A hybrid bus rapid transit system that responds to demand

Abstract

The present invention relates to a composite rapid bus system that can respond to demand, including: rapid bus vehicles, which are divided into conventional rapid buses and flexible rapid buses according to passenger travel needs; the conventional rapid buses adopt a fixed-line, fixed-shift and station-stop operation mode; the flexible rapid buses adopt a multi-line and cross-station operation mode according to the real-time travel needs of users; dedicated lanes, which are lanes divided from lanes of existing urban roads for the exclusive use of rapid bus vehicles, intersecting with ordinary roads and following traffic lights; bus stops, which are set at the station locations of the dedicated lanes, for rapid bus vehicles to stop and passengers to get on and off; a rapid bus system network, which connects multiple bus stops through dedicated lanes to form a line, and multiple lines are combined to form a rapid bus system network. Compared with the prior art, the present invention has the advantages of being more flexible, saving passenger travel time, and improving the utilization efficiency of the rapid bus network.

Description

Technical Field

[0001] The invention relates to the field of urban public transportation, and in particular to a composite rapid public transportation system capable of responding to demand. Background Art

[0002] With the acceleration of my country's urbanization process and the increase in the number of motor vehicles, traffic congestion and other problems have followed. The development of public transportation has become one of the important means to alleviate urban traffic problems. Bus Rapid Transit (BRT) is a new type of public passenger transportation system between rail transit and conventional buses. It operates on bus lanes, has bus priority rights, and serves large passenger flow corridors. It is a fast public transportation method.

[0003] Compared with private vehicles and ordinary buses, the existing BRT system uses dedicated lanes and is not affected by congested traffic, so its travel speed is improved. However, it is still a fixed route, fixed schedule, and fixed stop (fixed route, fixed schedule, fixed stop) operation mode, which is inflexible, mainly manifested in the following aspects: 1) The dedicated lane is only for BRT operation, and there is a certain time interval between the two vehicles in front and behind, resulting in low utilization of dedicated lanes and waste of road traffic resources; 2) The stop mode is "stop at every station", which causes delays in stop time, and the actual travel speed of passengers is still low; 3) When multiple BRT lines are networked and operated, they cannot flexibly adapt to travel needs, so passengers have problems such as difficulty in transfer and long travel time. The above problems have reduced the attractiveness of BRT to passengers and affected the competitiveness of public transportation.

[0004] Existing BRT improvement technical solutions include two aspects: 1) To address the problem of low dedicated lane utilization, dedicated lane utilization can be improved by sharing dedicated lanes, such as the solution proposed in Chinese patent CN109584546 to allow ordinary social vehicles to use BRT dedicated lanes when they are idle, and the solution disclosed in Chinese patent CN101520948 for conventional buses and BRT to share dedicated lanes; 2) On the basis of the existing BRT operation model, efficiency can be improved by improving local operation organization methods, such as optimizing the allocation of entry and exit berths (CN114529222A) and improving departure intervals and stop plans (CN114723141A).

[0005] However, none of the above-mentioned improvement plans have broken through the existing BRT's "fixed line, fixed schedule, fixed station" operation mode, and cannot flexibly and dynamically respond to passengers' real-time travel needs. It is difficult to fundamentally improve the efficiency of the BRT itself, especially to adapt to the difficulties in passenger transfers caused by the multi-line network operation. Summary of the invention

[0006] The purpose of the present invention is to overcome the defects of the prior art and provide a composite rapid transit system that can respond to the demand.

[0007] The purpose of the present invention can be achieved by the following technical solutions:

[0008] A composite rapid transit system capable of responding to demand, the transit system comprising:

[0009] Rapid bus vehicles are divided into regular rapid bus and flexible rapid bus according to passenger travel needs; the regular rapid bus adopts a fixed-line, fixed-schedule and stop-at-station operation mode; the flexible rapid bus adopts a multi-line and cross-station operation mode according to the real-time travel needs of users;

[0010] Dedicated lanes are lanes set aside from existing urban roads for BRT vehicles to travel, intersecting with ordinary roads and following traffic lights;

[0011] Bus stops are set up at the station location of the dedicated lane and are used for rapid bus vehicles to stop and passengers to get on and off;

[0012] The BRT network is formed by connecting multiple bus stops through dedicated lanes, and multiple lines are combined to form the BRT network.

