Urban structuring roads

Planning lanes reserved for regular public transport services

Urban structuring roads
Planning lanes reserved for regular
public transport services

Cerema
Direction technique Territoires et ville
2, rue Antoine Charial 69003 Lyon, FRANCE
www.cerema.fr
Foreword for publications translated into foreign languages
The purpose of translated documents and publications is to pass on to non-French speaking readers
the French know-how set out in the original publication, whether this concerns methodologies, tools
or best pratices. Original publications in French are subject ti a checking process, which leads to a
Cerema commitment regarding their content. English versions do not undergo the same process, and
consequently carry no Cerema commitment. In the event of differences between the English and the
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Acknowledgements
This document was produced by Cerema at the request of the DIT (Direction des infrastructures de
transports – Directorate for Transport Infrastructure) within the French Ministry for Environment,
Energy and the Sea (MEEM).

The following people were members of the project team, which was coordinated by François Rambaud
(Cerema) and supervised jointly by Martin de Wissocq (DIT/MARRN) and Bruno Levilly (Cerema):

Brice Fauvet, Jérôme Huillet, Mathieu Luzerne, Yannis Lagarde and Sandrine Rousic (Cerema Méditerranée);
Alexis Bacelar, Pascal Balmefrezol and Christine Herbert (Cerema Centre-Est); Romain Chaumontet (Cerema
Infrastructures de transport et matériaux), Emmanuel Dansault and Régis Williams (Cerema Île-de-France);
and Olivier Ancelet, Christophe Damas and Daniel Lemoine (Cerema Territoires et ville).

The following people also provided technical and regulatory input, and contributed to reviewing
the document:

Anthony Mitrano and Stanislas de Romémont (DIT/GRT); Hervé Cluzel, Sophie Dupas and Steven Hall
(DIT/GCA); Jean-Pierre Cambillard (DIT/ARN), Laurent Fabre, Robert Hanesse and Denis Hirsch
(DIT/MARRN); Laure Yvonnet (DIT); and Marie Boursier and Rodolphe Chassande-Mottin (DSCR/AI).

The diagrams were produced by Bernard Du Verger and Olivier Ancelet (Cerema Territoires et ville).
 Contents

CHAPTER 1
Introduction 5

CHAPTER 2
Overview 6

CHAPTER 3
Traffic signing and road marking 13

CHAPTER 4
Visibility 18

CHAPTER 5
Horizontal and vertical alignment 24

CHAPTER 6
Cross-section 25

CHAPTER 7
VRTC design at interchanges 29

CHAPTER 8
Equipment and user services 45

CHAPTER 9
Operation 47

CHAPTER 10
Appendices 49

Bibliography 53

Terminology 54

Abbreviations 57

Table of contents 59
 5

Introduction 1
About this document Warning

The main aim of creating reserved lanes is to
improve the efficiency of the transport system and
increase vehicle occupancy, notably by developing
public transport services, with the prospect of
environmental gains.
Certain configurations presented in this document
have not yet been implemented in the field, while
others have only been implemented recently. They
are therefore likely to change based on experience
feedback.

A document published in December 2013, entitled
Voies structurantes d’agglomération - aménagement
des voies réservées [Urban structuring roads –
Developing reserved lanes], provides readers with a
point of reference regarding the methods and design
choices for reserved lanes for public transport in
various configurations. It covers the following types
of road: AU 70 (artères urbaines à 70 km/h – 70 km/h
urban thoroughfares), VSA 90 (voies structurantes
d’agglomération à 90 km/h – 90 km/h Urban
structuring roads) and VSA 110 (voies structurantes
d’agglomération à 110 km/h – 110 km/h Urban
structuring roads). It also addresses road-sharing
with other transport services such as taxis, in
addition to practices such as car-pooling.
Furthermore, the proposed signing provisions that
were not compliant with the IISR (Instruction
interministérielle sur la signalisation routière –
French interministerial instruction on road signing)
when this guide was published are indicated in
italics and with an asterisk (*). They require the
manager to produce a trial request file (article 14-1
of the IISR).
Finally, the “points to consider” provide details on
certain issues relating to policy, to which future
projects should provide a response. These are shown
in a box in the relevant chapters.

The current document is the technical guide for

designing VRTCs (Voies réservées aux transports en
commun – lanes reserved for public transport) built
on the former hard shoulder. It applies to 90 km/h
and 110 km/h infrastructure fulfilling the function
of a Urban structuring road, whether initially
designed using the VSA 90/110 framework or not.

These lanes are exclusively reserved for vehicles

providing regular public transport services, as
governed by the French transport code (Code des
transports; L3111-1 to 25).
 6

2 Overview
Except where explicitly stipulated in the present
guide, the design recommendations in the VSA
90/110 1 guide apply. As a reminder, the VSA 90/110
guide concerns the design of urban or suburban
roads with separated carriageways, at least two lanes
in each direction of travel, and grade-separated
interchanges, designed for speed limits of 90 or
110 km/h.
The provisions of the present guide also apply to
VRTC projects on infrastructure planned using the
ICTAAL 2 guide as a technical framework. However,
the provisions of the present guide may be waived
in cases where they are deemed to have too great
an impact on the level of service offered to users,
with regard to application of the ICTAAL guide.
2.1. VRTC functions
and main characteristics
A VRTC project must both provide an answer to an
issue of recurrent congestion on the road and
form part of a broader transport project at the
level of the urban area, city, department or region,
and therefore be consistent with public transport
planning.
The aim is to promote public transport without
1 Technical guide:
Voies structurantes significantly degrading the level of service for
d'agglomération VSA -
Conception des voies general traffic.
à 90 et 110 km/h,
[Urban structuring
roads – Designing Except in certain special cases, for example public
90 km/h and 110 km/h
roads] (January 2015), transport lines that need to use existing exits in
available from
the Cerema Territoires
et ville online shop.
left-hand lanes, the VRTC is built on the right-
hand side of the road lanes, on the former hard
shoulder.
Such a configuration limits the difficulties caused by
buses changing lanes at entries and exits, avoids
restricting the number of lanes provided for general
traffic, and lastly avoids creating a lane that will be
used too infrequently.
This reserved lane is in permanent use.
The principle does not involve taking the view that
certain vehicles are authorised to drive on the hard
shoulder, but rather that the hard shoulder is
replaced locally by a road lane for reserved use with
specific signing. Apart from that, the VRTC is similar
to other road lanes: it is open to traffic at all times
and may be closed, where circumstances so require,
under the same conditions as the other lanes.
Vehicles authorised to use the lane are free to join
and leave it, in accordance with the French highway
code (Code de la route).
The same level of safety is guaranteed for users, in
cases where it is absolutely necessary for them to
stop, thanks to the following measures:
1. The level of traffic flow authorised in the reserved
lane is limited no more than 100 vehicles per hour
to facilitate stopping in the reserved lane.
2. The speed limit is limited to 70 km/h or less in the
reserved lane, and checks are carried out to ensure
that visibility distances are compatible with the
necessary stopping distances.

2 Instruction sur
les conditions VR VM VL VRTC
techniques
d’aménagement des
autoroutes de liaison
[Directive on the
National instruction
on technical design
requirements for
rural motorways]. Standard cross-section of a VRTC on a 2 x 3 lane VSA

3. The reserved lane and right hard strip are
approximately 4 m wide, i.e. wider than a hard
shoulder measuring 2.50 m wide.
In order to control traffic flow using them,
these lanes are exclusively reserved for vehicles
providing regular public transport services, as
governed by the French transport code (L3111-1
to 25). In the overwhelming majority of cases,
the traffic flow concerned will be no more than
100 vehicles per hour.
The services authorised to use the VRTC are
defined in the police order establishing the
VRTC, which is drawn up based on the demands
of the transport authorities or, if not, the
transport providers concerned. This makes it
possible to:
1. limit VRTC traffic if it risks exceeding the threshold
of 100 vehicles per hour;
2. restrict use of the VRTC to coaches transporting
seated passengers if the visibility conditions on the
VRTC do not allow it to be used by vehicles with
standing passengers;
3. identify the users of the VRTC to inform them
of the special operating instructions for the VRTC;
4. organise collection of the data required to
monitor use of the VRTC.
2.2. The regulatory context
of the VRTC
The construction and operation of reserved lanes
is subject to the application of various articles in
the French highway code.
Police orders establishing a VRTC
The establishment of reserved lanes falls within
the competence of the traffic police authority,
which aims to ensure safe and comfortable passage
on public roads.
In urban areas, the establishment of reserved
lanes falls within the competence of the mayor.
O V E R V I E W 7
The French general local authority code (Code
général des collectivités territoriales) contains
specific provisions in article L2213-3, which states
that the mayor may issue an order, duly justified, to
“reserve spaces on [public roads in the urban area] to
facilitate the movement and parking of public
passenger transport vehicles and taxis, as well as
vehicles transporting cash, jewellery or precious
metals, as part of their work, and the stopping of
vehicles loading or unloading goods”.
Outside the urban area, the following authorities
have competence to exercise traffic policing
powers: the prefect on national roads and motor-
ways, whether or not they are privately managed
(R411-9 of the French highway code); the chair of
the departmental council on departmental roads
(L3221-4 of the French general local authority code);
and the mayor on municipal roads.
Authorised vehicles
Authorised vehicles are those providing regular
public transport services (as defined in the French
transport code), duly indicated in the traffic police
order establishing the reserved lane.
In addition, all general interest vehicles are
permitted to use the lane, in application of articles
R432-1 and R432-2 of the French highway code. In
such a case, they must use their special warning
signals where this is justified by the urgency of their
mission, and ensure they do not endanger other
road users.
Rules applicable in reserved lanes
The French highway code specifies the restrictions
on the use of reserved lanes:
• They may not be used by unauthorised users
(R412-7 II. and III.; class 4 offence).
• They may not be used for stopping or parking
(R417-11 and R421-7).
• The boundary of reserved lanes may only be crossed
or straddled to leave or enter the carriageway
(R412-23).
 8 O V E R V I E W
Overtaking on the right
Article R414-6 of the French highway code stipulates
that overtaking must be done on the left.
According to article R414-15, where there are
uninterrupted lines of traffic in all the lanes going
in the same direction on a road with separated
carriageways, the fact that vehicles in one line
travel more quickly than those in another line is
not considered to be overtaking.
On the other hand, the French highway code does
not forbid a vehicle from travelling faster in one line
than the vehicles travelling in another line.
In any case, the vehicles using the VRTC should
limit the number of times they enter and exit the
reserved lane to the strict minimum.
Stopping in an emergency
Article R421-7 of the French highway code
concerns motorways: “Unless it is absolutely
necessary, drivers must not stop or park their
vehicle on carriageways or verges, including on
motorway hard shoulders. Any drivers who find it
absolutely necessary to stop their vehicle must do
so outside the lanes reserved for traffic, and in all
cases ensure that an advance warning sign is put in
place for the vehicle. If they are not able to restart
the vehicle themselves, they must take the action
required to ensure that the motorway is cleared as
a matter of urgency.”
The VRTC is a “lane reserved for traffic”. The
provisions of the French highway code relating to
stopping in an emergency apply to a section with a
VRTC in exactly the same way as to a section
without a hard shoulder.
Application of differential speed limits
for reserved lanes and other lanes
Article R411-8 of the French highway code
authorises the authority with policing powers to
take measures that are more restrictive that the
general measures in this code, notably to improve
road safety. These measures include introducing
speed limits. A specific speed limit for the
reserved lane may therefore be included in the
traffic police order under which it is established,
with due justification.
This limit must be indicated on site to be applicable.
2.3. Police order establishing
a reserved lane
2.3.1. Procedure for identifying users
of the VRTC
Before the police orders establishing a VRTC are
prepared, authorisation to use the VRTC must
be requested from the authority with traffic
policing powers.
This request is formulated by the organising
authority that set up the regular transport services,
or by the company that set up regular, freely
organised transport services under article L3111-17
of the French transport code.
The request formulated includes as a minimum the
lines concerned, a description of the routes, their
identifiers, the types of vehicle used, and any other
information deemed useful for operating the VRTC
and monitoring its use.
2.3.2. Standard contents of a police order
establishing a VRTC
Citations
Where it concerns a road on the national road
network, the police order establishing a VRTC must
refer to:
• the French highway code, notably articles L110-2,
L121-3, R411-9, R412-7, and R432-1 to R432-2;
• article L2213-3 of the French general local
authority code;
• the French roadway code (Code de la voirie routière),
notably articles L121-1 and L122-1;

