3.23 | 8 | 1 | 6 | 5 | 1 | 13 | 22 | 1 | 12 | 3 | 2 | 18 | |||||||
| 24 | 8.73 | 16 | 3 | 8 | 3 | 1 | 15 | 7 | 9 | 7 | 0 | 16 | ||||||||
| 25 | 18 | 0 | 13 | 6 | 0 | 19 | 8.04 | 15 | 2 | 10 | 5 | 2 | 19 | |||||||
| 26 | 8.01 | 5 | 1 | 8 | 7 | 1 | 17 | 8.89 | 13 | 1 | 8 | 6 | 5 | 20 | ||||||
| 27 | 10.23 | 14 | 4 | 9 | 6 | 2 | 21 | 5.59 | 15 | 1 | 8 | 4 | 3 | 16 | ||||||
| 28 | 11.62 | 13 | 1 | 12 | 4 | 2 | 19 | 2.64 | 5 | 3 | 11 | 5 | 2 | 21 | ||||||
| 29 | 5.13 | 9 | 1 | 9 | 7 | 0 | 17 | 8.23 | 7 | 1 | 10 | 6 | 2 | 19 | ||||||
| 30 | 9.33 | 8 | 2 | 8 | 6 | 2 | 18 | 3.84 | 14.61 | 17.72 | 8 | 3 | 9 | 4 | 0 | 16 | ||||
| 31 | 7.86 | 6 | 4 | 10 | 8 | 4 | 26 | 5.8 | 10 | 1 | 11 | 3 | 0 | 15 | ||||||
| 32 | 7 | 6 | 5 | 3 | 14 | 4.09 | 4.79 | 8 | 3 | 10 | 5 | 1 | 19 | |||||||
| 33 | 5.73 | 9 | 1 | 8 | 5 | 0 | 14 | 8.17 | 13 | 2 | 8 | 4 | 1 | 15 | ||||||
| 34 | 5 | 1 | 13 | 2 | 0 | 16 | 3.3 | 8 | 2 | 9 | 4 | 2 | 17 | |||||||
| 35 | 3.16 | 4 | 1 | 8 | 6 | 0 | 15 | 5.07 | 10 | 1 | 7 | 7 | 1 | 16 | ||||||
| 36 | 7 | 6 | 8 | 0 | 14 | 7.57 | 9 | 3 | 8 | 4 | 1 | 16 | ||||||||
| 37 | 7 | 3 | 9 | 5 | 2 | 19 | 8 | 1 | 8 | 5 | 2 | 16 | ||||||||
| 38 | 8.09 | 9 | 2 | 6 | 7 | 1 | 16 | 7.46 | 6 | 2 | 9 | 6 | 2 | 19 | ||||||
| 39 | 4.08 | 14 | 1 | 7 | 5 | 0 | 13 | 5.94 | 10 | 1 | 8 | 6 | 2 | 17 | ||||||
| 40 | 5 | 3 | 6 | 3 | 0 | 12 | 12.36 | 8 | 1 | 10 | 5 | 2 | 18 | |||||||
| Total: | 307 | 63 | 364 | 212 | 37 | 676 | 414 | 69 | 374 | 207 | 78 | 728 | ||||||||
* WT—Waiting time, respectively, for first, second, third or fourth vehicle waiting for pedestrians to pass; PP is how many pedestrians are able to pass; VP—passed vehicles of respective flows; TVPC—total passed vehicles of each phase; Total—total passed pedestrians or vehicles of each flow.
Table 3.