[0013] Furthermore, the conventional BRT is a large-capacity bus of 9 to 12 meters, which runs on a trunk line with large passenger flow.

[0014] Furthermore, the flexible rapid bus is a small or medium-sized bus of 5 to 8 meters.

[0015] Furthermore, the dedicated lanes include a central dedicated lane arranged along the central dividing strip and a roadside dedicated lane arranged along the sidewalk; the dedicated lanes allow conventional rapid buses and flexible rapid buses to enter.

[0016] Furthermore, the bus stop includes acceleration and deceleration areas, parking areas and passing lanes; the acceleration and deceleration areas are used when rapid buses enter and exit the stop; there are multiple parking areas, which are used for rapid buses to stop and passengers to get on and off; the passing lanes are used for rapid buses that do not need to stop at the station to pass quickly.

[0017] Furthermore, the public transportation system collects travel demand information from passengers, and matches passengers with appropriate rapid transit vehicles based on the travel demand information and the operation status of rapid transit vehicles to complete the trip.

[0018] Furthermore, the travel demand information includes a starting point, an end point, travel time, an acceptable maximum waiting time and willingness to pay.

[0019] Furthermore, matching a suitable BRT vehicle for passengers specifically includes: matching a suitable flexible BRT vehicle or waiting for a conventional BRT vehicle according to travel demand information.

[0020] Furthermore, the matching of suitable flexible rapid buses is specifically as follows: according to the collected travel demand information of passengers, passengers' willingness to pay, whether the time interval between rides is less than the acceptable maximum waiting time average, whether the starting point and the end point of the trip are the same, and whether the interval between the starting point and the end point of the trip is less than the average station distance are used as judgment criteria, passengers are clustered, suitable flexible rapid buses are recommended to passengers, and then flexible rapid buses are dispatched.

[0021] Furthermore, the dispatching of flexible rapid buses is specifically as follows: the dispatching center receives a dispatching instruction, imports passenger travel demand information, obtains location information of flexible rapid buses available for dispatch on the rapid bus system line network, sorts the dispatchable flexible rapid buses according to the distance between them and the passenger travel starting point, determines whether the number of passengers on the flexible rapid buses meets the number of passengers, determines the number of flexible rapid buses that need to be dispatched, dispatches buses to pick up passengers, and feeds back the dispatching plan and flexible rapid bus information to the passengers to complete the dispatching.

[0022] Compared with the prior art, the present invention has the following beneficial effects:

[0023] 1. The bus rapid transit system of the present invention is more flexible under the BRT network operation, and can save passengers' transfer time in a point-to-point reservation-response manner, especially can save the time loss caused by deceleration and stopping at stations in the "stop at every station" mode, and finally reduce passengers' travel time; and because vehicles can be freely dispatched on demand in the network, vehicles can pass continuously without stopping, which can improve the utilization rate of bus lanes.

[0024] 2. The flexible rapid transit operation mode of the present invention can make full use of the BRT fixed line network. By combining the advantages of "point-to-point" operation and trunk line operation, it breaks the limitations of the existing BRT system's "fixed line, fixed schedule, fixed station" operation mode and improves the utilization efficiency of the BRT line network.

[0025] 3. The present invention emphasizes retaining the independent priority right of way for BRT and improving the utilization rate of dedicated lanes from the perspective of the BRT system's own vehicle organization and dispatching mode, rather than sharing the right of way with other modes of transportation. This can avoid conflicts with other vehicles and lose the benefits of bus priority, and the demand-responsive reservation service can better meet the diverse travel needs of passengers. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] Figure 1 A schematic diagram of a bus stop for a central dedicated lane of the present invention;

[0027] Figure 2 A schematic diagram of a bus stop with a roadside dedicated lane of the present invention;

[0028] Figure 3 The overall flow chart of the flexible rapid transit of the present invention;

[0029] Figure 4 A schematic diagram of a bus stop for parking vehicles in a central dedicated lane when there are vacant parking spaces according to the present invention;

[0030] Figure 5 A schematic diagram of a bus stop for parking vehicles in a central dedicated lane when there are no vacant parking spaces according to the present invention;

[0031] Figure 6 A schematic diagram of a bus stop for parking vehicles on a roadside dedicated lane when there are vacant parking spaces according to the present invention;

