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With the rapid growth of on-demand delivery, traditional third-party delivery services using electric bicycles face increasing challenges, including increased labor costs and safety issues. To address these issues, we propose two modes for on-demand delivery systems using buses. One is the "bus terminal + professional crowd shippers" (B&P) mode, which involves consolidating parcels from various origins at the bus transfer hub. From there, they are grouped and delivered by buses. The other is the "bus stop + crowdsourced passenger" (B&C) mode, which transports parcels directly from the origin to the destination by passengers without the need for consolidation and sorting at bus transfer hubs. Both modes fully utilize the surplus capacity of buses and employ resources from retail stores and third-party shippers. We evaluated these modes using key performance indicators (KPIs) such as labor costs, cost increases from en-route destination changes, and average delivery time per kilometer. This analysis was based on 18,349 delivery cases in downtown Ningbo, China. Through this evaluation, we identified the strengths, weaknesses, opportunities, and threats associated with each mode. Our findings reveal that both the B&P and B&C modes effectively reduce delivery costs and external impacts while maintaining a user experience and efficiency level comparable to traditional third-party delivery services for mid-to-long-distance (3–10 km) deliveries. However, the use of public transportation may limit the flexibility of the delivery mode. Based on these insights, we provide strategic recommendations for the further development and implementation of B&P and B&C modes. [ABSTRACT FROM AUTHOR]

Federal data indicate that assaults on transit workers resulting in fatalities or hospitalizations tripled between 2008 and 2022. The data indicated a peri-pandemic surge of assault-related fatalities and hospitalizations, but assaults with less dire outcomes were not recorded. In collaboration with the Transport Workers Union, Local 100, we conducted an online survey in late 2023 through early 2024 of New York City public-facing bus and subway workers that focused on their work experiences during the 2020–2023 period of the COVID-19 pandemic. Items for this analysis on victimization included measures of physical and sexual assault/harassment, verbal harassment/intimidation, theft, and demographic characteristics (e.g., sex, race, work division). We estimated separate modified Poisson models for each of the four outcomes, yielding prevalence ratios (PRs) and 95% confidence intervals (CIs). Potential interactions between variables with strong main effects in the adjusted model were further examined using product terms. Among 1297 respondents, 89.0% reported any victimization; respondents also reported physical assault (48.6%), sexual assault/harassment (6.3%), verbal harassment/intimidation (48.7%), and theft on the transit system (20.6%). Physical assault was significantly more common among women in the bus division compared to female subway workers, male bus workers, and male subway workers (adjusted PR (aPR) = 3.54; reference = male subway workers; Wald test p <.001). With the same reference group, sexual assault/harassment was more frequently reported among female subway workers (aPR = 5.15; Wald test, p <.001), but verbal assault/intimidation and experiencing theft were least common among women in the bus division (aPR = 0.22 and 0.13, respectively; Wald tests, p <.001). These data point to the need for greater attention to record and report on victimization against workers in both buses and subway. [ABSTRACT FROM AUTHOR]

Copyright of Automotive Engineer (1674-6546) is the property of Auto Engineering Editorial Office and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

This study explored the aerodynamic aspects of the Hyundai Universe Express Noble bus, a common passenger bus model in Bangladesh, and proposed modifications to improve its performance. The airflow around the bus was analyzed using Computational Fluid Dynamics (CFD) simulations. Consequently, areas of high drag and turbulence were identified. These results led to the redesign and testing of several shape modifications for the bus, including adjustments to the roof spoiler, side mirrors, and front grille. After finding the bus model with the lowest drag coefficient, that model is further analyzed to find the aerodynamic effects of side windows on a bus and their impact on fuel efficiency. The aim is to determine how much side windows significantly affect fuel efficiency. The aerodynamic effect with windows open and closed is also evaluated after identifying an appropriate model. Model 1.2 uses 7.72% less fuel than base Model 1.0. Model 1.2 with windows uses 2.5% more fuel than Model 1.2. The study also evaluates the fuel cost per 500 km for all models suggesting that non-ac buses with side windows consume slightly more fuel than AC buses. Changing the bus shape to Model 1.2 will reduce the drag coefficient by 8.67% and fuel consumption by 7.72%. The study offers insights into reducing drag force, minimizing air resistance, enhancing exterior styling, and improving vehicle stability. Furthermore, these findings have practical implications for the transportation industry as they demonstrate the potential for improving the efficiency and sustainability of large vehicles through aerodynamic design.