Data for the period 08:00–09:00 for pedestrian flows crossing Entrance 2—Phase 3 *.
| № | WT 1-2 | PP | VP 1-2 | WT 3-2 | VP 3-2 | WTV 3-2 | VPV 3-2 | VP 1-3 | TVPC | |||||
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| 1st | 2nd | 3rd | 1st | 2nd | 3rd | 1st | 2nd | |||||||
| 1 | 15.75 | 13 | 1 | 15.75 | 2 | 16.13 | 1 | 6 | 10 | |||||
| 2 | 7.1 | 4 | 2 | 13.43 | 2 | 4 | 8 | |||||||
| 3 | 10 | 0 | 7.69 | 3 | 3 | 6 | ||||||||
| 4 | 11.64 | 15 | 2 | 11.64 | 23.56 | 2 | 1 | 5 | ||||||
| 5 | 4 | 1 | 6.68 | 3 | 2 | 6 | ||||||||
| 6 | 6 | 0 | 8.07 | 3 | 3 | 6 | ||||||||
| 7 | 10 | 0 | 12.01 | 1 | 4 | 5 | ||||||||
| 8 | 6 | 0 | 8.86 | 3 | 4 | 7 | ||||||||
| 9 | 7.88 | 3 | 2 | 10.2 | 1 | 4 | 7 | |||||||
| 10 | 5.98 | 17 | 1 | 8.53 | 3 | 3 | 7 | |||||||
| 11 | 4 | 0 | 4.6 | 4 | 4 | 8 | ||||||||
| 12 | 6 | 0 | 10.23 | 3 | 4 | 7 | ||||||||
| 13 | 7 | 0 | 10.69 | 2 | 3 | 5 | ||||||||
| 14 | 7.42 | 9 | 1 | 23.25 | 2 | 5 | 8 | |||||||
| 15 | 9.48 | 3 | 1 | 14.88 | 1 | 7 | 9 | |||||||
| 16 | 24.16 | 8 | 3 | 27.05 | 1 | 0 | 4 | |||||||
| 17 | 8.24 | 5 | 1 | 15.63 | 3 | 3 | 7 | |||||||
| 18 | 11.14 | 11 | 2 | 12.58 | 2 | 3 | 7 | |||||||
| 19 | 13.58 | 5 | 1 | 10.94 | 2 | 5 | 8 | |||||||
| 20 | 16 | 0 | 12.64 | 1 | 2 | 3 | ||||||||
| 21 | 8 | 0 | 12.38 | 4 | 3 | 7 | ||||||||
| 22 | 20 | 0 | 18.63 | 1 | 4 | 5 | ||||||||
| 23 | 20.45 | 16 | 1 | 25.56 | 2 | 6 | 9 | |||||||
| 24 | 17.3 | 6 | 1 | 11.93 | 2 | 2 | 5 | |||||||
| 25 | 9 | 0 | 17.83 | 3 | 3 | 6 | ||||||||
| 26 | 13 | 1 | 5.47 | 1 | 4 | 6 | ||||||||
| 27 | 16.21 | 14 | 2 | 19.23 | 1 | 4 | 7 | |||||||
| 28 | 16 | 2 | 16.49 | 18.69 | 2 | 3 | 7 | |||||||
| 29 | 5 | 0 | 12.19 | 3 | 4 | 7 | ||||||||
| 30 | 13.98 | 8 | 2 | 19.5 | 3 | 5 | 10 | |||||||
| 31 | 13.39 | 20 | 4 | 0 | 0 | 3 | 7 | |||||||
| 32 | 11 | 3 | 17.6 | 3 | 4 | 10 | ||||||||
| 33 | 6 | 0 | 12.92 | 3 | 15.98 | 2 | 3 | 8 | ||||||
| 34 | 9 | 0 | 0 | 4 | 1 | 5 | ||||||||
| 35 | 13 | 0 | 8.81 | 18.69 | 2 | 3 | 5 | |||||||
| 36 | 6 | 0 | 10 | 1 | 2 | 3 | ||||||||
| 37 | 11.35 | 14.58 | 6 | 2 | 11.35 | 15.64 | 2 | 5 | 9 | |||||
| 38 | 20.01 | 11 | 1 | 15.62 | 3 | 4 | 8 | |||||||
| 39 | 20 | 0 | 0 | 3.95 | 3 | 2 | 5 | |||||||
| 40 | 7 | 0 | 14.92 | 2 | 1 | 3 | ||||||||
| Total: | 386 | 37 | 86 | 6 | 136 | 265 | 386 | 37 | ||||||
* WT—Waiting time, respectively, for first, second, third or fourth vehicle waiting for pedestrians to pass; PP is how many pedestrians are able to pass; VP—passed vehicles of respective flows; WTV—Waiting time, respectively, for first or second vehicle waiting for oncoming vehicles; VPV—passed vehicle that was waiting for oncoming vehicles; TVPC—total passed vehicles of each phase; Total—total passed pedestrians or vehicles of each flow.