• the French transport code, notably (depending
on the case) articles L1231-1 (service organised by
an organising authority), L1241 (service organised
by the Île-de-France urban transport authority),
L3111-2 (service organised by the regional authority)
and L3111-17 (service not organised by an organising
authority);
• the order of 24 November 1967, as amended,
relating to road and motorway signing;
• the IISR of 22 October 1963, as amended.
For roads outside the national road network, article
R411-9 of the French highway code is replaced in
the citations by the article identifying the authority
with traffic policing powers:
• for the departmental network: L411-3;
• for the municipal network: L411-1.
Finally, as it constitutes a project to improve the
performance of public transport, the police order
establishing a VRTC must refer to the urban
transport plan and/or any decisions by the public
transport authority, the mobility authority or the
regional authority setting out such an objective.
Recitals
In general, the police order establishing a reserved
lane, to the extent that it is likely to harm freedom
of trade and industry, or freedom from restraint,
must be justified on the grounds of general
interest, and kept strictly in proportion to the
objective pursued.
Creating a VRTC in place of the former hard
shoulder has less impact from this point of view,
and is therefore easier to justify as it does not
reduce the capacity of general traffic lanes.
In this case, the grounds of general interest may
correspond, for example, to the aim of redressing
the balance between forms of transport by seeking
to improve the regularity or commercial speed of
public transport lines.
In the formulation of these objectives, it is recom-
mended to refer to the articles of the urban transport
O V E R V I E W 9
plan pertaining to these objectives, and/or any
decisions by the public transport authority, mobility
authority or the regional authority.
Finally, the recitals must include the need to ensure
the safety of public traffic.
Articles in the body of the police order
The police order establishing a VRTC must specify
the authorised public transport lines in a way
that is consistent with the regulatory road signs
(B27a).
Regular public transport services for passengers are
“place-basis” services, whose routes, stopping
points, frequency, timetables and tariffs are set
and published in advance. They are all regular,
urban or extra-urban services by bus (with standing
passengers) or coach 3.
The police order also establishes the other rules for
using the reserved lane, which are communicated to
users by police signing. This notably concerns the
speed limit and priority rules.
In addition, the police order must specify, for the
authorised lines, the types of authorised vehicle as
defined in the French highway code, with or
without standing passengers.
Finally, the police order specifies which services
are responsible for its application, and based on
which routes it is brought to the attention of the
transport providers operating the public transport
lines. In order to do this, provision is made in
particular for notifying applicants who have
requested authorisation to use the lane about any
amendments. The notification letter comes with
any special operating information or instructions
(see chapter 2.3.3) that the road manager wishes
to bring to the attention of transport providers
operating on the line. This notification letter
specifies that applicants agree to inform coach
and bus drivers of these special instructions by
any means they deem appropriate, including French transport code 3
and highway code,
through training. article R311-1
 10 O V E R V I E W
Where the project concerns several road managers,
a single police order should be favoured in order to
guarantee that decisions are consistent.
2.3.3. Informing applicants
and transport providers
The authority with traffic policing powers notifies
applicants who have requested authorisation to use
the reserved lane about any amendments to the
police order.
Special operating information and instructions may
be drawn up by the road manager to be attached to
this letter. These are likely to concern:
• the need for caution if traffic is very slow on
link sections;
• the possibility of encountering pedestrians,
especially at night, when a vehicle has had to stop
in an emergency;
• the procedure to follow if there is an incident;
• the procedures for the drivers, the transport
companies operating the lines and the infrastructure
manager to exchange information.
It is the responsibility of applicants to make transport
providers aware of this information.
2.5. Speed limit in the VRTC
In addition, these notification letters set out the
procedures for applicants and the authority with
policing powers to exchange data, with a view to
keeping the information required to monitor use of
the VRTC up to date.
2.4. Characteristics
of authorised vehicles
A distinction may be made between two types of
4 As defined in the order vehicle 4 :
in force of 2 July 1982
relating to public
passenger transport, A – Coaches without standing passengers
transposing Directive
2001/85/EC of the (class 3)
European Parliament
and of the Council
of 20 November 2001
relating to special
Apart from the speed limit, there are no specific
provisions for vehicles requirements in relation to the comfort or safety of
used for the carriage
of passengers. seated passengers for this type of vehicle.
B – Buses and coaches with standing passengers
(class 1 and 2)
These vehicles assigned to public transport services
are authorised to travel within the jurisdiction of
a mobility authority under the conditions
provided for in article R411-23-1 of the French
highway code.
The official speed limit for these vehicles when in
service is 70 km/h (article R413-10 of the French
highway code).
Standing passengers can generally withstand
deceleration of up to 2 m/s² (0.205 g). Higher
values are considered to carry risks of falling that
could lead to injury.
In addition, for optimal passenger comfort, it is
also important to limit centrifugal acceleration
around bends, as well as the variations generated
by passing from a straight section to a bend.
A maximum centrifugal lateral acceleration value
of 1 m/s² has been selected as the comfort
coefficient.
The speed limit in a reserved lane is determined by
the most restrictive of the following criteria:
• a speed limit equal to or less than 70 km/h,
regardless of the type of vehicle;
• compatibility between the speed limit and the
width of the VRTC (see chapter 6);
• compliance with the visibility rules (see
chapter 4);
• the dynamic stresses on bends that make it
possible to maintain the safety and comfort of
passengers (see chapter 5.1).
Furthermore, the designer must ensure that the
speed limits throughout the section are consistent,
in order to avoid too many changes.

There must not be too great a difference in speed
between users of the reserved lane and users of the
general traffic lanes, although this does not require
any special regulation in addition to the provisions
of article R412-6 of the French highway code.
Careful driving is required, particularly in the
presence of low-speed vehicles in the general traffic
lanes, as well as in the vicinity of interchanges when
crossing ramps, or at night.
2.6. Other elements affecting
the general design
Types of authorised vehicle
It is recommended to design the VRTC for buses with
standing passengers, as they have greater restrictions
with regard to stopping distances (see chapter 2.4).
Reminder: in all cases, the police order establishing
the VRTC must clearly specify the types of vehicle
authorised.
Pavement structures and drainage
It should be checked whether the following are
necessary:
• potential reinforcement of the platform and
structure of the former hard shoulder to allow the
circulation of buses and coaches;
• a survey of the drainage systems and dry systems;
in particular, it is recommended to install frames for
inspection chambers and other drainage covers or
manholes outside the usable width, together with
any other elements whose installation on the usable
width is not permitted by the technical frameworks;
• the inclusion of drainage on the VRTC in the event
that the platform is widened or the cross slopes
modified; the capacity of the existing drainage system
(collection system, basins, etc.) must be checked to
ensure it can absorb any additional volumes.
The incorporation of monitoring systems
The safety of users, in cases where it is absolutely
necessary for them to stop in the lane, is notably
O V E R V I E W 11
assured by controlling the level of authorised traffic
in the lane, and by ensuring that public transport
vehicles have sufficient visibility to see stopped
vehicles.
It is therefore important to control illicit use of
the VRTC and the speeds reached on it.
The use of reserved lanes can be monitored in
several ways:
• with interception
• without interception
– by recording only (on site)
– by an automated enforcement system
– by issuing penalty notices based on video
evidence.
Given the restrictive environment of major routes in
large urban areas, and the heavy traffic they handle,
it is often difficult to implement monitoring with
interception in good safety conditions. In addition,
it is not very efficient due to the low number of
penalties awarded in relation to the material and
human resources required.
Although the recording of offences by the police
without interception (on site) is easier to implement,
it is no more efficient, as it requires significant
human resources and is frequently challenged.
The two possible solutions are therefore automated
enforcement or issuing a penalty notice based on
video evidence.
Automated enforcement is governed by various
regulatory texts:
• the order of 27 October 2003 establishes the
automated enforcement system 5: article 1 of this
order lists, among the aims of the system, the
recording “[of the] offences mentioned in article
L121-3 of the French highway code using standar-
dised automated monitoring systems”;
• article L121-3 of the French highway code lists
the offences for which the owner of the vehicle is
financially responsible for the fines awarded, https://www.legifrance. 5
including “the use of lanes and carriageways gouv.fr/affichTexte.do?
cidTexte=JORFTEXT00
reserved for a certain category of vehicles”. 0000247427
 12 O V E R V I E W
Unlike automatic speed cameras (order of 4 June 2009,
as amended, relating to road monitoring speedo-
meters 6) or red light cameras (order of 18 January
2012 relating to the standardisation of automated
systems for monitoring the jumping of constant or
flashing illuminated signs 7), there is currently no
official standardisation framework for systems that
automatically monitor the presence of vehicles in
certain lanes or on certain carriageways. Such a
standardisation framework, in the form of a
ministerial order, generally requires a low non-
detection rate as well as good control of false
positives (which must be manually rejected before
processing to avoid any action being taken).
There is no direct definition in a specific regulatory
text of the system for issuing penalty notices
based on video evidence. It is based on article 10
of framework law 95-73 of 21 January 1995 relating
to security, which sets out the legal framework for
the use of video surveillance systems, now referred
to as video protection systems, by the competent
public authorities, notably for the purposes of
recording motoring offences. These provisions are
currently codified in articles L223-1 et seq., L251-1
et seq. and L252-1 et seq. of the French internal
security code (Code de la sécurité intérieure).
In particular, article L251-2 of the code states that
6 https://www.legifrance.
gouv.fr/affichTexte.do? “The transmission and recording of images taken
cidTexte=JORFTEXT00
0020777051
on public roads using video protection systems
may be used by the competent public authorities
7 https://www.legifrance.
gouv.fr/affichTexte.do? in order to: 3. regulate transport flows; 4. record
cidTexte=JORFTEXT00
0025178950 motoring offences.”
8 https://www.legifrance.
gouv.fr/affichTexte.do? It should be noted that, as the regulatory texts
cidTexte=JORFTEXT00
0000649127 currently stand, penalty notices may only be issued
based on video evidence using a video protection
system, which itself must comply with technical
standards set out by order (order of 3 August 2007
defining the technical standards for video
surveillance systems 8, in application of article L252-4
of the French internal security code), and for which
an opinion must be requested from the French
national data protection authority (Commission
Nationale de l’Informatique et des Libertés) according
to ministerial order.
Automated enforcement is the most efficient
system, notably in terms of the human resources
required, as offences are checked and fines sent out
from the French national fine processing centre
(Centre national de traitement des amendes).
However, a regulatory framework needs to be
established by order to standardise equipment.
In the case of VRTCs, vehicles providing regular public
transport services are easily recognisable, as they are
categorised as buses (as defined in the French
highway code) and equipped with special signing.
Initially, pending the development and standardi-
sation of an automated enforcement system, it
would be possible to implement a system for issuing
penalty notices based on video evidence, possibly
supported by an automatic number plate recognition
system (which would require the creation and
management of a list of the number plates of
vehicles authorised to use the VRTC).
The deployment of such systems is a related
project, but one whose installation and supply
requirements must be incorporated into the VRTC
project design studies.

Traffic signing and road marking
The signing described below is based on existing
regulations.
The few proposals for which a trial request should
be submitted, as per article 14-1 of the IISR, are
indicated in italics and with an asterisk (*). This
includes new signs, existing signs with a new scope
of use, and signs with a modified design.
3.1. Road markings
The “u” value is 7.5 cm on 90/110 km/h VSAs
(as per article 113-1 of the IISR).
The following markings are mandatory:
• the markings separating the VRTC from general
traffic: type T3-5u. A continuous line 5u wide
may also be used (as per article 114-3 of the IISR)
to indicate a section where vehicles are not
authorised to exit or enter. These road markings
separating the VRTC from the general traffic lanes
are entirely within the width of the VRTC;
• right hard strip markings: continuous line 3u
wide.
13
3
The following markings are recommended
in addition:
• the word “BUS” marked at the entry to the VRTC
and repeated every 50 m for a distance of 200 m.
The marking “BUS” is then repeated every 200 m
for the whole length of the reserved lane; failing
that, this reminder is provided using road signs
(see chapter 3.2.1);
• a chessboard pattern* to mark the start of the
VRTC in configurations where the start of the
VRTC might lead to ambiguity regarding the lane
that general traffic vehicles should take (see
chapter 7). This constitutes an extension of the
scope of use of the chessboard pattern described
in article 118-3.D of the IISR.