This study explored the aerodynamic aspects of the Hyundai Universe Express Noble bus, a common passenger bus model in Bangladesh, and proposed modifications to improve its performance. The airflow around the bus was analyzed using Computational Fluid Dynamics (CFD) simulations. Consequently, areas of high drag and turbulence were identified. These results led to the redesign and testing of several shape modifications for the bus, including adjustments to the roof spoiler, side mirrors, and front grille. After finding the bus model with the lowest drag coefficient, that model is further analyzed to find the aerodynamic effects of side windows on a bus and their impact on fuel efficiency. The aim is to determine how much side windows significantly affect fuel efficiency. The aerodynamic effect with windows open and closed is also evaluated after identifying an appropriate model. Model 1.2 uses 7.72% less fuel than base Model 1.0. Model 1.2 with windows uses 2.5% more fuel than Model 1.2. The study also evaluates the fuel cost per 500 km for all models suggesting that non-ac buses with side windows consume slightly more fuel than AC buses. Changing the bus shape to Model 1.2 will reduce the drag coefficient by 8.67% and fuel consumption by 7.72%. The study offers insights into reducing drag force, minimizing air resistance, enhancing exterior styling, and improving vehicle stability. Furthermore, these findings have practical implications for the transportation industry as they demonstrate the potential for improving the efficiency and sustainability of large vehicles through aerodynamic design. [ABSTRACT FROM AUTHOR]

The popularisation of autonomous vehicles will give rise to a new business model called shared autonomous vehicle (SAV). SAVs may attract a large number of passengers and lead to a decline in the share of buses, which can be interpreted by exploring passengers’ travel behaviour when confronting the SAV and bus modes. Thus, this paper addresses the SAV and bus passengers’ travel behaviour, aiming to examine the factors influencing travel behaviour and revealing the characteristics of SAV passengers. We classified passengers using latent class cluster analysis and modelled passengers’ travel behaviour based on confirmatory factor analysis and mixed logit model. The findings indicate a variation in travel preferences among different classes of travellers. Short-distance travellers pay less attention to travel time. Non-short-distance PT travellers are most likely to be affected by service attributes (waiting time, travel time and travel costs). Non-short-distance private car travellers are more likely to become early SAV adopters. Passengers travelling for short distances may be more likely to choose SAV, which reveals the potential of SAVs to become a first and last mile connection for public transport. Passengers lack trust in SAVs, which will affect their promotion.

Introduction. In the conditions of motorization growth the necessity to improve the quality of passenger service by public transport increases significantly. The determining factor for finding the design capacity of vehicles (TC) is the comfort provided to passengers. On the one hand, in order for public transport to be popular in comparison with private motor transport, it must provide comfortable travel conditions, which are ensured by the provision of free places for sitting and (or) the availability of sufficient space for standing. On the other hand, guaranteed provision of all passengers with seats with a comfortable interval between rows of seats, requires an increase in the number of vehicles to master the same volume of transportation and can lead to a sharp increase in the cost of transportation and fare, at which the economic advantages of public transport over private transport will be less obvious. The aim of the study was to find a compromise calculated occupancy rate of vehicles, at which public transport provides the necessary attractiveness and comfort for passengers and the required carrying capacity.Materials and methods. The methodological basis of the work was general scientific principles and research methods: empirical (expert evaluation) and theoretical (analysis, synthesis, systematization) methods. In order to achieve the set goal, the following tasks were solved: 1. The methods of determining the quality of occupancy quality of the vehicle interior were analyzed. 2. The maximum acceptable capacity of the considered public transportation vehicles was determined. 3. The proposals on the use of the calculated indicator of the density of standing passengers placement in determining the carrying capacity of public transportation are given.Discussion and conclusion. The conducted analysis of manuals on operation, repair, acting in corresponding periods of operation of the chosen vehicles shows that the capacity of vehicles according to norms of manufacturers of vehicles and social standard of the Ministry of Transport does not allow to reach the necessary quality of transportation. The performed research has allowed to establish a comfortable level of occupancy of vehicles for a passenger and a calculated indicator of the density of standing passengers.Practical significance. The established comfortable for passengers occupancy of vehicles can be used in the development and updating of social standards of the Ministry of Transport of the Russian Federation.Originality. There is an assessment of the travel conditions depending on passenger occupancy in different types of public transport vehicles operated in the Russian Federation and the Republic of Belarus.