Table 4.
Data for the period 08:00–09:00 for pedestrian flows crossing Entrance 4—Phase 3 *.
| № | WT 3-4 | PP | VP 3-4 | WT 1-4 | VP 1-4 | WTV 1-4 | VPV 1-4 | VP 3-1 | TVPC | ||||||||||
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| 1st | 2nd | 3rd | 1st | 2nd | 3rd | 4th | 5th | 1st | 2nd | 3rd | 4th | 5th | |||||||
| 1 | 7 | 4 | 5 | 13.92 | 1 | 11 | 21 | ||||||||||||
| 2 | 5 | 4 | 10.31 | 5 | 13.16 | 1 | 3 | 13 | |||||||||||
| 3 | 7.43 | 5 | 3 | 13.48 | 5 | 3 | 11 | ||||||||||||
| 4 | 5 | 5 | 8.02 | 4 | 1 | 10 | |||||||||||||
| 5 | 1 | 1 | 3.45 | 4 | 2 | 8 | 15 | ||||||||||||
| 6 | 7 | 1 | 2.63 | 4 | 5 | 10 | |||||||||||||
| 7 | 12.81 | 3 | 5 | 17.57 | 4 | 9 | 18 | ||||||||||||
| 8 | 2 | 5 | 4.47 | 7 | 6.25 | 5.89 | 1 | 6 | 19 | ||||||||||
| 9 | 3 | 3 | 6 | 17.76 | 1 | 7 | 17 | ||||||||||||
| 10 | 1 | 4 | 15.46 | 3 | 13.35 | 1 | 9 | 17 | |||||||||||
| 11 | 2 | 6 | 5.99 | 4 | 17.32 | 1 | 7 | 18 | |||||||||||
| 12 | 7 | 2 | 17.69 | 4 | 8 | 14 | |||||||||||||
| 13 | 3 | 3 | 10.51 | 4 | 16.08 | 1 | 4 | 12 | |||||||||||
| 14 | 3 | 3 | 3.81 | 12.93 | 6 | 8.46 | 1 | 5 | 15 | ||||||||||
| 15 | 5.25 | 11 | 2 | 24.15 | 4 | 8 | 14 | ||||||||||||
| 16 | 18.97 | 9 | 5 | 24.67 | 3 | 6 | 14 | ||||||||||||
| 17 | 10 | 6 | 3.96 | 11.58 | 6 | 6 | 18 | ||||||||||||
| 18 | 5.45 | 8 | 5 | 5.45 | 4 | 20.35 | 1 | 7 | 17 | ||||||||||
| 19 | 11 | 0 | 11.83 | 24.98 | 4 | 9 | 13 | ||||||||||||
| 20 | 2 | 3 | 5.21 | 7 | 5 | 15 | |||||||||||||
| 21 | 7 | 2 | 15.87 | 6 | 19.16 | 1 | 7 | 16 | |||||||||||
| 22 | 16.33 | 12 | 3 | 12.05 | 20.68 | 5 | 6 | 14 | |||||||||||
| 23 | 14.16 | 18 | 1 | 18.99 | 5 | 6 | 12 | ||||||||||||
| 24 | 19.98 | 19 | 5 | 15.6 | 27.21 | 4 | 7 | 16 | |||||||||||
| 25 | 16 | 2 | 8.79 | 5 | 5 | 12 | |||||||||||||
| 26 | 15.41 | 14 | 6 | 15.41 | 26.02 | 4 | 8 | 18 | |||||||||||
| 27 | 21 | 5 | 5.26 | 6 | 2 | 13 | |||||||||||||
| 28 | 12 | 5 | 10.64 | 16.08 | 5 | 7 | 17 | ||||||||||||
| 29 | 10 | 0 | 11.23 | 6 | 21.33 | 1 | 5 | 12 | |||||||||||
| 30 | 7.62 | 9 | 2 | 13.29 | 5 | 16.75 | 1 | 3 | 11 | ||||||||||
| 31 | 6 | 0 | 10.5 | 7 | 4 | 11 | |||||||||||||
| 32 | 11 | 2 | 7.41 | 14.82 | 3 | 8 | 13 | ||||||||||||
| 33 | 12 | 13 | 6 | 24.78 | 3 | 4 | 13 | ||||||||||||
| 34 | 8 | 2 | 6.58 | 14.75 | 5 | 3 | 10 | ||||||||||||
| 35 | 5 | 4 | 5.77 | 4 | 3.75 | 1 | 2 | 11 | |||||||||||
| 36 | 10 | 3 | 13.35 | 19.13 | 2 | 4 | 9 | ||||||||||||
