## 5 Conclusions  
IBLs can effectively develop the relatively surplus road resources in DBLs under bus priority. However, existing IBL strategies mainly focus on the traffic operation of the bus lane and the intersection signal setting in the road section, neglecting the connection between the approach of the downstream intersection and the bus lane in the road section, which leads to the still serious delay of buses at intersections in traffic congestion environments. To this end, the authors proposed a novel method of setting IBAs based on lane multiplexing for alleviating the contradiction between lane utilization rate and bus priority at intersections. Based on the operation mechanism of the bus lane with time-division multiplexing, a time slice division strategy for the intersection space slice of the BLTDM road section has been developed, and an intersection signal cooperation model based on time slice division has been established. To ensure that cars can smoothly merge into the bus lane, the optimal modeling of the length of the merging section in the IBA lane system is carried out. The CA is used to build microscopic traffic simulation environments. Specifically, three cases of CA two-lane traffic model under different lane operation strategies were designed for comparison experiments. By comparing the traffic flow characteristics in the three cases, the operation effects of lane operation strategies were evaluated. The following findings were made. 1. There is no need to implement the IBA strategy at urban intersections with low traffic flow because the cars in the road section could achieve the desired velocity in free traffic flow. For a traffic environment with high bus operation frequency, the DBL strategy is a recommended choice to ensure bus priority at intersections. \begin{table}
\begin{tabular}{c c c c c} \hline \hline  & **Bus Volume = 30 veh/h** & **Bus Volume = 60 veh/h** & **Bus Volume = 90 veh/h** & **Bus Volume = 120 veh/h** \\ \hline Case A & 689.4 & 645.0 & 625.2 & 582.6 \\ Case B & 697.8 & 681.0 & 609.0 & 568.8 \\ Case C & 1407.0 & 1348.8 & 1261.8 & 1177.8 \\ \hline \hline \end{tabular}
\end{table} 
Table 4: Traffic capacity of the experimental link in each case at different bus volume (veh/h). 2. The IBA can give bus priority at intersections to maintain the continuity of bus running between the lane and the intersection approach in the road section, where the operational benefits of the overall bus lane in the road section can be better brought into play. 3. The setting of IBA can alleviate the contradiction between lane utilization rate and bus priority at intersections, effectively improve the traffic efficiency of intersections, and then improve the traffic capacity of the road section. There is still much work to be done before real implementation of the IBA begins. For example, the influence of bus stops has not been considered in our simulations, which is still possible to be analyzed using our method if the models are slightly improved. More extensive simulation numerical experiments need to be conducted to assess the effectiveness of the proposed strategy under different patterns of bus stops, passenger volumes, and a probability of private drivers who obey lane operating indications. The quantitative range of applicable traffic conditions for IBA is also worth exploring. As a hot research topic on bus priority and lane management, this study provides a new insight into the setting of dynamic bus lanes at intersections, which has important implications for promoting public transportation as a viable option to alleviate urban traffic congestion. In the near future, we would like to further investigate the operation of the IBA strategy in a connected-vehicle (CV) environment, and to explore the sensitivity of bus delay and traffic capacity to CV penetration. Additionally, we are planning to conduct a field trial of the IBA lane system to better understand its feasibility in a real-world setting. Conceptualization, [PERSON] ([PERSON]) and H.D.