Bus driver anger due to passenger misbehavior may lead to serious bus accidents, yet there are no mature tools available to capture bus driver reactions during driver–passenger conflicts. The bus driver anger scale (BDAS) and the bus driver anger expression inventory (BDAX) were developed to measure the anger levels and expressions of drivers in such conflicts. A bus driver anger model was developed based on 400 questionnaires in Changsha, China. The findings indicate that drivers are most likely to be angered by passenger violations and quarrels among passengers. Drivers irritated by passenger irregularities tend to employ personal aggressive expression or adaptive/constructive expression. Disputes among passengers may lead drivers to resort to unreasonable methods of venting their emotions. Moreover, passengers’ rude behaviors can trigger bus drivers’ aggressive personal expressions. Therefore, it is necessary to establish passenger regulations and encourage drivers to express their anger reasonably in driver–passenger conflicts. [ABSTRACT FROM AUTHOR]

The purpose of this study is to develop an optimal bus route search algorithm that considers both the user's and supplier's perspectives. The process of providing bus route service involves route network design, route allocation, and operation and management in sequence. Among these, establishing the optimal rationality for route network design in practical applications is challenging, and route modifications often occur during the operation process. To minimize these practical difficulties, this study proposes the Bus Route Sketch (BRS) methodology. This methodology, designed for network-level optimization, distinguishes itself from existing bus route setting methodologies by minimizing travel costs while taking user needs into account. This study yielded positive results, with the evaluation score improving from 8.83 to 9.50 from the supplier's perspective and from 7.13 to 9.89 from the user's perspective. This BRS methodology, developed to suit both route planning and operation processes, is expected to be utilized in the practical evaluation, adjustment, and design of bus routes. [ABSTRACT FROM AUTHOR]

Globally, dockless bike-sharing (DBS) systems are acclaimed for their convenience and seamless integration with public transportation, such as buses and metros. While much research has focused on the connection between the built environment and the metro–DBS integration, the influence of urban road characteristics on DBS and bus integration remains underexplored. This study defined the parking area of DBS around bus stops by a rectangular buffer so as to extract the DBS–bus integration, followed by measuring the access and egress integration using real-time data on dockless bike locations. This indicated that the average trip distance for DBS–bus access and egress integration corresponded to 1028.47 m and 1052.33 m, respectively. A zero-inflated negative binomial (ZINB) regression model assessed how urban roads and other transportation facilities correlate with DBS–bus integration across various scenarios. The findings revealed that certain street patterns strongly correlate with frequent connection hotspots. Furthermore, high-grade roads and 'dense loops on a stick' street types may negatively influence DBS–bus integration. The increase in the proportion of three-legged intersections and culs-de-sac in the catchment makes it difficult for bus passengers to transfer by DBS. These insights offer valuable guidance for enhancing feeder services in public transit systems. [ABSTRACT FROM AUTHOR]

This manuscript proposes a hybrid technique for determining the optimal positioning of phasor measurement units (PMUs) in power systems. The PMUs play a crucial role in power system control, wide-area monitoring, and protection. The proposed hybrid method is the joint execution of the Lichtenberg algorithm (LA) and the heap-based optimization (HBO) technique. Hence, it is named the LA-HBO technique. The objective of the proposed method is to place the PMUs in the power system for observability. The goal is to enhance the efficiency and accuracy of PMU placement, ensuring optimal positioning for improved grid monitoring capabilities. The Lichtenberg Algorithm (LA) enhances PMU placement by addressing system observability challenges and ensuring that selected locations provide comprehensive coverage of the power grid. The heap-based approach optimizes PMU placement by efficiently managing the selection process, considering factors like computational efficiency and scalability. The proposed hybrid technique is implemented in IEEE-30 and -14 bus systems. The MATLAB-based simulation results are compared with the various existing methods, such as Sea Lion Optimization (SLO), Particle Swarm Optimization (PSO), and Ant Bee Colony Optimization (ABC). By then, the outcome reveals the efficacy of the proposed method for defining the optimum PMU locations. The proposed method shows a low computational time of 0.02348 sec for the IEEE-14 bus, and 0.03565 sec for the IEEE-30 bus compared with other existing methods. [ABSTRACT FROM AUTHOR]

