## 4 Discussion  
The performance of Models 1 and 2 was discussed at both the road segment and arterial levels. According to Tables 4 and 5, the green wave bandwidths obtained by each traffic mode on each road segment are displayed in Table 6, and the total green wave bandwidths obtained by the three traffic modes (cars, buses, and electric bicycles) on each road segment are shown in Table 7. The calculation method for the improvement in Tables 6 and 7 is \(\frac{B_{2}-B_{1}}{B_{1}}\times 100\%\). \(B_{1}\) is the bandwidth generated by Model 1 and \(B_{2}\) is the bandwidth generated by Model 2. According to Table 6, the comparisons between Models 1 and 2 are summarized as follows. (1) For the green wave bandwidths of cars, Model 2 showed a decrease in generation on road segments 1 and 3, but an increase on road segments 2 and 4. (2) For the green wave bandwidths of electric bicycles, Model 2 showed a reduction in generation on road segment 2, while there was an increase on road segments 1, 3, and 4. (3) For the green wave bandwidths of buses, Model 2 achieved an improvement across all road segments. Among the various increases in green wave bandwidth in Table 6, the improvement for cars between Intersections 4 and 5 is the most notable, reaching 231.7%. The possible reason for this is that from Tables 4 and 5, it can be observed that Model 1 generates a green wave for the car only on the outbound path 4 and the inbound path 4 between intersections 4 and 5, \begin{table}
\begin{tabular}{c c c c c c c c c} \hline \hline
**Outbound Band-** & **Outbound Path 1** & **Outbound Path 2** & **Outbound Path 3** & **Inbound Path 4** & **Inbound Path 1** & **Inbound Path 2** & **Inbound Path 3** & **Inbound Path 4** \\ \hline \(b_{1,1,p}\) & 0 & 0 & 0 & 0.241 & \(\overline{b}_{1,1,\overline{p}}\) & 0 & 0 & 0 & 0.241 \\ \(b_{1,2,p}\) & 0.126 & 0.106 & 0.15 & 0 & \(\overline{b}_{1,2,\overline{p}}\) & 0.094 & 0.123 & 0.108 & 0 \\ \(b_{1,3,p}\) & 0.1734 & 0.0586 & 0.1026 & 0 & \(\overline{b}_{1,3,\overline{p}}\) & 0.1664 & 0.0506 & 0 & 0 \\ \(b_{2,1,p}\) & 0 & 0 & 0 & 0.213 & \(\overline{b}_{2,1,\overline{p}}\) & 0 & 0 & 0 & 0.149 \\ \(b_{2,2,p}\) & 0 & 0.08 & 0.064 & 0.177 & \(\overline{b}_{2,2,\overline{p}}\) & 0 & 0 & 0 & 0.241 \\ \(b_{2,3,p}\) & 0.0606 & 0.1564 & 0.1514 & 0 & \(\overline{b}_{2,3,\overline{p}}\) & 0 & 0.2376 & 0.2536 & 0 \\ \(b_{3,1,p}\) & 0 & 0 & 0 & 0.241 & \(\overline{b}_{3,1,\overline{p}}\) & 0 & 0 & 0 & 0.257 \\ \(b_{3,2,p}\) & 0.0548 & 0.2023 & 0.1653 & 0 & \(\overline{b}_{3,2,\overline{p}}\) & 0.0583 & 0.1858 & 0.1538 & 0 \\ \(b_{3,3,p}\) & 0.0954 & 0.1616 & 0.1246 & 0 & \(\overline{b}_{3,3,\overline{p}}\) & 0.1114 & 0.1326 & 0.1006 & 0 \\ \(b_{4,1,p}\) & 0 & 0 & 0 & 0.078 & \(\overline{b}_{4,1,\overline{p}}\) & 0 & 0 & 0 & 0.101 \\ \(b_{4,2,p}\) & 0 & 0 & 0 & 0.1595 & \(\overline{b}_{4,2,\overline{p}}\) & 0 & 0 & 0 & 0.1825 \\ \(b_{4,3,p}\) & 0 & 0.0638 & 0.0868 & 0.1882 & \(\overline{b}_{4,3,\overline{p}}\) & 0 & 0.1098 & 0.0868 & 0.1652 \\ \hline \hline \end{tabular}
\end{table} 
Table 5: Green wave bandwidths for the test arterial generated by Model 1.  
and the bandwidths of the green wave for all other paths are 0, while Model 2 generates a green wave for the car on the outbound paths 3 and 4 and the inbound paths 1, 2, and 4 between intersections 4 and 5. According to Table 7, it was observed that, compared to Model 1, the total green wave bandwidths generated by Model 2 for cars, buses and electric bicycles were increased on all road segments. Specifically, the smallest increase was on road segment 3, with an increase of 11%, and the most significant increase was on road segment 4, with an improvement of 88.7%. Based on Tables 6 and 7, one could observe that although the green wave bandwidths generated by Model 2 for cars or electric bicycles decreased on certain road segments, the presented model (Model 2) achieved an increase in each road segment in terms of the total green wave bandwidths for the three traffic modes.