[0032] Figure 7 A schematic diagram of a bus stop for parking vehicles on a roadside dedicated lane when there are no vacant parking spaces according to the present invention;

[0033] Figure 8 A schematic diagram of a bus stop for a BRT vehicle of the present invention to exit a central dedicated lane;

[0034] Fig. 9 A schematic diagram of a bus stop for a BRT vehicle of the present invention to exit a roadside dedicated lane;

[0035] Fig.10 A flow chart of the BRT vehicle matching of the present invention;

[0036] Fig.11 The rapid transit vehicle dispatching flow chart of the present invention;

[0037] Fig.12 A road scene diagram is set for the present invention;

[0038] Fig.13 A schematic diagram of a vehicle V1 of the present invention preparing to drive out;

[0039] Fig.14 This is a schematic diagram of the vehicle V1 of the present invention driving out of the platform. DETAILED DESCRIPTION

[0040] The present invention is described in detail below in conjunction with the accompanying drawings and specific embodiments. This embodiment is implemented based on the technical solution of the present invention, and provides a detailed implementation method and specific operation process, but the protection scope of the present invention is not limited to the following embodiments.

[0041] Example

[0042] like Figure 1 and 2 As shown, a composite rapid transit system capable of responding to demand, the system comprising:

[0043] Rapid buses are divided into regular rapid buses and flexible rapid buses according to passenger travel needs. Regular rapid buses adopt a fixed-line, fixed-schedule and stop-at-station operation mode, and are large-capacity buses of 9 to 12 meters, running on trunk routes with large passenger flows. Flexible rapid buses adopt a multi-line and cross-station operation mode according to users' real-time travel needs, and are small and medium-sized buses of 5 to 8 meters.

[0044] Dedicated lanes are lanes set aside from existing urban road lanes for BRT vehicles, intersecting with ordinary roads and following traffic lights, including central dedicated lanes set along the central dividing strip and roadside dedicated lanes set along the sidewalks; the dedicated lanes allow conventional BRT and FRT vehicles to enter;

[0045] The bus stop is located at the station position of the dedicated lane and is used for the rapid bus to stop and passengers to get on and off. It includes acceleration and deceleration areas, parking areas and passing lanes. The acceleration and deceleration areas are used for the rapid bus to enter and exit the stop. There are multiple parking areas for the rapid bus to stop and passengers to get on and off. The passing lane is used for the rapid bus to pass quickly without stopping at the station.

[0046] The BRT network is formed by connecting multiple bus stops through dedicated lanes, and multiple lines are combined to form the BRT network.

[0047] like Figure 3 As shown, the public transportation system collects travel demand information from passengers, and matches passengers with appropriate rapid transit vehicles based on the travel demand information and the operation status of rapid transit vehicles to complete the trip; wherein the travel demand information includes the starting point, the end point, the ride time, the maximum acceptable waiting time and the willingness to pay. The specific steps are as follows:

[0048] Step 1: Passengers enter their travel information on the online platform. The travel information includes the starting point O and the end point D (O and D are both on the bus route network), the travel time t i , the maximum acceptable waiting time T max and willingness to pay;

[0049] Step 2: Determine the passenger's willingness to pay; if the passenger accepts a low willingness to pay, plan a regular rapid bus route for him or her; if the passenger accepts a high willingness to pay, arrange a flexible rapid bus route for him or her.

[0050] Step 3: According to the passenger's travel demand information and the operation status of the BRT, a BRT dispatching model is established to calculate the optimal travel route and match the passenger with a suitable BRT. The matching of the passenger with a suitable BRT includes: judging and matching a suitable flexible BRT or waiting for a regular BRT according to the travel demand information;

[0051] Step 4: Generate dispatch instructions based on the dispatch plan and issue them to the flexible rapid transit service, and provide feedback to passengers who choose this travel service;

[0052] Step 5: The passenger arrives at the destination and completes the trip.