Existing green wave control methods for passenger cars and buses mainly focus on maximizing bandwidths at the arterial level. There is little research on green wave control for both at the closed road network level, which makes it difficult to improve the efficiency of the entire area. To address this, a green wave control model that considers both passenger cars and buses in closed road networks is presented in this paper. The objective function of the model is to maximize the sum of the weighted bandwidths of passenger cars and buses on each segment of the road network. The relationships between car green bands, bus green bands, offsets, phase sequences, red time, green time, etc. are analyzed on the level of arterials and road networks, respectively, using time–space diagrams. Based on these analyses, the key constraints of the model are constructed accordingly. In addition, 0/1 variables and a sufficiently large positive number M are introduced to relax some of the constraints to ensure that the presented model has feasible solutions. The results of the numerical example demonstrate that compared with the fixed phase sequence schemes 1, 2, and 3, the total weighted bandwidth generated by the presented model increased by 9.5%, 16.4%, and 17%, respectively. Compared with the model without constraint relaxation, the presented model can still find a global, optimal solution when the common cycle time is fixed, while the model without constraint relaxation has no feasible solution. [ABSTRACT FROM AUTHOR]

In order to effectively improve the safety of bus driving and reduce the incidence of accidents, and to clarify the role of driver-passenger (hereinafter referred to as driver-passenger) conflicts on the occurrence of bus accidents. The causality of accidents was analyzed through the system dynamics causality circuit, and the relevant factors were explored that trigger accidents and the development and evolution of accidents. And the different effects of conflict suspension and continuation on accidents occurrence were compared and analyzed from the micro perspective with the help of the differential game. The results indicate that both drivers and passengers can be initiators of accidents, but drivers have more factors that can cause accidents than passengers and are more likely to cause accidents. When a driver or passenger develops a feeling of dissatisfaction, that feeling can have an impact on both his or her own emotions and behavior and that of the other party. If the conflict between the driver and passenger stops within a certain period of time, it will reduce the risk of accidents. However, if the conflict persists, this kind of emotions and behaviors of both parties will cyclically affect each other, causing a cycle of cumulative emotional reaction levels on both sides, leading to escalation of the conflict ultimately leading to an accident. [ABSTRACT FROM AUTHOR]

Large vehicles such as buses and heavy goods vehicles (HGVs) pose a serious threat to cyclists and can cause serious injuries. Therefore, it is important to understand current safety issues related to these vehicles, to identify and to develop safety interventions that could address these issues. The aim of this study is to describe the characteristics of and injuries resulting from crashes between cyclists and buses and HGVs. In this study, the German In-Depth Accident Study (GIDAS) was queried for all cases that involved either a bus or a HGV and where the opponent was a cyclist. In total, 98 crashes with the involvement of both a bus and a cyclist, and 295 cases where both a HGV and a cyclist were involved, were identified for our analysis. The crashes with cyclists typically occur within city limits, during daylight conditions, on dry surfaces and with clear weather. The cyclists involved in these crashes are mainly male and cyclists under 18-years old account for 28% of crashes with buses, and 16% for crashes with HGVs. The most common crash scenarios are crossing scenarios and turning-off-a-road crashes. In bus crashes, the collision speeds are mainly below 35 km/h and injuries to lower extremities and head are dominating, caused by the road surface and the front of the bus. In HGV crashes, collision speeds are most often below 20 km/h and injuries to the head and thorax are most common, mainly caused by being run over.

Although the COVID-19 pandemic highly impacted transit ridership as people reduced or stopped travel, these changes occurred at different rates in different regions across the United States. This study explores the impacts of COVID-19 on ridership and recovery trends for all federally funded transit agencies in the United States from January 2020 to June 2022. The findings of this analysis show that overall transit ridership hit a 100-year low in 2020. Changepoint analysis revealed that June 2021 marked the beginning of the recovery for transit ridership in the United States. However, even by June 2022, rail and bus ridership were only about two-thirds of the pre-pandemic levels in most metropolitan statistical areas (MSAs). Only in a handful of MSAs like Tampa and Tucson did rail ridership reach or exceed 2019 ridership. This retrospective study concludes with a discussion of some longer-term changes likely to continue to impact ridership, such as increased telecommuting and operator shortages, as well as some opportunities, such as free fares and increased availability of bus lanes. The findings of this study can help inform agencies about their performance compared to their peers and highlight general challenges facing the transit industry.