3.2. Road signs
3.2.1. Signing indicating authorised
9 In accordance with
the IISR (article 50).
14 T R A F F I C S I G N I N G A N D R O A D
vehicle categories
The B27a sign indicates that the “lane is reserved
for public transport buses on regular lines duly
authorised by the competent authority” (article
67-2 of the IISR).
This B27a sign must be positioned at the start
of the VRTC, together with the T3-5u road
markings.
B27a + M3a
reserved lane
VRTC signing
There are two installation options:
• on the verge, with an M3a panel to indicate the
position of the lane concerned;
• over the road, with an M3d panel. This solution
guarantees optimum comprehension of the lane
position by users.
It should be noted that the B0 sign complemented
by a “Sauf véhicules autorisés” [Except authorised
vehicles] panel is not compliant for indicating a
VRTC. In fact, this B0 sign applies to the whole
carriageway 9 (for example a collector road reserved
for public transport) and not to a given lane.
M A R K I N G
It may also be installed as a reminder along the
VRTC at regular intervals (1 to 2 km) together with
the M9z “Rappel” [Reminder] panel and the M3a
panel showing the position of the lane. In this case,
it is recommended positioning this group level with
the “BUS” marking on the road.
The B27a sign may also be complemented by a B14
sign indicating the speed limit in the reserved lane
(see chapter 3.2.3).
It should be noted that vehicles operating on public
transport lines are not obliged to use the reserved
lane where the B27a sign is present. They may also
use the general traffic lanes.
B27a + M3a + M9z B45
reminder reserved lane end of reserved lane
B27a + M3a B27a + M3d
Possible configurations of B27a sign
 T R A F F I C
3.2.2. Speed limit signing
The speed limit in the VRTC (see chapter 2.5)
generally differs from that in general traffic lanes.
The B14 sign is used for speed limit signing.
There are two installation options:
• on the verge, with an M3a* panel to indicate the
position of the lane concerned (there is currently
no provision for use of an M3a panel with a B14
sign in the IISR);
• over the road, with an M3d panel. This solution
guarantees optimum comprehension of the situation
by users.
B27a + B14 + M3a
Signing indicating reserved lane with lower speed limit
B14 sign with an M3a or M3d panel, not currently provided for in the IISR*
S I G N I N G A N D R O A D M A R K I N G 15
The B14 sign is not repeated* on the left-hand side
of the carriageway (or over the lanes) as stipulated
in article 8.C of the IISR, due to the fact that it only
concerns the VRTC on the right of the road lanes..
To improve comprehension by users, speed limit
signing is combined with signing showing the
authorised vehicle categories.
The end of the VRTC is indicated by a B45 sign (see
chapter 3.2). However, the end of the speed limit
instruction for the VRTC is not indicated *.
B27a + B14 + M3d
16 T R A F F I C S I G N I N G A N D R O A D
Where it is necessary to modify or show a
reminder of the speed limit in general traffic
lanes, the B14 sign for general traffic positioned
on the right-hand side of the carriageway is
complemented by a B14 sign that provides a
reminder of the speed limit in the VRTC together
with an M3a panel *.
Example of arrangement as shown in the diagrams in sections
7.1.1, 7.2.1 and 7.3.1
Only the B14 sign for general traffic is repeated on
the left in the same cross-section, in accordance
with article 8.C of the IISR.
Trials will be carried out to assess these different
arrangements. A trial request should be submitted
for these arrangements pursuant to article 14.1
of the IISR.
M A R K I N G
Alternative solution
To reduce the ambiguity created by the juxtaposition
of two B14 signs showing different speed limits,
an alternative solution is possible. It involves
indicating the VRTC speed limit using road markings*,
with the marking shown below repeated regularly,
like the “BUS” marking (see chapter 3.1). A trial
request should be submitted for this marking, as
there is currently no provision for it in the IISR.
The choice of solution must also take into account
the maintenance requirements of the markings, for
which the perception must remain as good as that
for road signs.
Regulatory road marking showing a speed limit of 50 km/h
 T R A F F I C
3.2.3. Additional advisory signs
C24 signs are used for advance signing of the VRTC.
The symbolic representation used by the C24 sign
shows the cross-section in a simple way that is
easily comprehensible for users.
Point to consider
The C24 sign becomes less legible if there are a
lot of lanes, especially when it includes infor-
matory or regulatory symbols. It should be kept
as similar as possible to existing signs to
guarantee good comprehension by users.
Upstream of the start of a VRTC:
C24a sign
Except for certain configurations indicated in
chapter 7, a C24a sign is used for advance signing
of the start of the VRTC, together with an M1
panel, with the group installed at a minimum
distance of 150 m.
3.2.4. Direction signing for the VRTC
This group is repeated on both sides of the carriageway
in order to improve perception.
S I G N I N G A N D R O A D M A R K I N G 17
Upstream of an exit ramp:
C24b sign*
Where the VRTC continues onto the exit ramp
downstream, a C24b sign* is used for advance signing,
together with an M1 panel.
This group must form part of the directional signing
sequence (see the configurations in chapter 7).
Where the VRTC crosses an exit ramp, a C24b
sign* is used for advance signing, together with
an M1 panel:
The basic principle is to not install specific directional
road signs for users of the VRTC. As it is regular
public transport lines that are concerned, the drivers
of authorised vehicles already know their route
and do not need to be guided.
For the installation of lane allocation direction
signing sequences, the distance between advance
direction signs (Da40-type) and pointed direction
signs (Da30-type) is calculated based solely on the
number of lanes open to general traffic (not including
the VRTC).
 18
4 Visibility
4.1. General requirements
Visibility at the stopping distance must be maintained
all points of the reserved lane.
The rules presented here incorporate the specific
features of VRTCs and the vehicles that use them.
Compliance with the visibility rules for the pre-
existing lanes on the VSA does not necessarily
guarantee good visibility conditions for the VRTC
project. Indeed, moving the observation point and
the observed point towards the verge sometimes
limits the benefit of the existing lateral clearance
on right-hand bends. On left-hand bends, there
are concerns regarding the restrictions created by
mobile obstacles such as HGVs (heavy goods
vehicles) in the slow lane. In the same way, where
the VRTC crosses interchanges, checks must be
carried out to ensure that bus or coach drivers have
visibility over any congested areas.
Given that two types of vehicle can use the VRTC
(vehicles with or without standing passengers), the
designer must ensure compliance with the visibility
rules for the authorised vehicle with the greatest
restrictions.
The management of visibility problems identified
during the design of the VRTC depends, on the one
hand, on their impact on the level of service of
public transport lines using the reserved lane and,
on the other hand, on the potential adjustments
they require. There are two possible solutions:
• improve visual clearance;
• reduce the speed limit locally.
The designer must also pay special attention to
checking the visibility conditions from the general
traffic lanes, as these may be affected by the
construction of the VRTC.
4.1.1. Speed
The speed used to calculate visibility distances is
the speed limit in the VRTC (see chapter 2.4).
4.1.2. Observation point
The observation point corresponds to the eye of the
public transport driver, 1.80 m above the road
surface and 0.60 m to the left of the central axis of
the VRTC, which assumes that the vehicle is centred
in the VRTC.
4.1.3. Observed point
Its nature and position are specified in the visibility
rules below. In the case of a vehicle, the observed
point is the least restrictive of the two rear lights,
positioned 0.60 m above the road surface and
0.75 m to the left or right of the central axis of the
lane considered.
4.1.4. Stopping distance
The stopping distance is the sum of the distance
travelled during the perception-reaction period
(taken to be 2 seconds) and the braking distance
required for the vehicle to stop from its initial speed.
 V I S I B I L I T Y 19

A distinction may be made between the two types

of vehicle:

Coaches without standing passengers Buses and coaches with standing passengers

The braking distance increases on a bend due to The maximum permissible deceleration is 2 m/s²
reasons associated with dynamics and the (0.205 g; see chapter 2.4).
complexity of the task of driving. This increase,
referred to as the “bend penalty” is notated m c. The same formula is therefore applied, but without
taking into account the gradient p (p taken as zero)
v2 or the bend penalty. This is because the limiting
d a = 2 v+(1+mc )
2 g( ( v) + p) factor is the fact of having standing passengers,
rather than the braking capacity of the vehicle.
Where:
• da : stopping distance in m The formula becomes:
• v: speed in m/s
v2
• g(v) : equivalent average deceleration, expressed d a= 2 v +
4
as a fraction of g; this depends on v ;
• p : gradient, as an algebraic value Public transport vehicle
• m c : bend penalty, calculated as follows: 0.25 for with standing passengers
bends with a radius of less than 5V (V in km/h).
Speed (km/h) 30 50 70
Public transport vehicle Speed (m/s) 8,3 13,9 19,4
without standing passengers Stopping distance (m) 35 80 135

Speed (km/h) 30 50 70
Speed (m/s) 8,3 13,9 19,4
Average deceleration
g(v) 0,46 0,46 0,44

Stopping distance on
a level in a straight line 25 50 85
(m)
Stopping distance on
a level on a bend where 30 55 95
R < 5V (m)
 20 V I S I B I L I T Y

4.2. Visibility on link sections

The required visibility distance is the stopping The following calculation formula is used to check
distance behind a vehicle stopped in the VRTC. that there is sufficient visibility at the stopping
distance:
Special case of visibility
on left-hand bends VRTC +VD
d= 8 RVRTC ( 1,30)
2
On left-hand bends, there are restrictions due to
mobile obstacles. As VRTCs are built on congested Where:
infrastructure, the slow lane may be occupied by • d: visibility distance in m
HGVs that are either stationary or moving very • RVRTC : value of the radius measured to the VRTC
slowly. These vehicles are likely to block visibility central axis in m
of an object located ahead of the moving public • VRTC : width of the VRTC in m
transport vehicle. This obstacle to visibility must • VD : width of the right-hand lane in m.
be taken into consideration when checking visibility
at the stopping distance.
BUS

Visibility on a left-hand bend

The following table provides the minimum radius values for left-hand bends that ensure visibility, according
to the type of public transport vehicle and its speed. 10

With standing passengers Without standing passengers

Speed (km/h) 50 70 50 70
Minimum radius
10 Values for the following 320 1000 160 – 4.p Max (5V; 380 – 10.p)
cross-section: for left-hand bend (m)
Central strip: 2.00 m;
Left hard strip: 0.75 m;
Left-hand lane 3.25 m; Where p is the algebraic value of the gradient expressed as a percentage, and V is the speed in km/h.
Right-hand lane 3.50 m;
VRTC: 3.50 m Below these values, it is necessary to reduce the speed limit in the VRTC.
 V I S I B I L I T Y 21

4.3. Visibility on the approach to access points and other atypical points

4.3.1. Visibility at interchange entry 4.3.2. Visibility of refuges

and exit points
At entries, the visibility distance for the VRTC
and link section must be at least equal to the
stopping distance behind a vehicle entering the
interchange positioned in the far left-hand lane of
the entry ramp, in line with the earliest entry
point (E1.00 m).
At exits, the visibility rules in the VSA 90/110
guide apply to the VRTC.
Tout refuge doit offrir, depuis la VRTC, une distance
de visibilité au moins égale à la distance d’arrêt sur
l’arrière d’un véhicule présumé placé au milieu du
refuge.
The observed point is 0.60 above the road surface,
2.50 m from the right-hand edge of the refuge, in
the middle of the parallel refuge section.

E 1,00
BUS

BUS
BUS

da

Visibility over an entry

 22 V I S I B I L I T Y

4.4. Reminder of visibility clearance calculation

Horizontal alignment

For all bends, the width e required for lateral clearance is obtained using the formula:

d
e=
8 R
Where:
• d : visibility distance
• R: radius of the trajectory of the observation point
• e: visibility clearance from the trajectory of the observation point.

Calculation of lateral clearance

Longitudinal alignment

2
d
R= 2
2 ( h+ x)
Where:
• d: visibility distance
• R: radius of crest curve
• h: height of the observation point
• x: height of the observed point.

