## 4 Results and Discussion
The segments for which \(\left(AVG\ of\ VG_{i}^{FS}-AVG\ of\ VG_{i}^{IS}\right)<0\) represent the (\(23/sg\))\(\times\)100 \(\cong\)\(33.33\%\), the mean of the \(y\)-axis values for those segments is -0.1965 m/s. If the summation of the change of AVG of VG is expressed as \(t\_change\) = (\(46\)\(\times\)\(0.2864\)) + (\(23\)\(\times\)\(1\)\(-0.19651\)) = 17.6919, thus the percentage of positive change is \(p\_change\) = ((\(46\)\(\times\)\(0.2864\))/\(t\_change\)) \(\times\)\(100\) = 74.4601%, and the percentage of negative change is \(n\_change\) = 100-\(p\_change\) = 25.5399%. In this case, \(p\_change\) is an indicative (as a percentage) of how much of the AVG of VG change (between IS and FS) is in benefit to the network. We calculate the average of the vector \(VP_{i}^{FS}\) minus the average of the vector \(VP_{i}^{IS}\), for \(i=1\)... \(69\). Again, SCS \(i=22\) is notorious for presenting the higher \(y\)-axis value (\(\sim\)2.8 m/s), followed by segments \(i=11\) (\(\sim\)0.89 m/s) and \(i=21\) (\(\sim\)0.75 m/s). Because of the nature of how \(vg\) and \(vp\) are calculated, the speed improvement for SCSs during the green time is better reflected with VP. The segments for which \(\left(AVG\ of\ VP_{i}^{FS}-AVG\ of\ VP_{i}^{IS}\right)\geq 0\) represent the \(\left(\frac{42}{69}\right)\times 100\)\(\cong\)\(60.8695\%\), the mean of the \(y\)-axis values for those segments is 0.2757 m/s; the segments for which \(\left(AVG\ of\ VP_{i}^{FS}-AVG\ of\ VP_{i}^{IS}\right)<0\) represent the (\(27/69\)) \(\times\)\(100\)\(\cong\)\(39.1304\%\), the mean of the \(y\)-axis values for those segments is \(-0.0691\) m/s. We have that \(t\_change\) = 13.446, \(p\_change\) = 86.1301%, and \(n\_change\) = 13.8699%. The positive effects (a higher speed in the FS than in the IS) of the reduction of vehicles are captured with the proposed speed measures: \(vg\) and \(vp\). The percentage of segments for which AVG of VG was higher is \(\sim\)66.66%, and for AVG of VP is \(\sim\)60.86%. The variable \(p\_change\) reflects (as a percentage) how much of the total speed change (from IS to FS) is positive (a higher speed in the FS than in the IS). The \(p\_change\) considering the AVG of VG is 74.4601% and considering the AVG of VP is 86.1301%, therefore for both cases a significant amount of speed change is positive. We calculate \(AVG\ of\ DG_{i}^{FS}\) minus \(AVG\ of\ DG_{i}^{IS}\), for \(i=1\)... \(69\). The AVG of DG is notoriously lower in the FS than in the IS for segments \(i=11\) and \(22\), the same segments that showed the highest increase of AVG of VG, and of AVG of VP (thus we corroborate the expected, an increase of speed corresponds with a decrease of density). It is convenient to note that segments \(i=11\), \(21\), and \(22\) intersect in the same junction. The segments for which \(\left(AVG\ of\ DG_{i}^{FS}-AVF\ of\ DG_{i}^{IS}\right)\leq 0\) represent the 72.4638%, the mean of the \(y\)-axis values for those segments is \(-9.7645\)\(\times\)\(10^{-4}\) veh/m; the segments for which \(\left(AVG\ of\ DG_{i}^{FS}-AVG\ of\ DG_{i}^{IS}\right)>0\) represent the 27.5362%, the mean of the \(y\)-axis values for those segments is 4.0518 \(\times\)\(10^{-4}\) veh/m. We have that \(t\_change\) = 0.0565, \(p\_change\) = 13.6204%, and \(n\_change\) = 86.3796%. We calculate \(AVG\ of\ DP_{i}^{FS}\) minus \(AVG\)\(of\)\(DP_{i}^{IS}\). Again, the AVG of DP is notoriously lower in the FS than in the IS for segments \(i\) = 11 and 22. The segments for which \(\left(AVG\ of\ DP_{i}^{FS}-AVG\ of\ DP_{i}^{IS}\right)\leq 0\) represent the 62.3188%, the mean of the \(y\)-axis values for those segments is \(-\)8.1261 \(\times\) 10\({}^{-4}\) veh/m; the segments for which \(\left(AVG\ of\ DP_{i}^{FS}-AVG\ of\ DP_{i}^{IS}\right)>0\) represent the 37.6812%, the mean of the \(y\)-axis values for those segments is 2.1490 \(\times\) 10\({}^{-4}\) veh/m. We have that _t_change_ = 0.0405, _p_change_ = 13.7858%, and _n_change_ = 86.2142%.