Background: Crohn's disease is a chronic inflammatory bowel disease that can affect any part of the gut. Endoscopy is the gold standard for diagnosis, but it only assesses mucosal lesions. Magnetic resonance enterography (MRE) can assess disease presence and activity, but it has limitations such as motion sensitivity, long scan time, and high cost. Bowel sonography has been introduced as a non-invasive, practical, safe, and low-cost technique to assess disease activity and complications. In our study we aim to assess the comparability of ultrasound to MRE in evaluation of patients with Crohn's disease, and its complications. Results: Twenty-five patients with 38 Crohn's disease affected segments were evaluated by bowel ultrasound (BUS) and MRI enterography (MRE), where BUS and MRE showed equivalent diagnostic performance for disease detection and localization (97.4%, 100%), for sensitivity and specificity of both modalities. Peri-mural fluid (89.5%, 94.4%) and mural stratification loss (100%, 100%) showed high sensitivity and specificity by BUS compared to MRE, while for assessment of mural vascularity, BUS showed high sensitivity and specificity for high grade vascularity (100%, 83.3%), but low sensitivity and high specificity for low and moderate vascularity (0%–62.5%, 81.8%) compared to MRE. Complications including fistulae and abscessed were all correctly identified in BUS compared to MRE. Conclusion: BUS showed comparable results to MRE for identification, localization, assessment of findings related to disease activity, and complications in cases of Crohn's disease rendering it a viable alternative to MRE. [ABSTRACT FROM AUTHOR]

Purpose: Patients with suspected UTIs are categorized into 3 clinical phenotypes based on current guidelines: no UTI, asymptomatic bacteriuria (ASB), or UTI. However, all patients may not fit neatly into these groups. Our objective was to characterize clinical presentations of patients who receive urine tests using the "continuum of UTI" approach. Materials and Methods: This was a retrospective cohort study of a random sample of adult noncatheterized inpatient and emergency department encounters with paired urinalysis and urine cultures from 5 hospitals in 3 states between January 01, 2017, and December 31, 2019. Trained abstractors collected clinical (eg, symptom) and demographic data. A focus group discussion with multidisciplinary experts was conducted to define the continuum of UTI, a 5-level classification scheme that includes 2 new categories: lower urinary tract symptoms/other urologic symptoms and bacteriuria of unclear significance. The newly defined continuum of UTI categories were compared to the current UTI classification scheme. Results: Of 220,531 encounters, 3392 randomly selected encounters were reviewed. Based on the current classification scheme, 32.1% (n = 704) had ASB and 53% (n = 1614) did not have a UTI. When applying the continuum of UTI categories, 68% of patients (n = 478) with ASB were reclassified as bacteriuria of unclear significance and 29% of patients (n = 467) with "no UTI" were reclassified to lower urinary tract symptoms/other urologic symptoms. Conclusions: Our data suggest the need to reframe our conceptual model of UTI vs ASB to reflect the full spectrum of clinical presentations, acknowledge the diagnostic uncertainty faced by frontline clinicians, and promote a nuanced approach to diagnosis and management of UTIs. [ABSTRACT FROM AUTHOR]

Aims To monitor severe acute respiratory syndrome coronavirus-2 (SARS-CoV-2) RNA contamination in vehicles operating in England during the pandemic, to better understand transmission risk of SARS-CoV-2 on public transport. Methods and results We collected 1314 surface samples between December 2020 and April 2022 on trains and buses managed by five different transport operators. The presence of SARS-CoV-2 RNA was investigated through reverse transcription polymerase chain reaction (RT-PCR). SARS-CoV-2 RNA was found on 197 (15%) of the 1314 surfaces sampled, including seat head rests, handholds, and air extract grilles, but the levels of RNA recovered on those samples (median value of 23.4, interquartile range: 14.3–35.4, N gene copies per extraction) made the presence of infectious virus at the time of sampling extremely unlikely. However, detection rates varied over time with peaks broadly coinciding with times of high community transmission, when it was more likely that people infected with SARS-CoV-2 were travelling on public transport. Conclusion During the pandemic, and as in other public spaces, low levels of SARS-CoV-2 RNA were found on surfaces associated with public transport. [ABSTRACT FROM AUTHOR]