[0053] After determining the travel mode for passengers, BRT vehicles follow the following rules when operating on the road:

[0054] BRT vehicles operate on the BRT system network;

[0055] like Figures 4 to 7 As shown in the figure, when the BRT does not need to stop at a station, it passes through the passing lane and does not need to stop or wait at the station; when the BRT needs to stop at a station, the BRT enters the bus stop and stops at the parking area, and the passing lane is provided for BRT vehicles that do not need to stop at the station. The specific entry into the station is as follows:

[0056] Scenario 1: When there is an empty parking space among the N parking spaces at the bus stop, vehicles entering the station can go through the deceleration zone or directly enter the empty parking space;

[0057] Scenario 2: If there are no vacant parking spaces, incoming vehicles enter the deceleration zone and wait to enter the station to avoid occupying the passing lane;

[0058] like Figure 8 and 9 As shown in the figure, when a BRT vehicle leaves a bus stop, the following situations exist:

[0059] Scenario 1: There is no overtaking vehicle in the passing lane, and the BRT vehicle can directly leave the bus stop;

[0060] In the second situation, there is a vehicle in the passing lane. If the minimum longitudinal safety distance is met, the BRT vehicle will leave normally. If not, it will leave after the passing vehicle.

[0061] The minimum longitudinal safety distance between the vehicle M waiting to leave the station at parking space 1 and the passing vehicle 1 is:

[0062]

[0063] Among them, v1 is the speed of the vehicle 1 passing the station, a Mis the acceleration taken by the vehicle to change lanes, L is the vehicle length, W is the vehicle width, and θ is the angle between the vehicle M and the horizontal line of the lane;

[0064] The minimum longitudinal safety distance between the vehicle M and the passing vehicle 2 is:

[0065]

[0066] Among them, v2 is the traveling speed of vehicle 2 that passes the station.

[0067] like Fig.10 As shown, the suitable matching flexible rapid transit is specifically:

[0068] Step 1: According to the travel demand information entered by the passenger on the online platform, the ride time t i The interval is less than the maximum acceptable waiting time T max The average value of the passenger cluster is formed, and the starting point and destination set (O, D) = {(O1, D1), (O2, D2), ..., (O i ,D i );

[0069] Step 2: Determine whether there is a starting point O and a destination D in the set of starting points and destinations that are the same; if there are the same starting points and destinations, cluster the above passengers and give priority to the allocation of flexible rapid buses; if there are no same starting points and destinations, wait for time T;

[0070] Step 3: After waiting for T minutes, determine whether there are passengers with the same starting point O and destination D. If there are passengers with the same starting point and destination, cluster the passengers and give priority to the allocation of FRB. If there are still passengers with the same starting point and destination, determine whether these passengers have the same starting point O.

[0071] Step 4: If the above passengers have the same starting point O, determine the distance between their respective destinations; if the distance between the destinations is less than the average station distance A s , then consider clustering such passengers and assigning them to flexible rapid buses; if the terminal interval is greater than the average station distance A s , then recommend passengers to take regular rapid transit and recommend the best route;

[0072] Step 5: If the above passengers do not have the same starting point O, determine whether they have the same destination D; if they have the same destination, continue to determine whether the distance between the starting points O is less than the average station distance A s , if the starting point interval is less than the average station distance A s , then consider clustering the above passengers and assigning them to flexible rapid buses; if the passenger starting point interval is greater than the average station distance A s, then the passengers are recommended to take the regular rapid bus and the best route is recommended. If the above passengers have neither the same starting point nor the same destination, then the passengers are recommended to take the regular rapid bus and the best route is recommended.

[0073] like Fig.11 As shown in the figure, the specific method of dispatching FBR is:

[0074] Step 1: The dispatch center receives the vehicle dispatch instruction;

[0075] Step 2: The dispatch center imports passenger travel demand information, including the passenger's starting point, destination and reservation time;

[0076] Step 3: Obtain the location information of flexible rapid buses available for dispatch on the line network;

[0077] Step 4: Sort the X flexible rapid buses that can respond to the dispatch from the nearest to the farthest distance from the passenger starting point. The vehicle set is V = {V a ,V b ,...,V x};

[0078] Step 5: Determine whether the number of people on the flexible rapid bus is greater than the number of passengers. If the number of people on the flexible rapid bus is greater than the number of passengers, arrange the flexible rapid bus V a Go to pick up passengers; if the load is less than the number of passengers, arrange flexible rapid bus V a 、V b ……V x to pick up passengers;

[0079] Step 6: Feedback this dispatching method and FRB information to passengers.

[0080] like Fig.12 As shown, combined with the set road scene diagram, it is assumed that the bus stop in this scene is a bus stop with a roadside dedicated lane, and it is set that in this road scene, bus stop 1 and bus stop 2 each have a flexible rapid bus that can respond to scheduling, which are V1 and V2 respectively.