Visibility calculation for Longitudinal alignment

 V I S I B I L I T Y 23

4.5. Reminder of temporary visibility breaks

When an element to be observed has been
detected for at least 2 seconds at a visibility
distance compliant with the rules above, the
occasional interruption of its perception by the
observer is then permitted during a journey by the
latter to the observed element. This type of inter-
ruption generally arises from an occasional obstacle
(bridge pier, signpost, etc.). This interruption of
visibility must not occur continuously for more
than 2 seconds during the public transport
vehicle’s journey.
If the occasional interruption lasts longer than
2 seconds, a local reduction in speed is necessary. The
speed must be determined in such a way that the
obstacle is excluded from the lateral visual clearance.

the observed
ch a view of
Area in whi < di stan ce travelled
in w hich d element is lost co nd s
Area is assure in 2 se
y
visibilit seconds
for 2

BUS

Required visibility distance

Potential
obstacle Observed element
Observer on on reserved lane
reserved lane (stationary)

Occasional loss of visibility

 24

5 Horizontal and vertical alignment

5.1. Horizontal alignment 5.2. Longitudinal alignment

In the case of a VRTC designed solely for vehicles There are no particular rules regarding the
with seated passengers, the horizontal alignment Longitudinal alignment for the creation of a VRTC.
radius values for different speeds are those given
in the VSA 90/110 guide. The rules of the VSA 90/110 guide apply. In fact, as
the driver of a public transport vehicle is higher up,
However, the potential presence of vehicles carrying and the vehicle speed is limited, there are fewer
standing passengers in the reserved lane means restrictions related to dynamics and visibility than in
certain safety criteria have to be incorporated the case of general traffic vehicles. This observation
into the design of the VRTC alignment. These also holds where there are standing passengers.
criteria are based on a maximum permissible
lateral acceleration of 1.00 m/s² (bus with standing
passengers). This lateral acceleration is independent
of the tyre/carriageway contact conditions of the
public transport vehicle, or the crossfall associated
with the bend.

The minimum radius value is calculated using the

following formula:

V2
R=
a
Where:
• V: speed in m/s
• R: radius of the bend
• a : maximum permissible lateral acceleration,
taken as 1.00 m/s².

The table below gives the minimum radius values

according to the speed in the reserved lane.

30 km / h 50 km / h 70 km / h
Minimum
70 200 380
radius (m)
 25

Cross-section 6
6.1. Lane width

6.1.1. Recommended width

The table below shows the widths that allow public The VRTC is bordered by a right hard strip at least
transport vehicles to circulate, according to the 0.50 m wide, which is paved and on a level. The edge
VRTC speed limit. markings are on this strip.

Speed 30 km / h 50 km / h 70 km / h The creation of a VRTC may require:

Recommended • the platform to be widened;
3.20 m 3.30 m 3.50 m
width • or the width of the other VSA lanes to be reduced,
Width of reserved lane including while remaining compliant with the VSA 90/110
left-hand markings
design guide (chapter 5: Cross-section).

Left Right
hard strip Fast lane Centre lane Slow lane Reserved lane hard strip

LC - 3u T1 - 2u T1 - 2u T3 - 5u LC - 3u

Standard cross-section
 26 C R O S S - S E C T I O N
6.1.2. Rules for reducing the cross-section
in a confined space
On 110 km/h VSAs, the decision to reduce the
speed limit to 90 km/h and reduce the width of
the cross-section must be analysed beforehand,
with consideration of the advantages and the
losses incurred for users of the link sections and
the VRTC.
The special provisions applicable in a confined
space (chapter 7.5 of the VSA 90/110 guide) are
replaced by the following provisions:
The cross-section may only be reduced in a
confined space on 90 km/h VSAs, and providing
that an in-depth study is performed demonstrating
that the measures taken, particularly where
several measures are combined, do not pose a
risk to user safety. Additional measures may be
implemented: dynamic management of speed and
traffic, signing, etc.
First, the width of the following may be reduced:
• the central strip, by adopting barriers that
require less space, or that have a smaller operating
width;
• the berm, by adopting barriers that require less
space, or by modifying or reducing the size of the
equipment installed there.
Then:
• the left-hand lane, by reducing its width to 3.00 m
(while retaining a left-hand block of 3.75 m):
– as part of a layout with 2 x 2 lanes, where there
are few HGVs (HGVs ≤ 7% of annual average
daily traffic);
– as part of a layout with 2 x 3 lanes or more, as
HGVs are not permitted to use this lane (article
R412-25 of the French highway code);
– as part of a layout with 2 x 4 lanes, with the
left-hand lane being reduced first, then the left-
hand centre lane.
Then:
• the left hard strip: reducing its width to 0.50 m
(while maintaining the visibility distance on bends)
may only be considered where there is a concrete
barrier on the central reservation. Planners must deal
with the whole left-hand block together, notably as
regards visibility, while maintaining a width of at least
3.50 m as an absolute minimum.
Finally:
• the left-hand lane in a layout with 2 x 2 lanes,
or the centre lane in a layout with 2 x 3 lanes (but
also the right-hand centre lane of a design with
2 x 4 lanes), may be reduced to 3.00 m, even if
HGVs represent more than 7% of annual average
daily traffic;
• the VRTC may be reduced to 3.30 m or 3.20 m,
reducing the speed limit as a consequence (to
50 km/h and 30 km/h respectively);
• as a last resort, the slow lane may be reduced to
a width of 3.25 m; this final stage is only possible
with low levels of HGV traffic (HGVs ≤ 7% of
average annual daily traffic).
In all cases, it is mandatory to keep a right hard strip
at least 0.50 m wide.
These rules should be combined with the
requirement to provide a minimum usable width
(see chapter 6.1.3).
6.1.3. Minimum cross-section
Minimum usable width, in degraded mode,
in line with a broken-down vehicle
If there is a broken-down vehicle in the VRTC, buses
may avoid it by using the slow lane on a temporary,
occasional basis.
Due to the width of the VRTC and the limited
traffic using it, the provisions of the VSA 90/110
guide regarding the usable width required to
maintain the number of lines of traffic, in
degraded mode, in line with a broken-down
vehicle (chapter 7.5.2.2 of the VSA 90/110 guide),
do not apply where there is a reserved lane.
They are replaced by provisions relating to the usable
width that allows emergency vehicles to filter
between lanes.

Emergency vehicles filtering
between lanes
It is important to allow emergency vehicles to
filter between lanes, notably where all the lanes
(including the VRTC) are congested (following a
major accident, for example).
The minimum value for the usable width where
there is a VRTC is therefore as follows:
Minimum usable width
2 lanes + VRTC 11.50 m
If it is not possible to comply with this minimum
width, HGVs must be banned from overtaking,
which guarantees that they will not be in the fast
lane. In this case, the absolute minimum width for
a cross-section with two lanes + VRTC is 10.80 m.
Where there are more than two general traffic lanes,
compliance with the cross-section design rules
guarantees that there is sufficient usable width for
emergency vehicles to filter between lanes in all -
circumstances.
6.1.4. Clear zone
The clear zone comprises a recovery zone and a
limited severity zone, in which any aggressive
element must be removed or, if not, isolated.
Where there is a VRTC, the clear zone to be
taken into account encompasses the following
two clear zones:
• that of the general traffic lanes, counted from
their right-hand markings;
• that of the VRTC, counted from its right-hand
markings (4 m for a 70 km/h VRTC).
C R O S S - S E C T I O N 27
6.1.5. Crossfalls
The VRTC must have a constant slope; this means that
its positioning on the pre-existing cross-section may
require the cross slope to be remodelled, notably at
the extra width of the carriageway bearing the
markings of the former hard shoulder.
On superelevated bends (4% or more), the VSA 90/110
guide requires there to be a verge with a crossfall
towards the outside of the carriageway.
For left-hand bends, the VRTC may retain a slope
inverse to the carriageway 11. However, the variation in
cross slope associated with manoeuvring the public
transport vehicle to change lane may generate
discomfort for standing passengers, who have to
adapt their position according to the incline of the
vehicle floor. It is therefore desirable to avoid having
the VRTC start or end in such a configuration.
Example of verge with crossfall inverse to the crossfall of the road lanes
6.2. VRTC start and end
on link sections
Although a VRTC generally starts and ends at an
interchange, there are cases where the end of the
reserved lane is located in a link section.
In this case, the design should avoid having
VRTCs start or end near atypical points (tunnels,
engineering structures, etc.) or where they interfere
with exit signing sequences, or in zones where
other users are changing lane. Chapter 7.1 (family
Case of a VRTC 11
1) will deal in greater detail with the distances to constructed without
be respected between the start or end of a VRTC modifying the crossfall
of the former
and interchange entries or exits. hard shoulder.
 28 C R O S S - S E C T I O N

6.2.1. VRTC start on link sections

The length of the taper is 90 m.
A C24a sign, together with an M1 panel, is used for
pre-signing of the VRTC entry on the link section, on
both the verge and the central reservation (see
chapter 3.2). This group is located at a minimum
distance of 150 m.
The VRTC entry sign, installed at the taper, must
be visible at the stopping distance of the public
transport vehicles approaching in the slow lane.
The installation of the B27a sign on a gantry over the
VRTC can offer improved visibility and legibility at the
start of the reserved lane (in this case, it is positioned
at the end of the taper).

T4 3u LC 3u T3 5u

BUS
BUS
90 m
> 150 m
XXX

Start of VRTC

6.2.2. VRTC end on link sections
The length of the taper is 75 m.
The fact that vehicles in the VRTC must join the slow
lane means the visibility of the end of the VRTC
must be checked for vehicles in the general traffic
lanes. The visibility requirement for vehicles in the
slow lane is visibility at the stopping distance.
• the observation point is that described in the
VSA 90/110 guide (1 m above the road surface and
0.25 m to the left of the central axis of the right-
hand lane).
• the observed point is the least restrictive of
the back lights of the public transport vehicle,
positioned in line with the B45 sign (0.60 m above
the road surface and 0.75 m to the left or right of
the central axis of the VRTC).
• the stopping distance is determined in accordance
with the VSA 90/110 guide.
In addition, the end of the VRTC should not be
constructed on a link section where there is a bend
with a radius smaller than the minimum radius for
a normal slope Rdn 12.

T3 5u LC 3u T4 3u
BUS

75m

150m 75m

VRTC end

12 Refer to the Rdn values Point to consider

defined in the VSA
90/110 guide
The IISR links the use of the AB3a sign to the T2-5u markings. For reasons of legibility, the T3-5u markings
(370 m at 90 km/h, are maintained for the end of a VRTC on a link section.
650 m at 110 km/h).

VRTC design at interchanges
Although this is not an exhaustive list, the confi-
gurations considered to be the most common are
described in this chapter.
A distinction may be made between four families
of layout, each corresponding to a particular scope
of use:
Family 1: VRTC start
and end at an interchange
This type of layout is suitable notably where public
transport vehicles are entering or exiting the inter-
change (to serve a stop on the secondary network
for example), and where the traffic conditions on
the ramps concerned do not require the reserved
lane to be continued. In this case, the facility can be
limited to the link section.
Family 2: VRTC entry and exit via ramps
This type of layout is suitable notably for public
transport vehicles serving an interchange linked to
the secondary network, and where traffic conditions
on the ramps concerned have a significant impact
on the level of service of the public transport lines.
29
7
This requires major modification of the ramps and
may also include prioritisation measures for public
transport vehicles at the surface junction.
This type of layout is also suitable for maintaining
the continuity of the VRTC between two VSAs at
a fork.
Family 3: VRTC crossing at an interchange
This type of layout ensures the continuity of the
VRTC where it crosses interchange entry and
exit ramps.
Where traffic is particularly heavy (or in the case of
ramps with two lanes), the possibility of a grade-
separated solution to cross the interchange
should be examined.
4 Family 4: access points reserved
for public transport vehicles exiting
and entering a VRTC
This type of layout concerns the construction of an
access point reserved for public transport vehicles
exiting and entering a VRTC, making it possible to join
a protected site, a public transport station, an inter-
change hub or a specific business hub, for example.
 30 V R T C D E S I G N A T I N T E R C H A N G E S

The table below summarises the VRTC layout proposals based on the four families described above and the
interchange configurations:

Proposed layouts
Pre-existing Family 1: Family 2: Family 3: Family 4: access points
interchange start and end entry and exit crossing at reserved for public
configuration at an interchange via ramps an interchange transport vehicles

Chapter 7.3.1
Chapter 7.1.1 Chapter 7.2.1.a CTC - Ei1a
Merge
DTC - Ei1 ETC - Ei1 Chapter 7.3.1.b
CTC - Ei1b Chapter 7.4.1
Entry
RTC - Ei1
Chapter 7.1.2 Chapter 7.2.1.b Chapter 7.3.1.c
Lane gain
DTC - Ea1 ETC - Ea1 CTC - Ea1

Chapter 7.3.2.a (t)

Chapter 7.1.3 CTC - Sd12a
FTC - Sd12 Chapter 7.2.2.a Chapter 7.3.2.b (t)
Diverge
(exit must be changed STC - Sd11 CTC - Sd12b
to pseudo-allocation) (exit must be changed
to pseudo-allocation)
Chapter 7.4.2
Exit
RTC - Sd11
Chapter 7.3.2.a (t)
Pseudo- Chapter 7.1.3 Chapter 7.2.2.b CTC - Sd12a
allocation FTC - Sd12 STC - Sd12 Chapter 7.3.2.b (t)
CTC - Sd12b

Chapter 7.1.4 Chapter 7.2.2.c Chapter 7.3.2.c (t)

Allocation
FTC - Sa1 STC - Sa1 CTC - Sa1

Some of these configurations, notably those For the design of interchanges (geometry and
that involve crossing an exit, marked (t), have signing), the reference speed for general traffic
not yet been implemented; others, such as lanes on VSAs is used.
those that involve crossing an entry, have only
been tried in one trial case. The associated
technical requirements, presented in the
following chapters, may therefore need
changing depending on experience feedback.
The “provisional” nature of these configurations
is reiterated in the relevant chapters.
 V R T C D E S I G N A T I N T E R C H A N G E S 31

7.1. Family 1: VRTC start and end at an interchange

The VRTC starts downstream of an entry or ends The design of the merging facility remains
upstream of an exit. compliant with the VSA 90/110 guide. The
manoeuvring zone may be reduced to 150 m
7.1.1. Downstream of a merge entry if the entry has fewer than 600 pcu/h on a
(DTC-Ei1) 90 km/h VSA.