Buses play a vital role in Brazil, serving not only as a means of daily transportation, but also as a working environment. This study explores the relevance of street vendors in this scenario, where they offer a diverse range of products, such as candies, popsicles, water and electronics. We investigated the growth of this practice, identifying the most demanded products, peak sales times and the increased presence of immigrant sellers. Street vendors, operating outside formality, assume a central role in the research, earning a living through commerce in public spaces. We focus on the informal bus lines 640 and 448 in Manaus (AM), using a dialectical method, direct observation and interviews for comprehensive analysis and reflection on this context. This study expands understanding of the impact of these informal workers on a dynamic urban landscape. [ABSTRACT FROM AUTHOR]

Copyright of Journal of Chongqing University of Technology (Natural Science) is the property of Chongqing University of Technology and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Journal of South China University of Technology (Natural Science Edition) is the property of South China University of Technology and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

An optimization-based approach is proposed for the joint design of fixed-route bus networks and the service areas of complementary paratransit services. Complementary paratransit systems provide transportation to people with disabilities within a service area (PSA) that is traditionally designed as a function of the spatial layout of a fixed-route bus network. The proposed problem accounts for effectiveness and equity objectives for the bus and paratransit services. A constraint on the minimum extension PSAs is considered, which is of practical interest given the coverage regulations faced by transit agencies in some jurisdictions. A two-step procedure is proposed to find solutions to the design problem. In the first step, bus route network designs are generated, along with their minimum PSAs. In the second step, a genetic algorithm improves upon the PSAs generated in the first step. Simulation tests were performed to illustrate the application of the proposed methodology. [ABSTRACT FROM AUTHOR]

We argue that municipalities of all sizes should prioritize transit, particularly buses, as a moral and practical consideration. Buses represent a mode of transit that is significantly better than private automobiles: better for the environment, more accessible to a broad range of people, healthier, and more conducive to the creation of safe, humane communities. Writing from Roanoke, VA, USA, we know that small and medium-sized American cities such as ours tend to underfund their transit systems, but a good bus system could be the centerpiece of a transportation strategy that generates health, clean air, and upward mobility for all. In this essay we establish the practical and moral reasons why cities should invest in public transit: it is not only financially smart but morally imperative to do so. We also examine cultural reasons why public transit tends to be underfunded in the US. Well-funded public transportation systems—which, in most cases, should feature a robust and well-funded bus system—have the potential to act as a key ingredient in healthy, prosperous, and just communities. Whether bus systems live up to this potential is a question that lies in the hands of advocates and decision-makers. [ABSTRACT FROM AUTHOR]

This review analyzed the literature data about the global warming potential (GWP) of the lithium-ion battery (LIB) lifecycle, e.g., raw material mining, production, use, and end of life. The literature data were associated with three macro-areas—Asia, Europe, and the USA—considering common LIBs (nickel manganese cobalt (NMC) and lithium iron phosphate (LFP)). The GWP (kgCO2eq/kg) values were higher for use compared to raw material mining, production, and end of life management for hydrometallurgy or pyrometallurgy. Considering the significant values associated with the use phase and the frequent application of secondary data, this study also calculated the GWP of LIBs applied in public urban buses in Turin, Italy. The 2021 fleet (53% diesel, 36% natural gas, and 11% electric buses) was compared to scenarios with increasing shares of hybrid/electric. The largest reduction in CO2eq emissions (−41%) corresponded to a fleet with 64% electric buses. In conclusion, this review highlighted the bottlenecks of the existing literature on the GWP of the LIB lifecycle, a lack of data for specific macro-areas for production and use, and the key role of public transportation in decarbonizing urban areas. [ABSTRACT FROM AUTHOR]

Addressing the pressing challenge of global warming, reducing greenhouse gas emissions in the transportation sector is a critical imperative. Battery and fuel cell electric vehicles have emerged as promising solutions for curbing emissions in this sector. In this study, we conducted a comprehensive life cycle assessment (LCA) for typical passenger vehicles, heavy-duty trucks, and city buses using either proton-exchange membrane fuel cells or Li-ion batteries with different cell chemistries. To ensure accuracy, we supplemented existing studies with data from the literature, particularly for the recycling phase, as database limitations were encountered. Our results highlight that fuel cell and battery systems exhibit large emissions in the production phase. Recycling can significantly offset some of these emissions, but a comparison of the technologies examined revealed considerable differences. Overall, battery electric vehicles consistently outperform fuel cell electric vehicles regarding absolute greenhouse gas emissions. Hence, we recommend prioritizing battery electric over fuel cell vehicles. However, deploying fuel cell electric vehicles could become attractive in a hydrogen economy scenario where other factors, e.g., the conversion and storage of surplus renewable electricity via electrolysis, become important. [ABSTRACT FROM AUTHOR]