[0081] Assume that bus line 1 passes through bus stops S1, S2, S3, and S5, and bus line 2 passes through bus stops S4, S3, S6, and S7. Now assume that there are 5 passengers, namely P1, P2, P3, P4, and P5. The starting point, end point, expected boarding time, and willingness to pay of each of the 5 passengers are shown in Table 1.

[0082] Table 1 Passenger travel demand information

[0083] passenger Departure destination Expected boarding time Willingness to Pay P1 S1 S6 <![CDATA[t1]]> high P2 S1 S7 <![CDATA[t1]]> high P3 S1 S3 <![CDATA[t1]]> high P4 S1 S7 <![CDATA[t2]]> high P5 S2 S7 <![CDATA[t2]]> high

[0084] The specific ride methods are as follows:

[0085] Step 1: Passengers P1, P2, P3, P4 and P5 enter their travel demand information on the online platform, including the starting point O and the end point D (O and D are both on the bus line network), the travel time t i and the maximum waiting time T acceptable to passengers max ;

[0086] Step 2: Determine the level of willingness to pay that the five passengers can accept; assuming that passengers P1, P2, P3, P4, and P5 all accept a high willingness to pay, then arrange appropriate flexible rapid transit for them;

[0087] Step 3: Match BRT vehicles to passengers of P1, P2, P3, P4 and P5, and arrange flexible BRT to pick up passengers;

[0088] Step 4: dispatch FRBs and feed back FRB information to passengers;

[0089] Step 5: Passengers board the vehicle and arrive at the destination.

[0090] Among them, the implementation steps for matching vehicles for P1, P2, P3, P4 and P5 in step 3 are as follows:

[0091] Step 3-1: According to the travel demand information input by 5 passengers on the online platform, the ride time t i The interval is less than the maximum acceptable waiting time T max In this embodiment, it is assumed that the time intervals between t1 and t2 are both greater than the maximum waiting time T acceptable to 5 passengers. max The average value of , so passengers P1, P2 and P3 are clustered, and P4 and P5 are clustered.

[0092] Step 3-2: Determine whether there is a starting point O and a terminal point D in the starting point and terminal point set; P1, P2, P3, P4 and P5 do not have the same starting point and terminal point.

[0093] Step 3-3: After waiting for a period of time T, it is determined again whether the starting point O and the end point D are the same. In this embodiment, if there are still no such passengers, the next step is to determine whether passengers P1, P2, P3, P4 and P5 have the same starting point;

[0094] Step 3-4: Passengers P1, P2, and P3 have the same starting point, where the distance between the destinations of P1 and P2 is less than the average station distance in the network, and the route passes through the destination of P3, then consider clustering these passengers and issue a dispatch instruction 1;

[0095] Step 3-5: Passengers P4 and P5 do not have the same starting point O, but have the same destination D. If the starting point distance is less than the average station distance in the network, then consider clustering these passengers and issue a dispatch instruction 2.

[0096] After matching the vehicles for the five passengers, a vehicle dispatching instruction is issued to the vehicle dispatching center. The implementation steps for arranging the dispatching vehicles in step 4 are as follows:

[0097] Step 4-1: The dispatch center receives vehicle dispatch instruction 1 and vehicle dispatch instruction 2;

[0098] Step 4-2: The dispatch center imports the relevant travel demand information of five passengers, P1, P2, P3, P4, and P5, including the passengers' starting point, destination, and boarding time;

[0099] Step 4-3: Obtain the location information of vehicles V1 and V2 available for dispatch on the line network;

[0100] Step 4-4: Sort the X flexible rapid buses that can respond to the dispatch by their distance from the passenger starting point from near to far. Then V1 is closest to passengers P1, P2, and P3, and V2 is matched to passengers P4 and P5.

[0101] Step 4-5: Determine whether the number of passengers on the FRB is greater than the number of passengers. The number of passengers on both V1 and V2 is greater than the number of passengers, so V1 is arranged to pick up passengers P1, P2, and P3, and V2 is responsible for picking up passengers P4 and P5;

[0102] Step 4-6: Feedback the dispatch plan and FRB information to passengers.

