Another antidote to the “we don’t do it here” is the contraflow lane on Pittsburgh’s fifth ave. I don’t know about it’s impact on speeds and reliability though
Do these setups have challenges with respect to accommodating high bus frequencies and stopping by multiple lines? I am wondering what happens when the lead bus stops (for passengers) in terms of delays or other impacts on the buses following behind? Is this dealt with through strategically located pull-outs, passing lanes, or simply stops that are long enough for all the buses to stop (assuming all buses stop at all stops in a setting like these)?
In theory nothing (but available space) prevents form having larger sections for passing buses. The one layout with double width exactly for that reason I can think of out of the top of my head is this section of via dei Mille in Bologna, with a double contraflow bus lane in one direction and a single bus-only lane + 2 general traffic lanes in the other direction, exactly because it's a major terminal for suburban lines and also a thoroughfare for urban buses with high volumes: https://www.google.com/maps/@44.50203,11.3407493,3a,48.8y,129.56h,89.98t/data=!3m6!1e1!3m4!1sjvGLr9tigzb0ND3ydtaZRw!2e0!7i16384!8i8192?entry=ttu
It's a bit more complex. Most of the bus routes in Eindhoven don't split around the loop but use portion of it in both directions, using both the contraflow lane and the opposite general traffic lane, so no split stops. Ditto in Bologna. The real goal is not to have 100% of the routes in transit-only lanes, but to increase flows and reduce delays from intersections both on the contraflow transit-lane and the opposite direction general traffic lane, because a contraflow configuration greatly simplifies the management of both minor and major intersections
Another antidote to the “we don’t do it here” is the contraflow lane on Pittsburgh’s fifth ave. I don’t know about it’s impact on speeds and reliability though
Excellent paper! I really appreciate the mention of contraflow bus lane in Saragozza Street (in pair with Andrea Costa contraflow lane).
Do these setups have challenges with respect to accommodating high bus frequencies and stopping by multiple lines? I am wondering what happens when the lead bus stops (for passengers) in terms of delays or other impacts on the buses following behind? Is this dealt with through strategically located pull-outs, passing lanes, or simply stops that are long enough for all the buses to stop (assuming all buses stop at all stops in a setting like these)?
In theory nothing (but available space) prevents form having larger sections for passing buses. The one layout with double width exactly for that reason I can think of out of the top of my head is this section of via dei Mille in Bologna, with a double contraflow bus lane in one direction and a single bus-only lane + 2 general traffic lanes in the other direction, exactly because it's a major terminal for suburban lines and also a thoroughfare for urban buses with high volumes: https://www.google.com/maps/@44.50203,11.3407493,3a,48.8y,129.56h,89.98t/data=!3m6!1e1!3m4!1sjvGLr9tigzb0ND3ydtaZRw!2e0!7i16384!8i8192?entry=ttu
Seems like the pairing of stops (inbound, outbound) would be important. Looks like there is a 300m walk between the stop pairs in Eindhoven.
It's a bit more complex. Most of the bus routes in Eindhoven don't split around the loop but use portion of it in both directions, using both the contraflow lane and the opposite general traffic lane, so no split stops. Ditto in Bologna. The real goal is not to have 100% of the routes in transit-only lanes, but to increase flows and reduce delays from intersections both on the contraflow transit-lane and the opposite direction general traffic lane, because a contraflow configuration greatly simplifies the management of both minor and major intersections