Designing a high level of service bus lane for Amersfoort

Abstract

In this project, a design was developed for a high level of service bus lane in the city of Amersfoort. The proposed bus lane is located in an area undergoing major urban redevelopment, with approximately 5,000 new houses planned. It forms part of a broader Bus Rapid Transit (BRT) corridor that connects the main train station with the northern neighbourhoods of the city. To determine the most suitable design, a literature study was conducted using both academic publications and design guidelines. The academic literature provided insight into different design options for dedicated bus lanes, highlighting their respective advantages and drawbacks, while design guidelines offered practical baseline solutions. In general, median bus lanes were identified as the most effective option for public transport performance. As no dedicated BRT road design guideline was available, general bus and tram design standards were used as a foundation for further development.

A system analysis identified the municipality as the primary stakeholder, alongside the province, the bus operator, passengers, and bus drivers. The main objectives of the design were to create fast, efficient, and comfortable bus lanes, as well as high-quality bus stops. These objectives were translated into specific requirements outlined in the basis of design. While some requirements varied across sections, the overall design needed to include dedicated bus lanes, general traffic lanes, bicycle paths, and sidewalks. Additionally, certain constraints—such as an underpass and a bridge—could not be modified due to cost limitations. A GIS analysis determined that three bus stops would be required within the design area.

Based on these requirements, multiple design alternatives were developed for five different sections of the area, considering median, curb-side, and side-separated bus lanes. In consultation with the municipality, the most promising concepts were selected and further refined into detailed variants. Due to interdependencies between sections, the design process was streamlined to focus on two main sections. These variants were elaborated using AutoCAD, with special attention given to spatial limitations. In one section, hybrid solutions were introduced, combining dedicated bus lanes with shared traffic where necessary. The designs were evaluated using criteria grouped into three categories: traffic performance, passenger accessibility, and urban integration and liveability. Traffic performance was assessed through microsimulation modelling, while accessibility and urban integration were evaluated using a mix of quantitative indicators and expert judgement.

The evaluation showed that designs with median bus lanes consistently performed best across most criteria. They resulted in shorter bus travel times, higher service reliability, improved accessibility, and better integration into the urban environment. However, curb-side bus lanes performed better in terms of general traffic flow and, in some cases, road safety. Ultimately, the median-based designs were selected and integrated into a final design for the entire area. Due to spatial constraints, some sections still required shared traffic, meaning the original goal of fully dedicated bus lanes was not completely achieved. It is therefore recommended that the municipality further refine the design, potentially by reducing general traffic capacity or reallocating space within the redevelopment area. The key takeaway from this project is that median bus lanes offer the best performance for high-quality public transport, but strict design requirements can significantly influence—and sometimes limit—the final outcome.