Specifications

8-9
detectors (within 50 It). As a result, during peak
periods, there is likely to be a vehicle waiting on the
loop during most or all of the red. This tends to push up
total occupancy. For instance, a phase that has 16
seconds green on a 100 second cycle could register up
to 84% occupancy—simply due to vehicles waiting for
green. Any further occupancy during green would be in
addition to that. This can make It difficult to see trends.
For example, In this same scenario, say the green
occupancy changed from 25% to 50%. This Is a
doubling of the green occupancy, but the total
occupancy would only go from 90 to 94%. This might
not appear to be much of a relative change when it in
fact it is.
Gap’s/F.O.’s/Max’s = The mix of-gap-outs, force offs,
and max-outs for each phase over the period. The sum
of these for a given phase will generally equal the num-
ber of cycles—unless the phase was skipped one or
more times.
Walks = The number of times the ped was serviced for
the given phase (the example intersection does not
have peds, thus only 0’s are recorded). One use of this
parameter is for actuated peds of previously
undetermined usage. If it turns out that the ped is
seldomly used, consideration may be given to not
including that ped time in the split, and tolerating an
occasional late return to the coord phase.
Comm module installed indicates if the communication
module is installed or not.
DETECTOR STATUS
Each detector 1-24 indicates the extend phase it is as-
signed to (0= the detector is not assigned to extend any
phase, typically this would apply to “system” detectors).
Also listed is any detector failures, denoted by an ‘X’
below the phase. A dash Indicates no detector failure,
as Is the case for all detectors in the example.
PRE-EMPT STATUS
The number of high and low priority pre-empts
occurring during the period is listed for each of the pre-
empt sequences. No preempts occurred during the
period in the example report. The pre-empt status may
be important, not only from the standpoint of
determining the frequency of preempts, but may
explain unexpected phase data in cases where multiple
preempts may have affected traffic flow.
SPEED DATA
The cycle based MOE report provides two types of
speed data, computed speed and speed trap speed.
The example does not use speed traps, but when
used, it is not uncommon for the speed trap speeds to
be significantly higher than the computed speeds. This
is because the speed traps in most applications are
placed mid-block, well away from the stop bar, and not
as subject to stops.
MOE STATUS SCREENS
A number of MOE status screens have been provided
to view the accumulation of data as well as to aid in
setting up MOE parameters. NOTE: MOE status
screens may be observed even though clock ckt 141 is
not on, i.e. the LMD does not have to be logging
MOE’s. However, a sample period must be
programmed, and speed traps and computed speeds
do require set-up programming.
From MAIN MENU, Select the RUN MODE submenu....
SELECTION 5....MOE STATUS
SPEED TRAPS
SPEED TRAPS
SELECTION 1 ....SPEED TRAPS....The following run
status screen pertains to speed trap information.
Information on the screen relates to the current period
as it is computed, where:
L SPD = The last speed trap event registered
A SPD = The average trap speed thus far in the
period.
Note: the display can be frozen by hitting the decimal
key, and cleared by the CLR key. The Average speed
value will automatically clear at the end of the sample
period.
--MOE STATUS MENU--
1. SPEED TRAPS 3. GRN DATA/VOL
2. COMPUTED SPEED 4. MAX S/FO S/GAP’S
5. VOL LOG STAT
--SPEED TRAPS; UNITS= MPH--
TRAP A B C D |USE KEYS:
L SPD 0 0 0 0 |“.” = FREEZE
A SPD 0 0 0 0 |CLR = RELEASE
--BASIC STATUS MENU--
1.RUN MENUS 4.PREEMPT 7.MMU STATUS
2.FAULTS 5.MOE/VOL/STAT 8.TRANSIT PR
3.CLOCK STAT 6.SCHED LOGS