In this paper, we investigate the performance of a bus lane that is (de)activated under specific road traffic and public transport conditions. More specific, the VISSIM microscopic simulation software along with VisVAP and EnViVer add-on modules were employed to represent the operation of a bus lane with intermittent use by cars in a highly congested arterial. We modelled various scenarios to determine the level of traffic volumes and bus service frequencies for which such bus lane concept would be effective. Empirical findings showed that when peak hour volumes range between 1000 and 2000 vehicles, the mixing of cars and buses on bus lanes may lead to a) serious reductions of vehicles’ queue lengths, b) significant decreases of greenhouse gas and air pollutant emissions derived from traffic flow and speed profile improvements and c) financial viability of the experiment. The joint use of bus lanes at 2000 vehicles per peak hour was highlighted as the most financially viable scenario. On the other hand, delays were comparatively increased due to the lower speed of cars which were moving onto the bus lane. Finally, our bus lane concept was not performed well under bus headways shorter than 2 min.

在本文中，我们调查了在特定道路交通和公共交通条件下（停用）的公交专用道的性能。更具体地说，VISSIM 微观模拟软件以及 VisVAP 和 EnViVer 附加模块被用来表示在高度拥挤的主干道中汽车间歇使用的公交车道的运行。我们对各种场景进行了建模，以确定这种公交专用道概念有效的交通量水平和公交服务频率。实证结果表明，当高峰时段的客流量在 1000 到 2000 辆之间时，汽车和公共汽车在公交专用道上的混合可能会导致 a) 车辆排队长度的严重减少，b) 因交通流量和速度剖面改善而产生的温室气体和空气污染物排放量显着减少，以及 c) 实验的财务可行性。强调以每高峰小时 2000 辆汽车共同使用公交专用道是最经济可行的方案。另一方面，由于驶入公共汽车专用道的汽车速度较低，延误相对增加。最后，我们的公交车道概念在公交车车距短于 2 分钟的情况下表现不佳。