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The quality of bus service has been concerns for all policy makers, operators and users. Transportation experts are exploring different alternatives ranging from space priority such as exclusive bus lane to the application of advanced Intelligent Transport System (ITS) technologies such as bus signal priority, automated scheduling and dispatch systems etc for improvement of bus service. The preferential treatment to buses has been increasingly considered in transportation system for improving bus movements and operational efficiency. Exclusive bus lane is one of the approaches that avoid traffic congestion and the conflict of buses with other traffic, there by increasing average speed and decreasing delay of buses. Thus, buses running in the exclusive bus lane are expected to be highly reliable in schedule. The installation of BRT exclusive lane can effectively bring benefits the operation efficiency of BRT and improve the passenger carrying capacity of the road up to 40% . However, the deviation from bus schedule is still exists as buses has to stop at bus stop while picking up passengers and stop at traffic signals in red time which affect bus operational efficiency. In case of high demand bus routes, if bus is delayed for small amount of time, there is increased numbers of passenger at next stop. Thus, the number of passengers to be picked up at the next stop increases quickly from average passenger which causes further delays. Also, when passenger demand is higher, it takes longer time to board and alight passenger from the crowded bus than uncrowded buses. As a result, the bus continues falling further behind schedule. On the other hand, the following bus would have fewer passengers than average numbers of passenger to pick up and lower dwell times, allowing it to catch up with the preceding. Furthermore, when buses have to stop at traffic signal, there is a natural tendency of buses bunching up into platoon. Most researches recommended the bus platooning is an undesirable because it tends to increase the variation in scheduled headways, demand and increase waiting times for passenger. Also, when two bus comes together, passenger might be in confusion that where bus will stop. It will some time create crowding and increase boarding time. Therefore, the most of researcher recommended that the potential control strategies should be focused on reducing bus platooning problem. Though, the natural tendency of the bus platooning is undesirable, the intended bus operation in platoon can maximize the capacity of the exclusive lanes, reduce dwell time at stop, and less disbenefit to other traffic. The capacity increment depends on how many buses are used for platoon. This will help to reduce peak hour overcrowding of passenger in the buses. One of the analyses in TCRPRRD38 suggested that one of the reasons for the Bogotá busway is being able to move high passenger flows is due to the buses moving in platoons along the busway. Each platoon consists of 12 to 16 buses with average 96 sec headways. Buses on the high demand routes are articulated to increase the passenger carrying capacity. These buses not only require more than one loading area, they also have higher dwell times because of large crowd formation at their busiest boarding door . In such situation also, bus operation in platoon will be helpful to accommodate high demand. The modern technologies and information system for passenger movement, fare payment, bus scheduling etc. can help further. Thus, this paper tries to figure out the potential benefit of operating bus in platoon intentionally. The bus priority bus lane while operating with bus platoon can maximize capacity and reduce cost of operation. However, when bus comes at bus stop together, the boarding of passenger should be regulated and directed into proper channel to avoid confusion among passengers. The exclusive curb bus lane which extended through intersection has been considered along with the operation of platoon of buses for the study purpose. At present, operation of two and three buses in platoon were studied and compared with the normal bus operation. Two cases, one with average dwell time assumptions and other with high dwell time have been considered. In the first case, bus platoon was considered for the purpose of increasing headway between bus arrivals. Since bus dwell time in second case is large, the purpose of considering bus platoon is to distribute bus dwell time thereby sharing demand among bus platoon. It was observed that the capacity of the bus lane was increased with reduction in delay. In spite of potential benefits of operating buses in platoon, it is

STUDY ON OPERATION AND PERFORMANCE OF BUS PRIORITY POLICIES CONSIDERING INTENDED PLATOONING OF BUS ARRIVALS