| 37 | 5 | 0 | 7.3 | 4 | 3 | 7 | |||||||||||||
| 38 | 3.04 | 6 | 4 | 11.37 | 20.20 | 1 | 2 | 7 | |||||||||||
| 39 | 13.75 | 6 | 1 | 20.04 | 3 | 2 | 6 | ||||||||||||
| 40 | 7 | 3 | 6 | 2 | 11 | ||||||||||||||
| Total: | 320 | 126 | 181 | 16 | 217 | 540 | 320 | 126 | 181 | 16 | 217 | 540 | |||||||
* WT—Waiting time, respectively, for first, second, third or fourth vehicle waiting for pedestrians to pass; PP is how many pedestrians are able to pass; VP—passed vehicles of respective flows; WTV—Waiting time, respectively, for first or second vehicle waiting for oncoming vehicles; VPV—passed vehicle that was waiting oncoming vehicles; TVPC—total passed vehicles of each phase; Total—total passed pedestrians or vehicles of each flow.
Table 5.
The average delay time for vehicles in Phase 3 *.
| Period | WTP | WTC | ||||
|---|---|---|---|---|---|---|
| 1-2 | 3-2 | 3-4 | 1-4 | 3-2 | 1-4 | |
| 08:00–09:00 | 13.06 | 12.52 | 11.71 | 13.00 | 17.56 | 14.25 |
| 18:00–19:00 | 14.64 | 17.41 | 11.95 | 13.88 | 26.51 | 18.89 |
| 09:00–18:00 | 12.67 | 14.77 | 14.35 | 16.58 | 6.05 | 6.73 |
* Period—Peak or off-peak period; WTP—Waiting time for vehicles caused by crossing pedestrians; WTC—Waiting time for vehicles caused by other vehicles.
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MDPI and ACS Style
Saliev, D.; Valkovski, T.; Laskov, L.; Markov, M. Research on Traffic Delays Caused by Pedestrians Crossing at a Light-Regulated Intersection: Case Study of City of Sofia. Eng. Proc. 2026, 150, 105. https://doi.org/10.3390/engproc2026150105
AMA Style
Saliev D, Valkovski T, Laskov L, Markov M. Research on Traffic Delays Caused by Pedestrians Crossing at a Light-Regulated Intersection: Case Study of City of Sofia. Engineering Proceedings. 2026; 150(1):105. https://doi.org/10.3390/engproc2026150105
Chicago/Turabian StyleSaliev, Durhan, Tsvetan Valkovski, Lyubomir Laskov, and Milen Markov. 2026. "Research on Traffic Delays Caused by Pedestrians Crossing at a Light-Regulated Intersection: Case Study of City of Sofia" Engineering Proceedings 150, no. 1: 105. https://doi.org/10.3390/engproc2026150105
APA StyleSaliev, D., Valkovski, T., Laskov, L., & Markov, M. (2026). Research on Traffic Delays Caused by Pedestrians Crossing at a Light-Regulated Intersection: Case Study of City of Sofia. Engineering Proceedings, 150(1), 105. https://doi.org/10.3390/engproc2026150105
