Annex 7 Innovative Approaches to HCBRT Corridor Selection: Mixing with General Traffic

Mixed HCBRT and General Corridor Traffic

During the initial phases of a project, or for existing infrastructure that cannot be easily rebuilt, it is common to permit some mixed traffic.

In Beijing, for example, the highly successful southern busway shares road space for several hundred metres, as shown below in Figure 6. The station operates with a complete bus lane, but in the other direction the units have a preferential lane, which is clearly and legally shared with other traffic.

Figure 6 Beijing Busway: Shared Lanes

Figure 7 Hangzhou Mixed Traffic HCBRT “Lane”

In the HCBRT system in Hangzhou, however, the design has been less successful, forcing the units to leave an overpass and enter a highly congested junction next to the Intercity Bus Station. Even though the lanes are clearly indicated as being preferential, the high-cost articulated units (from which the photo was taken) have to struggle to get through the queue, wasting valuable capacity and time.

The most common case for mixed traffic use, however, is on major flyovers where it is not feasible to offer full busway segregation. The example below shows the existing busway in Tehran – which is planned for operation in exactly the same way with HCBRT. It may be observed that the busway is off-centre in relation to the mixed-traffic viaduct and very confused turning movements are still permitted.


Figure 8 Mixed Traffic on Viaduct on Tehran Busway

In summary, when there is a major traffic constraint on the proposed HCBRT route, the general rules are:

  • Be creative in finding a way to overcome the problem;
  • Use short sections of mixed traffic if unavoidable; and
  • Avoid mixed traffic use at congested junction approaches, where delays will be highest.
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