## 3 Results
### Association Analysis  
#### 3.2.1 Sensitivity Analysis  
According to the data in Table 2, \(V_{0}\) = 50 km/h and \(C_{0}\) = 130 s.  
The data required for \(L\) were obtained from the data in Table 3, and are shown in Table 5. We observed the three non-signaled crosswalks to calculate the average ratio between the actual number of interferences caused by pedestrians crossing the street and the flow of pedestrian in 15 min units at 20%, i.e., \(k\) = 20%. \begin{table}
\begin{tabular}{c c c c c c c} \hline \hline
**License** & **Type of** & **Upstream** & **Downstream** & **Road Length** & **Starting Time** & **Ending Time** \\
**Plate** & **Vehicle** & **Intersection Number** & **Intersection Number** & **(m)** & **Starting Time** & **Ending Time** \\ \hline \hline \multicolumn{1}{l}{*PD0851*} & Small vehicle & 1 & 2 & 1300 & 2020/9/21 08:50 & 2020/9/21 08:51 \\ \multicolumn{1}{l}{*P5N512*} & Small vehicle & 2 & 3 & 800 & 2020/9/21 08:51 & 2020/9/21 08:52 \\ \multicolumn{1}{l}{*P28B96*} & Small vehicle & 3 & 4 & 900 & 2020/9/21 08:46 & 2020/9/21 08:48 \\ \multicolumn{1}{l}{*PD209*} & Small vehicle & 4 & 5 & 1300 & 2020/9/21 09:15 & 2020/9/21 09:17 \\ \multicolumn{1}{l}{*PD304*} & Heavy vehicle & 5 & 6 & 1500 & 2020/9/21 09:28 & 2020/9/21 09:29 \\ \hline \hline \end{tabular}
\end{table} 
Table 4: Data on the trajectories of vehicles. \begin{table}
\begin{tabular}{c c c c c c c c} \hline \hline
**Intersection Number** & \multicolumn{4}{c}{**Intersection Canalization**} & \multicolumn{4}{c}{**Green Wave Schemes**} \\ \cline{2-9}  & **Direction** & **Turning Direction** & **Number of Lanes** & \(V\) & \(C\) & **Phase** & **Timing** & **Offset** \\ \hline \multirow{8}{*}{\(1\)} & East & Left-turn & 2 & & & & \\  & East & Straight & 3 & & & & \\  & West & Left-turn & 2 & & & & \\  & West & Straight & 3 & & & & \\  & South & Left-turn & 2 & 50 km/h & 130 s & & \\  & South & Straight & 4 & & & & \\  & North & Left-turn & 2 & & & & \\  & North & Straight & 4 & & & & \\ \hline \hline \end{tabular}
\end{table} 
Table 2: Data on the canalization of the intersections and schemes of green wave control. \begin{table}
\begin{tabular}{c c c c c} \hline \hline
**Upstream Intersection** & **Downstream** & **Road Length** & **Number of** & **Flow of Pedestrian** \\
**Number** & **Intersection Number** & **(m)** & **Non-Signal Crosswalks** & **Crossing (p/h)** \\ \hline \hline \(1\) & 2 & 1300 & 0 & / \\ \(2\) & 3 & 800 & 0 & / \\ \(3\) & 4 & 900 & 0 & / \\ \(4\) & 5 & 1300 & 1 & 80 \\ \(5\) & 6 & 1500 & 2 & 230 \\ \hline \hline \end{tabular}
\end{table} 
Table 3: Road information. The data required for \(H\) were drawn from the data in Table 4, and their results are shown in Table 6.  
Following this, we used Equations (5)-(8) to determine that \(L_{0}=20\) times and \(H_{0}=3\%\). Given \(V_{0}\), \(C_{0}\), \(L_{0}\), and \(H_{0}\), we used the steps provided in Section 2.3 to determine \(V_{j}\), \(C_{j}\), \(L_{j}\), and \(H_{j}\); \(j=1\), 2, 3, 4, 5; and we formulated 20 schemes. They are denoted by A1-A5, B1-B5, C1-C5, and D1-D5, and are shown in Table 7.  
The schemes for green wave control were calculated using a commonly applied graphic-based method [7; 11]. When \(C_{0}=130\) s, the schemes corresponding to the range of \(V\) of 40-60 km/h are shown in Table 8. When \(V_{0}=50\) km/h, the schemes corresponding to the range of \(C\) of 110-150 s are shown in Table 9. The bandwidths in Tables 8 and 9 are the average values of the bandwidths from east to west and west to east, respectively. Single-factor sensitivity analysis was adopted; that is, the value of certain influencing factors changed with the scheme, and the actual value of other factors was adopted (in Table 7). Traffic data are shown in Table 10. The speeds of heavy and light vehicles were assumed to be 35 and 50 km/h, respectively. Through the Vissim simulation software, S, T, and D were output. Then, the \(E\) was calculated by Equations (1)-(4).