The VRTC starts in the stretch continuing from the The VRTC merge taper has T3-5u markings. The
merge facility. This configuration is suitable for C24a sign is not required for pre-signing on the
public transport vehicles coming from the entry link section, given the restrictions imposed by the
ramp and from the link section. length of the merging facility.

LC 5u T2 5u T3 5u

E 1,00

BUS
BUS

200m (150m) 75m 100m

DTC-Ei1 configuration

Point to consider
Users on the ramp must understand that a VRTC starts in the stretch continuing from their merge lane. The
signage indicating the start of the VRTC (markings and signs) must be visible.
The positioning of the B27a and B14 signs on a gantry over the start of the VRTC may improve this visibility,
and the legibility of the layout.
During operation, if the start of the VRTC creates ambiguity for general traffic vehicles, it is also possible to
complement the T3-5u markings with a chessboard pattern*:

E 1,00
BUS
 32 V R T C D E S I G N A T I N T E R C H A N G E S

7.1.2. Downstream of a lane gain entry
(DTC-Ea1)
The VRTC is created downstream of a lane gain
entry, at a distance of at least L downstream of
point E1.50 m. The VRTC is created in the same
way as the start of a VRTC on a link section (see
chapter 6.2.1).
Given the requirement to indicate the switch
to three lanes (article 43-1.G of the IISR),
pre-signing of the VRTC using another C24a sign
is not recommended.

T4 3u LC 3u T3 5u

E.1,50

BUS

BUS
L 90 m

DTC-Ea1 configuration
 V R T C D E S I G N A T I N T E R C H A N G E S 33

7.1.3. Upstream of a pseudo-allocation exit
(FTC-Sd12)
The VRTC ends at a reading distance Lc (distance
travelled in 5 s at the speed limit for general
traffic, with a minimum value of 125 m) upstream
of the Da40 sign.
The end of the VRTC, over a minimum distance of
100 m, is indicated by a continuous line 5u wide,
which separates the T3-5u markings from the T2-5u
markings. This line also limits early manoeuvres to
change lane. The exit signing (markings and
directional signing) complies with the IISR.

T3 5u LC 5u T2 5u

S 1,00
BUS

BUS

BUS

Da30
Da40

>100m Lc fxL J14a

FTC-Sd12 configuration

Point to consider
This is the basic configuration recommended for dealing with the end of a VRTC upstream of a pre-existing
diverge exit (changed to a pseudo-allocation exit). In this case, changes to signage (markings and directional signage)
are required to switch from a diverge exit to a pseudo-allocation exit.

Where technical restrictions do not allow this change to be made, the VRTC may end upstream of the exit. The
minimum required distance (between the end of the taper and the earliest exit point (S1.50 m)) is that travelled
in 6 s at the speed limit for general traffic.

The taper ending the VRTC is dealt with in the same way as the end of a VRTC on a link section (see chapter 6.2.2).

T3 2u T1 2u
T3 5u T4 3u T2 5u
LC 3u

S 1,50 S 1,00
BUS

75m
D30

150m 75m 150m (110m)

6 seconds J14a
 34 V R T C D E S I G N A T I N T E R C H A N G E S

7.1.4. Upstream of an allocation exit travelled in 5 s at the speed limit for general
(FTC-Sa1) traffic, with a minimum value of 125 m) upstream
of the Da40 sign.
The taper at the end of the VRTC must end at a The exit signing (markings and directional signing)
distance of at least the reading distance Lc (distance complies with the IISR.

T2 5u
T3 5u LC 3u T4 3u

S 1,00
BUS

Da30
Da40
75m
>Lc fxL J14a
150m 75m

FTC-Sa1 configuration

7.2. Family 2: VRTC entry and exit via ramps

7.2.1. VRTC entry via an entry ramp

The general principle of these configurations is to have the VRTC run along the entry ramp.
Indicating the VRTC with a continuous line promotes legibility and limits the use of the VRTC by entering vehicles.

a/ Merge entry (ETC-Ei1)

The design of the merging facility remains compliant
with the VSA 90/110 guide. The manoeuvring zone
may be reduced to 150 m if the entry has fewer
than 600 pcu/h on a 90 km/h VSA.
From point E1.00 m, the VRTC markings are a
continuous line 5u wide, which continue up to the
end of the entry taper.
The C24a sign is not required for pre-signing on the
link section, given the restrictions imposed by the
length of the merge facility.

T2 5u
T3 5u LC 5u

E.1,00
BUS
BUS
BUS
BUS
BUS
BUS

200m (150m) 75m 100m

BUS

ETC-Ei1 configuration

Point to consider
This configuration requires care to ensure the legibility of the “Cédez le passage” [Give way] signs for vehicles
entering the VSA via the ramp.
 V R T C D E S I G N A T I N T E R C H A N G E S 35

b/ Lane gain entry (ETC-Ea1)

The design of the merging facility remains compliant As per the IISR (article 43-2.G), the C24a sign in
with the VSA 90/110 guide. position is mandatory to indicate the additional
The VRTC markings become a continuous line 5u general traffic lane. This sign also indicates the gain
wide from point E1.50 m and for length L. of the VRTC.
Pre-signing using a C24a sign is recommended
upstream of the entry to introduce the VRTC.

LC 5u T2 5u
T3 5u T3 5u

E.1,50

BUS
BUS

BUS

BUS

BUS
BUS
BUS

L 90m 100m
XXX

(Optional)

ETC-Ea1 configuration

7.2.2. VRTC exit on the exit ramp

The principle of these solutions is to have public transport vehicles run along the exit facility.
Indicating the VRTC with a continuous line and the word “BUS” limits early use by users wishing to exit. On the
other hand, it requires public transport vehicles remaining on the VSA to manoeuvre earlier. The C24b sign for
pre-signing must be positioned at a distance sufficient for vehicles to rejoin the link section before the start of
the continuous line.

a/ Diverge exit (STC-Sd11)

The design of the exit remains compliant with the 90 km/h VSA. A continuous line 5u wide replaces
VSA 90/110 guide. The taper develops over 150 m the T3-5u line at a distance of 6 s before point
between its starting point and the latest exit point S1.50 m and continues onto the ramp.
(S1.00 m). This distance may be reduced to 110 m A C24b sign is recommended at a minimum distance
if the traffic on the exit is below 650 pcu/h on a of 100 m upstream of this continuous line.
T3 2u T1 2u
T3 5u T2 5u
LC 5u

S 1,50 S 1,00
BUS

BUS

BUS

BUS
D30
D40

XXX

150m (110m)
J14a
> 100m 6 seconds

STC-Sd11 configuration 30 seconds

Point to consider
For ramps that require a reduction in the general traffic speed due to their restrictive geometry, the use of a
B14+M3a group with the D30 sign may create ambiguity regarding which lane this limit applies to (the VRTC
or the exit ramp?). In the absence of a general solution, the signage must be adapted to the specific context
of the project.
36 V R T C D E S I G N A T I N T E R C H A N G E S

b/ Pseudo-allocation exit (STC-Sd12)

The design of the exit remains compliant with the A C24b sign is recommended at a minimum distance
VSA 90/110 guide. of 100 m upstream of this continuous line.
A continuous line 5u wide replaces the T3-5u line
at a distance of 6 s before the Da40 sign and
continues onto the ramp.
T3 5u T2 5u
LC 5u

S 1,00
BUS

BUS

BUS

BUS

BUS

BUS
Da40

Da30
J14a
> 100m 130 m fxL
6 seconds
XXX

STC-Sd12 configuration

Point to consider
For ramps that require a reduction in the general traffic speed due to their restrictive geometry, the use of a
B14+M3a group with the Da30 sign may create ambiguity regarding which lane this limit applies to (the VRTC
or the exit ramp?). In the absence of a general solution, the signage must be adapted to the specific context
of the project.

c/ Allocation exit (STC-Sa1)

The design of the exit remains compliant with the A C24b sign is recommended 100 m upstream of
VSA 90/110 guide and the IISR. the Da40 sign.
A continuous line 5u wide replaces the T3-5u line
from the Da40 sign and continues onto the ramp.

T2 5u
T3 5u LC 5u

S 1,00
BUS

BUS
BUS

BUS
BUS

BUS
Da40

Da30

> 100m fxL J14a

XXX

STC-Sa1 configuration

Point to consider
For ramps that require a reduction in the general traffic speed due to their restrictive geometry, the use of a
B14+M3a group with the Da30 sign may create ambiguity regarding which lane this limit applies to (the VRTC
or the exit ramp?). In the absence of a general solution, the signage must be adapted to the specific context
of the project.
 V R T C D E S I G N A T I N T E R C H A N G E S 37

7.3. Family 3: VRTC crossing at an interchange

7.3.1. Crossing an entry

The general principle is to create a mixed zone between the public transport vehicles and the vehicles entering on the
ramp. The VRTC is therefore temporarily interrupted. This interruption is marked either side by a B45 sign and a B27a sign.

The use of a continuous line 5u wide in these configurations provides differentiation between the T3-5u marking
and the markings used to indicate the entry. This also prevents any general traffic on the link section feeding
into the mixed zone, thereby prioritising manoeuvres by entering vehicles and maintaining the trajectory of
public transport vehicles.

a/ Double merge entry – straight trajectory for public transport vehicles (CTC-Ei1a)
This is the basic configuration. The total length of the mixed zone is 375 m. Public
There are two stages of entry into the general traffic transport vehicles continue on a straight trajectory.
in the form of a double merge. The second entry taper has T3-5u markings.
XXX

T2 5u T3 5u
T3 5u LC 5u

E 1,00
BUS

BUS

BUS

100m 75m 125m 75m 100m

CTC-Ei1a configuration

Point to consider
The double merge configuration is unusual for users. To improve the legibility of the second merge taper, it is
possible to add a chessboard pattern* to the T3-5u markings*.

E 1,00
BUS

Currently, there are no C24 signs able to inform users taking the entry ramp that they will have to perform
two merge manoeuvres in succession. Pending the development of such a sign, it is possible to install
C24a+M1 pre-signage on the ramp.
38 V R T C D E S I G N A T I N T E R C H A N G E S

b/ Double merge entry – change of trajectory for public transport vehicles (CTC-Ei1b)
This is an adaptation of the previous configuration. The zone between the first entry taper and the
This configuration makes it possible to limit the recess taper must be paved across the whole usable
length of the mixed zone to 250 m. If there is heavy width. J11 markers may be installed every 4 m to
traffic entering via the ramp and finding it difficult mark the first merge taper and prevent vehicles
to join the link section, public transport vehicles can driving on the paved island.
use the VRTC recess to limit the time lost. This confi-
guration requires more space, however.
XXX

T2 5u
T3 5u LC 5u T3 5u

E 1,00
BUS

BUS
BUS

BUS
BUS
100m 75m 25m 50m 75m 75m 100m

CTC-Ei1b configuration

Point to consider
The T3-5u markings for the second merge taper give public transport vehicles the choice between carrying
straight on or taking the VRTC recess on the right, depending on the traffic conditions.
However, legibility may be limited for users joining the general traffic lanes. It is possible to improve
comprehension of the layout by using a chessboard pattern*:

E 1,00
BUS

Currently, there are no C24 signs able to inform users taking the entry ramp that they will have to perform
two merge manoeuvres in succession. Pending the development of such a sign, it is possible to install
C24a+M1 pre-signage on the ramp.
 V R T C D E S I G N A T I N T E R C H A N G E S 39

c/ Lane gain entry (CTC-Ea1)

The principle is to extend the VRTC along the
mixed traffic lane for 290 m. To ensure the
continuity of the VRTC, this restarts with a recess
at the end of the mixed zone.
XXX
Given the requirement to indicate the switch to
three lanes (article 43-1.G of the IISR), pre-signing
of the VRTC using another C24a sign upstream of
the entry is not recommended.

