Hard Shoulder Bus Priority Measures on Motorways and Type 1 Dual Carriageways
Bibliographic record
Abstract
Abstract Transport Infrastructure Ireland (TII) supported by the National Transport Authority (NTA), having identified that improving the performance of Ireland’s public transport on the national road network can increase the social and economic benefits of the network, approached Arup to aid in the development of a design standard for the incorporation of bus priority measures in the hard shoulder of Motorways and Type 1 Dual Carriageways. Providing for public transport has the potential to create a more sustainable and resilient transport network in Ireland and potentially reduce the cost of upgrading existing infrastructure in response to relieving existing congestion and providing for future population growth. In collaboration with TII and supported by the NTA, Arup identified and reviewed the provision and application of bus priority measures internationally on road networks equivalent to the Irish national road network. We reviewed the wider context of provision such as legislation changes, operational safety performance, public acceptability, supporting bus facilities, economic business case, in addition to the geometrical layouts provided (including technical standards where available) and other applicable engineering considerations. Case studies included examples in Northern Ireland near Belfast, the M4 into London, the M32 into Bristol, and the approach in the United States, Canada and New Zealand. Hard shoulder bus priority measures refer to the general allocation of road space to buses, on either a periodic (specified hours), dynamic (traffic flow/congestion) or a permanent basis. In the case of periodic usage, the period of operation shall be indicated on signage or information plate. In the case of dynamic usage, the period of operation is indicated using a combination of ITS data and VMS. Hard shoulder bus priority measures shall either be used by buses only (such use will require a specific Statutory Instrument for each scheme) or shall function as a bus lane as defined in Section 32 of the 1997 Road Traffic Regulations (as amended).
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How this classification was reachedexpand
Full frame machine prediction
Teacher imitationNot calibrated prevalence, not ground truth. Human validation pending. The Gemma side is a direct model label for every work in the frame, read from the title-only record. The Codex side is a classifier learned from the 10,348 direct Codex labels and calibrated to design-weighted sample rates; fields without enough sample support carry no Codex call. Candidate is the union of the two sides; consensus is their intersection. These outputs are machine_predicted_unvalidated and are not human labels.
Distilled classifier scores by category (both heads)
| Category | Codex | Gemma |
|---|---|---|
| Metaresearch | 0.005 | 0.013 |
| Meta-epidemiology (narrow) | 0.001 | 0.000 |
| Meta-epidemiology (broad) | 0.000 | 0.001 |
| Bibliometrics | 0.007 | 0.003 |
| Science and technology studies | 0.001 | 0.002 |
| Scholarly communication | 0.003 | 0.003 |
| Open science | 0.002 | 0.003 |
| Research integrity | 0.001 | 0.001 |
| Insufficient payload (model declined to judge) | 0.007 | 0.001 |
Machine scores (provisional)
The two teacher heads of the student model, read on this work. A score orders the frame for review; it never asserts a category, and the validation status ships verbatim with every row.
Baseline scores from an immature model (maturity gate not passed, 7 training rounds). Scores rank; they never assert a category.
score_only:v0-immature-baseline · verbatim from the scoring run: score_only means the number may rank works, and no category label ships from itClassification
machine, unvalidatedMachine predicted; a candidate call from one source (direct Gemma or distilled Codex), not a consensus.
How this classification was reached, model by model and score by score, is at the end of the page under "How this classification was reached".