[0103] During the operation of the vehicles, assume that both V1 and V2 need to stop at station 3 at the same time, and the number of free parking spaces at the station is N>N f ≥1, there is a vehicle passing through the station on the road, and the vehicle entry and exit process is as follows:

[0104] Step 1: V1 enters the berth normally;

[0105] Step 2: The rear door of the vehicle opens and passenger P3 gets off;

[0106] Step 3: Close the door and wait for the bus parked in front to leave the parking space;

[0107] Step 4: Fig.13 As shown, V1 is about to leave the platform and needs to consider the minimum longitudinal safety distance between the vehicle and the vehicle in the passing lane:

[0108]

[0109] Step 5: Fig.14 As shown, vehicle V1 drives out of the platform and drives normally on the road.

[0110] The preferred specific embodiments of the present invention are described in detail above. It should be understood that a person skilled in the art can make many modifications and changes based on the concept of the present invention without creative work. Therefore, any technical solution that can be obtained by a person skilled in the art through logical analysis, reasoning or limited experiments based on the concept of the present invention on the basis of the prior art should be within the scope of protection determined by the claims.

Claims

1. A composite rapid transit system that can respond to demand, characterized in that: The public transportation system comprises: Rapid bus vehicles are divided into regular rapid bus and flexible rapid bus according to passenger travel needs; the regular rapid bus adopts a fixed-line, fixed-schedule and stop-at-station operation mode; the flexible rapid bus adopts a multi-line and cross-station operation mode according to the real-time travel needs of users; Dedicated lanes are lanes set aside from existing urban roads for BRT vehicles to travel, intersecting with ordinary roads and following traffic lights; Bus stops are set up at the station location of the dedicated lane for rapid bus vehicles to stop and passengers to get on and off; The BRT network is formed by connecting multiple bus stops through dedicated lanes, and multiple lines are combined to form a BRT network; The public transportation system collects travel demand information from passengers, and matches passengers with appropriate rapid transit vehicles based on the travel demand information and the operation status of rapid transit vehicles to complete the trip, wherein the travel demand information includes the starting point, the end point, the ride time, the maximum acceptable waiting time and the willingness to pay; The matching of the appropriate BRT vehicle for the passenger specifically includes: judging and matching the appropriate flexible BRT vehicle according to the travel demand information or waiting for the conventional BRT vehicle; The matching of suitable flexible rapid buses is specifically as follows: based on the collected travel demand information of passengers, passengers' willingness to pay, whether the time interval between rides is less than the average acceptable maximum waiting time, whether the starting point and the end point of the trip are the same, and whether the interval between the starting point and the end point of the trip is less than the average station distance are used as judgment basis, the passengers are clustered, suitable flexible rapid buses are recommended for the passengers, and then the flexible rapid buses are dispatched; The dispatching of flexible rapid buses is specifically as follows: the dispatching center receives a dispatching instruction, imports passenger travel demand information, obtains location information of flexible rapid buses available for dispatch on the rapid bus system line network, sorts the dispatchable flexible rapid buses according to the distance between them and the passenger travel starting point, determines whether the number of passengers on the flexible rapid buses meets the number of passengers, determines the number of flexible rapid buses that need to be dispatched, dispatches buses to pick up passengers, and feeds back the dispatching plan and flexible rapid bus information to the passengers to complete the dispatching.

2. A demand-responsive composite bus rapid transit system according to claim 1, characterized in that: The conventional BRT is a large-capacity bus of 9 to 12 meters, which runs on trunk routes with large passenger flows.

3. A demand-responsive composite bus rapid transit system according to claim 1, characterized in that: The flexible rapid bus is a small or medium-sized bus of 5 to 8 meters.

4. The demand-responsive composite bus rapid transit system according to claim 1, characterized in that: The dedicated lanes include a central dedicated lane arranged along the central dividing strip and a roadside dedicated lane arranged along the sidewalk; the dedicated lanes allow conventional rapid buses and flexible rapid buses to enter.

5. The demand-responsive composite rapid transit system according to claim 1, characterized in that: The bus stop includes an acceleration / deceleration zone, a parking berth area and an overtaking lane; the acceleration / deceleration zone is used when the rapid bus enters and exits the stop; there are multiple parking berth areas, which are used for the rapid bus to stop and for passengers to get on and off; the overtaking lane is used for the rapid bus to pass quickly without stopping at the station.

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