LC 5u
T3 5u T2 5u T3 5u

E 1,00
BUS

BUS

BUS
BUS
100m 75m 25m 90m 100m

CTC-Ea1 configuration

7.3.2. Crossing an exit

Warning: these configurations have not yet been implemented. The associated technical requirements,
presented in this section, may therefore need changing based on experience feedback.

The general principle is to interrupt the VRTC upstream of the Da40 advance signing for the exit. This interruption
is dealt with in exactly the same way as the configuration in which the VRTC ends upstream of an exit with a
pseudo-allocation exit (see chapter 7.1.3).

If the pre-existing exit is a diverge, it must be changed to a pseudo-allocation exit, which requires adaptation
of the signing (markings, nose marker and exit directional signing).

The reintroduction of the VRTC is dealt with in two different ways, either upstream or downstream of the diverge
nose. The choice between these two configurations depends on the situations encountered and must be analysed
on a case-by-case basis.
40 V R T C D E S I G N A T I N T E R C H A N G E S

a/ Pseudo-allocation exit – straight trajectory for public transport vehicles (CTC-Sd12a)

This is the basic configuration.
In this configuration, the VRTC is reintroduced
where the flows diverge, in line with the pseudo-
allocation lane. Public transport vehicles continue
on a straight trajectory.
The VRTC is reintroduced from the Da30 sign. The
VRTC reintroduction taper acts as the first diverge
nose for all users. After that, the diverge nose is
constructed in accordance with best practice, with a
J14a nose marker.
In order to limit the length of the facility, the width
of the side reservation is reduced to 3.20 m
(corresponding to 0.50 m for the right hard strip
on the link section, a J14a marker measuring 2.00
m, a guard measuring 0.20 m and 0.50 m for the
left hard strip on the ramp).
The obliquity p must remain constant between the
Da30 sign and diverge nose point S1.00 m. Beyond
that, the geometric rules for diverges in the VSA
90/110 guide are applied.
To avoid any ambiguity, a B27a+M3d sign (vertical
arrow) is installed over the VRTC, as close as possible
after the J14a marker.
A chessboard pattern is also recommended on the
VRTC reintroduction taper*.
This improves the legibility of the first nose, in
line with the Da30 sign, for users wishing to take
the exit. It also improves the indication of the
reintroduction of the VRTC.
A C24b sign positioned upstream of the facility is
recommended to improve the legibility of the public
transport vehicle trajectory.

T3 5u LC 5u T2 5u LC 5u T3 5u

S 1,00

BUS
BUS
BUS

BUS

Da40

Da30

>100m Lc fxL J14a

XXX

CTC-Sd12a configuration

Point to consider
This configuration increases the distance separating the Da30 sign from the J14 bollard, and shifts the J14 bollard
to the right. This means it must be ensured that both the Da30 signage and the J14 bollard are visible in the
conditions provided for in the VSA 90/110 guide.
To make the direction to take clearer for users taking the exit, a Da31d, e or f sign may be used.
 V R T C D E S I G N A T I N T E R C H A N G E S 41

b/ Pseudo-allocation exit – change of trajectory for public transport vehicles (CTC-Sd12b)

This is a variant of the previous configuration. The
VRTC is reintroduced downstream of the point where
the flows diverge via an exit from the ramp on the left,
then rejoins the link section.
In order to limit the length of the diverge nose, the
width of the side reservation is reduced to 3.70 m
(corresponding to 1.00 m for the right hard strip on
the link section, a J14 marker measuring 2.00 m, a
guard measuring 0.20 m and 0.50 m for the left
hard strip on the ramp).
The VRTC is reintroduced after the J14a bollard and
starts with a taper with T3-5u markings for a
distance of at least:
3,50
Lbiseau VR=
p 90/110 guide are applied.
where p is the obliquity of the first diverge..
It is recommended to indicate the reintroduction of
the VRTC with a chessboard pattern*.
The VRTC reintroduction taper and the link section
are separated by island markings. J11 markers may
be installed along the VRTC reintroduction taper.
The diverge nose between the exit and the VRTC
reintroduction taper has a J14a nose marker
(small model). It is installed where the width
between the VRTC and the ramp reaches 2.20 m.
After that, the reintroduction of the VRTC continues
with a merge over a length of 74 m (corresponding
to the obliquity of 5% for an entry).
The obliquity p must remain constant between point
S1.00 m on the first diverge nose and point S1.00 m
on the second diverge nose (i.e. between the
reintroduction of the VRTC and the exit). Beyond
that, the geometric rules for diverges in the VSA
There should not be a significant drop in the cross
slope of the VRTC reintroduction carriageway; if
possible, the latter should have the same cross slope
as the main carriageway.

T3 5u LC 5u T2 5u LC 3u T3 5u

S.1,00
BUS

BUS
BUS
Da40

Da30

J14a
J11
>100m Lc fxL J14a

Mixed zone TC/VP

CTC-Sd12b configuration

Point to consider
The design of the exit taper for the reserved lane and the redirection point of the pseudo-collector road
constitute an atypical point for public transport vehicles. They may require a reduction in speed.
Pre-existing differences in grade between the link section and the exit ramp may require significant adaptations
(shifting the diverge point upstream, for example), with certain consequences for space, signage and visibility.
The use of a chessboard pattern makes the reintroduction of the VRTC more legible, and compensates for the
B27a being further away. If the chessboard pattern is not used, another solution should be found.
For example, to improve the guidance of general traffic vehicles at the VRTC reintroduction taper, confirmation
directional signage for the general traffic could be considered. This would be installed downstream of the
second diverge.
 42 V R T C D E S I G N A T I N T E R C H A N G E S

c/ Allocation exit – straight trajectory for public transport vehicles (CTC-Sa1)

The configuration presented corresponds to the The reintroduction of the VRTC is identical to solution
basic configuration. a. Solution b is also possible for this reintroduction.
T2 5u
T3 5u LC 3u T4 3u

S 1,00

BUS
BUS
BUS

Da40

Da30
75m
>Lc fxL J14a
150m 75m

CTC-Sa1 configuration

d/ Weaving section – straight trajectory for public transport vehicles

The configuration presented corresponds to the Solution b is also possible for this reintroduction. In
basic configuration. this case, the useful weaving length is the T2-5u
The reintroduction of the VRTC is identical to solution a. length on the link section.
XXX

T2 5u
T3 5u LC 5u T2 5u LC 5u T3 5u

E 1,00 S 1,00

BUS
BUS
BUS

BUS

Da40

Da30

100m 75m

>Lc fxL J14a

XXX

Configuration for crossing a weaving section

7.4. Family 4: access points reserved for public transport vehicles

This chapter covers points of access to a VRTC that are strictly reserved for public transport vehicles (both entries
and exits). If the VRTC starts or finishes at one of these access points, this is treated as a lane gain entry or
allocation exit depending on the case.

7.4.1. Entry access to a VRTC (RTC-Ei1)

This is treated like a merge. Given the limited speed and flow rate in the VRTC, the distance between point E1.00 m
and the start of the entry taper is reduced to 100 m.

T3 5u T2 5u T3 5u

E 1,00
BUS
BUS

BUS

BUS

BUS

BUS
BUS

100 m 75 m

RTC-Ei1 configuration
 V R T C D E S I G N A T I N T E R C H A N G E S 43

7.4.2. Exit access from a VRTC (RTC-Sd11)

This is treated like a diverge. Given the limited
speed in the VRTC, the distance between the start
of the diverge taper and point S1.00 m is reduced
to 80 m.
In order to avoid disturbing general traffic users,
given that this exit does not concern them:
• there is no need for directional signing.
However, in certain special cases (for example an
exit access within an exit signing sequence for
general traffic), it may be useful to indicate the
exit reserved for public transport vehicles on a D50
or Da50 warning sign;
• by the exit, the VRTC is indicated by a continuous
line 5u wide, which starts at a distance L (the refe-
rence speed to be used is that of the general traffic)
upstream of point S1.50 m, and which finishes at
point S1.00 m.
The ramp reserved for public transport vehicles is
identified by a B0 sign combined with an M4
panel reading “Sauf transports collectifs” [Except
public transport].
Access control
It is not recommended to use barriers to control
access to exits reserved for public transport vehicles,
due to the safety issues associated with the risky
manoeuvres an unauthorised vehicle may perform
when faced with a closed barrier (emergency
braking, avoidance, reversing, etc.).

T3 5u LC 5u T2 5u T3 5u

S 1,50 S 1,00
BUS
BUS

BUS

BUS
BUS

BUS

BUS
TRANSPOR

L J14a
SAUF
T COLLEC

80 m
TIF

RTC-Sd11 configuration

Point to consider
The visibility rules for the exit must be adapted for the drivers of public transport vehicles: the J14 marker must
be visible to public transport drivers from the VRTC at a distance for 6 seconds upstream of point S1.50 m,
based on their speed limit.
 44 V R T C D E S I G N A T I N T E R C H A N G E S
7.5. Scope of use of VRTC
crossing an entry
The solutions proposed for a VRTC crossing an
entry ramp may depend on the traffic. Experience
on the A51 (Aix-Marseille) shows that they can
work with up to 1000 vehicles/hour on the ramp,
assuming, of course, that downstream provision
remains compatible with increased demand, and
where congestion does not become completely
solid. Above this level, the solution should be
compared to a grade-separated configuration, or
to operating measures on the corridor concerned
that would allow better management of blocking
situations.
A light-controlled junction is not proposed as a
solution for a VRTC crossing an entry ramp for the
following reasons:
• such a solution is only compatible with fairly low
levels of traffic on the entry ramp, fewer than
500 vehicles/hour, which is broadly compatible
with the proposed double merge solutions. Above
this level, there may be a significant impact on the
entry ramp, and merging into the general traffic,
which takes place in groups of vehicles, becomes
less effective;
• as the public transport vehicle flows are not regular,
green cannot be guaranteed;
• finally, this solution does not seem to be the most
economical in terms of the space required.
However, for safety reasons, where there is insufficient
mutual visibility, a light-controlled crossing may
be considered depending on the context. This type
of solution was trialled on the A48 (north entry
for Grenoble).
At a light-controlled junction, depending on the
context, it is recommended to set green priority
(via a detection loop) to the condition of a public
transport vehicle approaching at a moderate speed,
based on a speed limited to 30 or 40 km/h.

Equipment and user services
8.1. Barriers
Barriers must comply with the regulations of the
French national regulations for road equipment
(Réglementation Nationale des Equipements de la
Route), and should follow the recommendations
in the technical guides.
The installation of barriers should take into account
any changes to the clear zone.
If the platform is not modified, the addition of the
VRTC may offer an opportunity to make existing
barriers compliant.
The rule requiring barriers to be installed syste-
matically for roads with 2 x 3 lanes and a
110 km/h speed limit for the VSA 90/110 guide,
and regardless of the speed limit for the ICTAAL
guide, do not apply to carriageways with two lanes
and a VRTC.
8.2. Refuges
Constructing a VRTC does not make it necessary to
apply the VSA 90/110 guide requirement of creating
refuges 500 m apart.
A VRTC project may provide a chance to create any
missing refuges in order to meet the target of a
refuge every 2 km.
If the VRTC project involves widening the platform,
the pre-existing density of refuges must be
maintained.
The opportunity to construct a refuge may be
based on an assessment of hard shoulder/refuge
use at the existing site, and on certain standard
criteria, such as:
• the gradient of the carriageway;
• the presence of specific points such as tunnels
or viaducts;
45
8
• the maintenance and operational requirements
of the VSA;
• the compensatory measures required due to
geometric or visibility restrictions.
8.3. Pedestrian protection
For the safety of users stopping in an emergency
and leaving their vehicle, it should be checked
whether the layout allows them to leave the usable
width of the VSA to take refuge on the verge.
This is not possible in certain configurations (where
there are very high barriers, noise barriers, retaining
walls, bridge piers, etc.). This is permissible for a
distance of approximately one hundred metres. For
a greater distance, this point is dealt with as a
deviation from best practice and forms the subject
of a specific study. As a minimum, compensatory
measures must be proposed (reducing the speed
limit, installing lighting, creating recesses, improving
monitoring and warning systems, etc.).
8.4. Public lighting
The Certu guide Schémas directeurs d’éclairage d’un
réseau routier [Guidelines for lighting on road
networks] (February 2013) provides a method for road
infrastructure managers to draw up a lighting policy.
Public lighting is not necessarily required where
there is a VRTC. The decision of whether or not to
provide lighting on a section with a VRTC must form
part of the manager’s policy.
The option of providing lighting on the VSA where
there is a VRTC notably involves consideration of the
safety requirements for stopping in an emergency
(see chapter 8.3).
 46 E Q U I P M E N T A N D U S E R S E R V I C E S
8.5. Public transport stations
Stations are generally located near interchanges or
crosslinks, in spaces that can be confined.
Stations may be:
• at junctions providing a connection to the
secondary network;
• on the VSA platform. In this case, in order to ensure
the safety of all users, access to public transport
vehicles at the station must be physically isolated
from general traffic (for example by using a dedicated
lane treated like a collector road).
Pedestrian routes to the station must be accessible
and safe. They direct pedestrians to the station
from a parking area, a local public transport
network stop or a hub generating a large amount
of travel. At stations, pedestrians must not have
access to the VSA platform.
Where two stations are located opposite each other,
pedestrians must be discouraged from crossing
the VSA.
The designer may refer to the technical guide Les
bus et leurs points d’arrêt accessibles à tous
[Buses and bus stops accessible to all] (August 2001)
with its addendum (February 2008), as well as
the file Voies structurantes d’agglomération, aména-
gement des voies réservées [Urban structuring roads
– Developing reserved lanes] (December 2013).

9.1. Use of the lane
Like any other lane, the VRTC is open to traffic at all
times. However, in general they will only be used
during congested periods due to their speed limits.
The drivers of authorised vehicles are free to enter
and exit the VRTC, except where the line separating
it from the slow lane is continuous (which is the
case at certain interchange crossings).
The traffic limit of around 100 vehicles/hour was
given in chapter 2.1. This should make it possible to
maintain a good level of service, comfort and safety
in order to deal with any cases of vehicles stopping
in an emergency. The limit may be reviewed at a
later stage depending on the lessons learned from
the operation of this type of reserved lane.
9.2. Supervision
by the road operator
VRTCs are intended to be built in sectors subject to
recurrent congestion, which are generally supervised
by a remote operation centre (centre d’information
et de gestion du trafic). This means that information
on the traffic conditions in the VRTC, as for the
other road lanes, is provided by the centre’s
equipment. A video surveillance system covering
the whole of the VRTC is recommended.
The road operator and the police decide which
operating measures to use. In particular, they
may decide, as for a general traffic lane, to close
the VRTC using traffic guidance equipment if
necessary.
47
Operation 9
9.3. Relations with
public transport operators
Provision should be made for the remote operation
centre and public transport operators to exchange
information, based on the context and expectations
of the different parties.
Furthermore, in addition to the police order establi-
shing the reserved lane (speed limit, etc.), information
and instructions may be addressed to the transport
providers operating the lines authorised to use the
reserved lane (see chapter 2.2.3), to allow the latter to
incorporate them into their operating regulations.
9.4. Operating measures linked
to the construction of a VRTC
Degraded situations must be anticipated by the road
operator and the police; these are described in the
operating documents. Where necessary, these
procedures involve imposing certain instructions on
transport providers authorised to use the reserved lane.
The types of degraded situations likely to be
encountered notably include:
• general traffic accidents;
• a bus or coach breaking down;
• a vehicle stopping in the reserved lane, whether
an HGV or private car;
• a vehicle stopping in a refuge (HGV or passenger car);
• bad weather (fog, snow, etc.);
• work and maintenance on the link section, in the
reserved lane or on the verge;
• certain equipment breaking down (surveillance
or warning).
48 O P E R A T I O N

These are some examples of solutions that could be
considered in order to adapt the geometry of the
VRTC to degraded situations:
• providing sufficient visibility for the bus or
coach, or reducing the speed limit;
• providing the necessary access points for emer-
gency and breakdown vehicles;
• drawing up passenger evacuation principles for
public transport vehicles;
• making provision for specific traffic guidance
equipment to be put in place depending on the
situation.
9.5. Specific provisions in tunnels
The installation of a VRTC in a tunnel may have an
impact on the overall safety level. It is mandatory
in this case to develop and prepare a new safety
file (article R118-3-4 of the French roadway code).
Where a VRTC is built in a tunnel where there was
formerly a hard shoulder, the maximum traffic
flow authorised in the reserved lane (generally set
at 100 vehicles/hour) must be reassessed based on
the context of the project.

Point to consider
The road operator must specify the system for
closing the reserved lane or allowing it to be used
by general traffic. As the reserved lane is open to
traffic, the procedure should be based on the
protocol for intervention on a general road rather
than a hard shoulder.
Consultation with the public transport operator(s)
most affected is sufficient.

Special operating measures and instructions must

be formalised in an appendix to the notification
letter regarding the police order establishing the
VRTC, as indicated in chapter 2.3.2.
 49

Appendices 10
10.1. Reminder of points for which application of the present guide
requires a trial request as described in the IISR
Below is a reminder of the signing proposals that are not compliant with the regulations in force (order of
24 November 1967 and the IISR):
• extension of the use of the white chessboard pattern in the VRTC entry taper (chapter 3.1) then in the configurations
detailed in chapters 7.1.1, 7.3.1 a and b, 7.3.2 a, b, c and d;
• the B14 sign with the M3a panel to limit the speed in the VRTC (chapter 3.2.2), then in the configurations detailed
in sections 6.3.1, 7.1.1, 7.1.2, 7.2.1 a and b, 7.3.1 a, b and c, and 7.3.2 b;
• the lack of signing indicating the end of the speed limit instruction at the end of the VRTC (chapter 3.2.2);
• the alternative solution, using paint on the ground, for the VRTC speed limit (chapter 3.2.2).

10.2. Reminder of modifications to provisions in the VSA 90/110 guide

Below is a reminder of the provisions in the VSA 90/110 guide that are modified following the introduction of a VRTC:

VSA 90/110 guide VRTC guide

Modification
reference reference
2.1 Minimum radius 5.1 Horizontal alignment The speeds and limited lateral acceleration set
values for buses with standing passengers result in different
radius limit values.
4.1.2 Observation point 4.1.2 Observation point As the observer considered is the driver of
a public transport vehicle, the eye position differs both
in terms of height and in relation to the lane central axis.
4.2 Main visibility 4.1.4 Stopping distance The restriction of having standing passengers means
distances the maximum permissible deceleration needs
to be adapted when calculating the stopping distance.
4. Visibility 4. Visibility The speed limit may be reduced locally for a VRTC.
No special measures are required in the lane
and the surrounding area to allow clear perception.

5.1.3.1 Reserved lanes 6.1.1 Recommended width VRTC widths are set explicitly.
8.2 Refuges Constructing a VRTC does not make it necessary
to apply the VSA 90/110 guide requirement of
creating refuges 500 m apart.
5.3.1 Clear zone 6.1.4 Clear zone Where there is a VRTC, two different clear zones
are defined (one linked to the VRTC, the other
to the general traffic).
5.3.2 Hard shoulder 6.1.1 Recommended width Where there is a VRTC, the hard shoulder may be removed.
In addition, the right hard strip by a VRTC is reduced to
0.50 m.
50 A P P E N D I C E S

VSA 90/110 guide VRTC guide

Modification
reference reference
5.7 Crossfalls 6.1.5 Cross slopes The cross-section of a single-direction carriageway
including a VRTC may comprise two slopes.
The inverse slope of the former hard shoulder does not
require remodelling.

7.5.2.1 Reducing 6.1.2 Rules for reducing The rules for reducing the cross-section are modified,
the width in link sections the cross-section notably to take into account the lack of hard shoulder.
while maintaining in a confined space
the hard shoulder

7.5.2.2 Removing 6.1.3 Minimum The provisions in the VSA 90/110 guide regarding
the hard shoulder cross-section the usable width required to maintain the number
of lanes of traffic, in degraded mode, in line with
a broken-down vehicle, do not apply where there
is a reserved lane.
They are replaced by provisions relating to the usable
width that allows emergency vehicles to filter
between lanes.

7.5.3 Right hard strip 6.1.1 Recommended width Where there is a VRTC, the right hard strip is reduced
to 0.50 m.

8.1.2 Barriers 8.1 Barriers The rule in the VSA 90/110 guide requiring barriers
to be installed systematically for roads with 2 x 3 lanes
and a 110 km/h speed limit do not apply to carriageways
with two lanes and a VRTC.

8.2.1 Refuges and 8.2 Refuges Constructing a VRTC does not make it necessary to apply
emergency phones the VSA 90/110 guide requirement of creating refuges
500 m apart.

Regulatory references
Arrêté du 24 novembre 1967 relatif à la signalisation
des routes et des autoroutes [Order of 24 November
1967 relating to road and motorway signing].
Instruction Interministérielle sur la Signalisation
Routière (IISR) [French interministerial instruction
on road signing].
Code de la route [French highway code].
Technical references
for road design
Reference work: Certu, Conception des accès sur
Voies Rapides Urbaines de Type A (VRU A) [Designing
access points for type A urban expressways],
October 2003, 71 p., ISSN: 1263-3313.
Reference work: Certu, Schémas directeurs
d’éclairage d’un réseau routier [Guidelines for
lighting on road networks], February 2013, 60 p.,
ISBN: 978-2-11-129512-4
File: Voies structurantes d’agglomération, Aména-
gement des voies réservées [Urban structuring roads
– Developing reserved lanes], December 2013.
Reference work: Voies structurantes d’agglomération
VSA, Conception des voies à 90 et 110 km/h
[Urban structuring roads – Designing 90 km/h and
110 km/h roads], January 2015.
53
Bibliography
References specific to the performance
and accessibility of public transport
Certu, Bus à haut niveau de service, concept et
recommandations [Bus rapid transit: concept
and recommendations], October 2005, 111 p.,
ISBN: 2-11-095315-2
This first work on the subject introduces the concept
of bus rapid transit. It refers to both technical and
organisational recommendations, and reviews the
regulatory changes developing in synergy with
tramways.
Certu, Chaussées bus, choix des matériaux et
dimensionnement structurel [Bus roadways: choice
of materials and structural design], January 2007,
80 p., ISBN: 2-11-096241-0
This guide provides responses in terms of bus lane
structure, including how to determine the thickness
of carriageways and suggestions regarding the
choice of materials.
Certu, Les bus et leurs points d’arrêt accessibles
à tous [Buses and bus stops accessible to all],
August 2001, February 2008 addendum, 203 p.,
ISBN: 2-11-090873-4
This guide provides proposals in response to the
issues of adapting bus stop geometry and layout,
selecting bus types and docking at the bus stop
for drivers.
54
Terminology
Central reservation
This is the strip separating two carriageways on a
single platform. The central reservation comprises
a central strip supporting the barrier and two left
hard strips.
D30, Da30
Pointed direction sign.
D40, Da40
Road signs for advance sign.
D50, Da50
Warning signs.
Da, stopping distance
This is the distance theoretically necessary for a
vehicle to stop based on its speed, calculated as the
sum of the braking distance and the distance
travelled during the perception-reaction time.
E1.00 m
The earliest entry point; this is the point of the
cross-section where the merge nose reaches a width
of 1.00 m.
E1.50 m
This is the point of the cross-section where the
merge nose reaches a width of 1.50 m.
f x L (also noted ds): pre-signing distance
This is the distance used for allocation and
pseudo-allocation exits. It depends on the speed
limit and the number of lane changes required to
take the exit. The number of lane changes is
counted between the furthermost left-hand lane
of the mainline carriageway and the exiting lane
(the left-hand lane if there are several). Length L is
linked to the 85 percentile speed value referred to
as V85 or V15 (IISR part 7, article 115-3).
Hard shoulder
The hard shoulder is defined in article R110-2 and
R412-8 of the French highway code: “part of a verge
located at the edge of the carriageway and specially
designed to allow vehicles to stop or park if it is
absolutely necessary”. Users are not permitted to drive
or stop on the hard shoulder unless it is absolutely
necessary.
Hard shoulders are not mandatory, but specific
compensatory measures may be put in place where
there is no hard shoulder. The hard shoulder is a
zone normally free of obstacles, located on the
edge of the carriageway, that facilitates recovery
manoeuvres for users in distress. It has specific
separation markings on the ground (T4 3u) and
performs the following safety and capacity functions:
Hard shoulder function
Safety • offer users the possibility of stopping
in an emergency;
• contribute to the safety of car
drivers who have broken down
or are in difficulty;
• facilitate the intervention of
the emergency services;
• provide a recovery zone in the
event of loss of control of a vehicle;
• provide a potential area for avoiding
obstacles;
• contribute to ensuring the visibility
rules are respected on carriageways
that bend to the right;
• allow operations vehicles indicating
a tailback to reverse;
• contribute to the safety of
maintenance personnel.
Capacity • facilitate clearance of the
carriageway in the event of
an incident or accident;
• facilitate maintenance and
operating activities;
• constitute a potential additional
lane during works.
.

Lane drop
Facility for gradually removing a lateral road lane
from the carriageway.
Lc or lc: reading distance
This is the sum of the distance travelled by the user
when reading the notices on the sign (dynamic), and
the distance from which the lowest notices exit the
field of vision of the user (static). Lc = 5v is an
approximate value that comfortably accommodates
the dynamic and static aspects.
Nose
The extremity at the point where two road lanes
running in the same direction separate (when
merging or diverging).
Obliquity
This is:
• At an exit: the tangent of the angle between the
right-hand edge of the mainline carriageway and
the left-hand edge of the ramp/branch, measured
at point S1.00 m. In the case of a diverge exit, this
runs along the length of the taper.
• At an entry: the tangent of the angle between
the right-hand edge of the main carriageway and
the left-hand edge of the ramp/branch, measured
at point E1.00 m.
p facilities and public transport lines.
Obliquity value.
Rdn: minimum radius at normal cross slope
This is the radius below which the carriageway is
sloped towards the inside of the bend, and above
which the cross slope is normal (i.e. 2.5% to the
right of the carriageway).
Rm: absolute minimum radius of layout
This is associated with a maximum cross slope of
the carriageway towards the inside of the bend.
T E R M I N O L O G Y 55
Refuge
A refuge is an emergency stopping space regularly
positioned along the right-hand lane to allow a
vehicle to stop in an emergency. If the VSA does not
have the status of motorway, or if it is not in an area
with no mobile reception, it is not necessary to
equip these refuges with emergency phones.
S1.00 m
The point where the diverge nose reaches a width
of 1.00 m.
S1.50 m
The earliest exit point; this is the point of the cross-
section where the exit taper reaches a theoretical
width of 1.50 m.
S5.00 m
The theoretical diverge point where the J14a or
J14b markers are installed.
Side reservation
Point marking the physical separation (for an exit)
or connection (for an entry) of the platforms.
Station
A station is the place where users of public transport
access the vehicles. This place is served by other
means of transport: walking, bike, park-and-ride
On 90/110 km/h VSAs, stations are always off the
carriageway, either isolated with a specific access
point, or coupled with a secondary network inter-
change or junction. The station stop may be limited
to certain public transport services.
VRTC: lane reserved for
regular public transport services
on the former hard shoulder
This is the concept of reserved lane described in
chapter 2.1; this is the term used in this guide.
 57

Abbreviations

HGV Heavy goods vehicle

IISR Instruction interministérielle sur la signalisation routière –
French interministerial instruction on road signing
VRTC Voie réservée aux services réguliers de transports en commun –
Lane reserved for regular public transport services or reserved lane on the former hard shoulder
VSA Voie structurante d’agglomération – Urban structuring road
 59

Table of contents

CHAPTER 1
Introduction 5

1.1. About this document 5

1.2. Warning 5

CHAPTER 2
Overview 6

2.1. VRTC functions and main characteristics 6

2.2. The regulatory context of the VRTC 7
2.3. Police order establishing a reserved lane 8
2.3.1. Procedure for identifying users of the VRTC 8
2.3.2. Standard contents of a police order establishing a VRTC 8
2.3.3. Informing applicants and transport providers 10

2.4. Characteristics of authorised vehicles 10

A. Coaches without standing passengers (class 3) 10
B. Buses and coaches with standing passengers (class 1 and 2) 10

2.5. Speed limit in the VRTC 10

2.6. Other elements affecting the general design 11
Types of authorised vehicle 11
Pavement structures and drainage 11
The incorporation of monitoring systems 11

CHAPTER 3
Traffic signing and road marking 13

3.1. Road markings 13

3.2. Road signs 14
3.2.1. Signing indicating authorised vehicle categories 14
3.2.2. Speed limit signing 15
3.2.3. Additional advisory signs 17
3.2.4. Direction signing for the VRTC 17

CHAPTER 4
Visibility 18

4.1. General requirements 18

4.1.1. Speed 18
4.1.2. Observation point 18
4.1.3. Observed point 18
4.1.4. Stopping distance 18
60 T A B L E O F C O N T E N T S

4.2. Visibility on link sections 20

4.3. Visibility on the approach to access points and other atypical points 21
4.3.1. Visibility at interchange entry and exit points 21
4.3.2. Visibility of refuges 21

4.4. Reminder of visibility clearance calculation 22

4.5. Reminder of temporary visibility breaks 23

CHAPTER 5
Horizontal and vertical alignment 24

5.1. Horizontal alignment 24

5.2. Longitudinal alignment 24

CHAPTER 6
Cross-section 25

6.1. Lane width 25

6.1.1. Recommended width 25
6.1.2. Rules for reducing the cross-section in a confined space 26
6.1.3. Minimum cross-section 26
a. Minimum usable width, in degraded mode, in line with a broken-down vehicle 26
b. Emergency vehicles filtering between lanes 27
6.1.4. Clear zone 27
6.1.5. Crossfalls 27

6.2. VRTC start and end on link sections 27

6.2.1. VRTC start on link sections 28
6.2.2. VRTC end on link sections 28

CHAPTER 7
VRTC design at interchanges 29

7.1. Family 1: VRTC start and end at an interchange 31

7.1.1. Downstream of a merge entry (DTC-Ei1) 31
7.1.2. Downstream of a lane gain entry (DTC-Ea1) 32
7.1.3. Upstream of a pseudo-allocation exit (FTC-Sd12) 33
7.1.4. Upstream of an allocation exit (FTC-Sa1) 34

7.2. Family 2: VRTC entry and exit via ramps 34

7.2.1. VRTC entry via an entry ramp 34
a. Merge entry (ETC-Ei1) 34
b. Lane gain entry (ETC-Ea1) 35
7.2.2. VRTC exit on the exit ramp 35
a. Diverge exit (STC-Sd11) 35
b. Pseudo-allocation exit (STC-Sd12) 36
c. Allocation exit (STC-Sa1) 36

7.3. Family 3: VRTC crossing at an interchange 37

7.3.1. Crossing an entry 37
a. Double merge entry – straight trajectory for public transport vehicles (CTC-Ei1a) 37
b. Double merge entry – change of trajectory for public transport vehicles (CTC-Ei1b) 38
c. Lane gain entry (CTC-Ea1) 39
 T A B L E O F C O N T E N T S 61

7.3.2. Crossing an exit 39

a. Pseudo-allocation exit – straight trajectory for public transport vehicles (CTC-Sd12a) 40
b. Pseudo-allocation exit – change of trajectory for public transport vehicles (CTC-Sd12b) 41
c. Allocation exit – straight trajectory for public transport vehicles (CTC-Sa1) 42
d. Weaving section – straight trajectory for public transport vehicles 42

7.4. Family 4: access points reserved for public transport vehicles 42

7.4.1. Entry access to a VRTC (RTC-Ei1) 42
7.4.2. Exit access from a VRTC (RTC-Sd11) 43

7.5. Scope of use of VRTC crossing an entry 44

CHAPTER 8
Equipment and user services 45

8.1. Barriers 45
8.2. Refuges 45
8.3. Pedestrian protection 45
8.4. Public lighting 45
8.5. Public transport stations 46

CHAPTER 9
Operation 47

9.1. Use of the lane 47

9.2. Supervision by the road operator 47
9.3. Relations with public transport operators 47
9.4. Operating measures linked to the construction of a VRTC 47
9.5. Specific provisions in tunnels 48

CHAPTER 10
Appendices 49

10.1. Reminder of points for which application of the present guide

requires a trial request as described in the IISR 49
10.2. Reminder of modifications to provisions in the VSA 90/110 guide 49

Bibliography 53

Terminology 54

Abbreviations 57
62

Voies Structurantes d’Agglomération

Aménagement des voies réservées aux services réguliers de transports collectifs

L’objectif principal de la création de voies réservées est d’améliorer l’efficacité du système de transport, d’accroître
l’occupation des véhicules, notamment par le développement des transports collectifs, avec en perspective des gains
environnementaux.

L’ouvrage publié en décembre 2013 intitulé « Voies Structurantes d’Agglomération, aménagement des voies
réservées », présente au lecteur des repères en termes de méthode et de choix de conception d’une voie réservée
selon différentes configurations.

Le présent guide constitue le référentiel technique de conception des VRTC, voies réservées aux véhicules
assurant des services réguliers de transports publics collectifs – services régis par le code des Transports
(L3111-1 à 25).

Ces voies sont réalisées sur des voies structurantes d’agglomération à 90 km / h et 110 km / h. Sauf cas particulier,
elles sont aménagées sur l’ancien espace de la bande d’arrêt d’urgence (BAU).
 63

Vías estructurantes de aglomeración urbana

Ordenación de las vías reservadas a los servicios regulares de transportes colectivos

El objetivo principal de la creación de vías reservadas es mejorar la eficacia del sistema de transporte, aumentar la
ocupación de los vehículos, en particular desarrollando transportes públicos, con una perspectiva de ganancias
medioambientales.

La obra, publicada en diciembre de 2013 y que lleva el título "Vías estructurantes de aglomeración urbana,
acondicionamiento de las vías reservadas", presenta al lector referencias en términos de método y de elección de
diseño de una vía reservada según diferentes configuraciones.

La presenteguía constituye el referencial técnico de diseño de las VRTC, vías reservadas a vehículos que
aseguran servicios regulares de transportes públicos colectivos – servicios regidos por el Código francés de Transportes
(de L3111-1 a 25).

Estas vías se realizan en vías estructurantes de aglomeración urbana a 90 y 110 km/h. Salvo caso particular, se
acondicionan sobre el antiguo espacio de la banda de parada de urgencia
© 2019 – Cerema

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Coordination: Cerema Territoires et ville/service Édition

Layout: PAO Concept - Tel. +33 (0)4 78 22 70 35
Cover photo: “A51” by M. Mathieu (Cerema)
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ISBN: 978-2-37180-296-4

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section: “Nos publications”
 Urban structuring roads
Planning lanes reserved for regular public transport services
The main aim of creating reserved lanes is to improve the efficiency of the transport system and increase
vehicle occupation, notably by developing public transport services, with the prospect of environmental gains.
The document published in December 2013 entitled Voies structurantes d’agglomération - Aménagement des
voies réservées [Urban structuring roads - planning reserved lanes] provides readers with a point of reference
regarding the methods and design choices for reserved lanes in various configurations.
The present guide is the technical framework for designing VRTCs, which are lanes reserved for vehicles
providing regular public transport services, as governed by the French transport code (L3111-1 to 25). These
lanes are built on 90 km/h and 110 km/h urban structuring roads. Except in special cases, they are positioned
on the former hard shoulder.

On the same theme

Urban structuring roads
Designing 90 and 110 km/h roads
2015 (English version)
Voies structurantes d’agglomération VSA - Fiches 1-2
Fiche n° 1 - Définitions, fonctions, caractéristiques
Fiche n° 2 - Requalification d’une pénétrante autoroutière en avenue Cas de l’autoroute A 43 à Lyon
2015 (French version)
Voies structurantes d’agglomération
Aménagement des voies réservées
2013 (French version)
Urban structuring roads
Designing 70 km/h urban thoroughfares
2013 (English version)
Les bus et leurs points d’arrêt accessibles à tous
De la norme au confort
2018 (French version)

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ISBN: 978-2-37180-296-4

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