Although mode switching caused by COVID-19 is an important travel behavior question in the Global North, countries in the Global South, particularly South Asia, have yet to adequately identify how transportation systems and travel behavior have evolved due to the pandemic. To contribute to this question, this study explored changes in the use frequency of the most common non-active sustainable alternatives in Bangladesh, namely buses and rickshaws. By emphasizing attitudes and perceptions along with sociodemographic characteristics, this study contributed to the understanding of how different factors influence individuals’ shifts in the usage frequency of buses and rickshaws in Bangladesh. Our study suggested that in general, buses have lost more ridership than rickshaws. Findings from a multivariate ordinal model suggested that the middle-income group had reduced their bus use frequency, and the low-income group had increased their rickshaw use frequency during the first wave of the pandemic. Also, there could be a possible reduction in bus use in the post-lockdown and post-pandemic periods if the risk perception continues to remain in the public consciousness. Moreover, those who cared less about the social distancing measures and had confidence in their immune system had increased their bus use frequency during the pandemic. Compared to bus use frequency, there have been fewer changes in rickshaw use frequency during the pandemic, indicating that rickshaws had become a comparatively more viable mode during the pandemic. Based on the findings, the study discussed the policy implications of keeping buses and rickshaws as viable, sustainable transport modes in the post-pandemic period.

Buses are one of the most widely chosen transportation methods to support the mobility of the Indonesian people. Mobility that is often found in addition to public transportation, is also often found in the mobility of tourism tour activities for a travel group. The number of tourist destinations to which passengers go up and down makes the assistant bus driver or group leader work hard to ensure that the number of passengers boarding the bus matches the number of groups. It often takes a long time to ensure the accuracy of the number of passengers before departure to the next destination. This conventional method results in the delay of the tourism tour schedule. In this research, the author designs a webcam-based bus passenger face detection system using the Single Shot Detector (SSD) method that can provide real-time information to bus drivers, assistant bus drivers or group leaders. The results obtained by the system obtained an achievement of 95% of the total system creation along with testing the detection of bus passenger faces in actual conditions resulted in an average accuracy of 77.5%.

Carbon dioxide from human breath contributes significantly to airborne diseases. Breathing can expose us to usually dangerous airborne infections, which rapidly spread. By using a bus, there is a chance of contracting an infection. This study takes into account a mathematical model of airborne infection caused by human breath. The purpose of this research is to evaluate the probability that passengers in a bus with ventilation systems may well get an airborne infection. The model can be divided into five submodels, such as an exhaled air concentration measurement model for a bus with a variable number of passengers, the volume fraction of exhaled air model, the concentration of airborne infectious particles model, the number of airborne infectious particles model, and the risk of airborne infection model. The model's solution might be used to determine the probability that susceptible people will get an airborne infection. An explicit forward-time centered-space finite difference method is used to approximate the solution. In order to reduce the risk of airborne infection and improve ventilation, the provided mathematical models were used to assess the risk of airborne infection among bus passengers using ventilation systems. Better air quality control that balances the number of passengers allowed to travel on a bus will be among the ventilation's main advantages. [ABSTRACT FROM AUTHOR]

Long-distance transportation provides in-vehicle access to essential sanitation to the passengers. However, generated yellow and black waters may not be correctly managed prior sanitary effluent discharge. Processes that can handle decentralized effluent treatment can be considered alternatives to traditional chemical treatment systems. In this study, decentralized electrochemically-driven treatment is presented as a proof of concept. A compact electrochemical reactor design considering the boundary conditions and requirements for decentralized sanitary treatment for long-distance bus transportation has been accomplished. Treatment of synthetic urine effluents was conducted under filter-press reactor with continuous flow in a closed upward recirculation reactor containing a carbon felt (CF) cathode and a dimensionally stable anode (DSA: Ti/Ru 0.36 Ti 0.64 O 2). The experimental design allowed the assessment of operational variable impacts on reduction of urea concentration, and consequent estimate of the total organic carbon abatement. The results revealed that synthetic urine solution diluted from toilet water flushing (TOC = 402 mg L−1) can be effectively treated under application of low current densities of 18 mA cm−2 in 300 min (average time of on-road service). Real-time monitoring of parameters revealed a decrease in pH from 6.98 to 3.49, and a gradual increase in temperature from 25.3 °C to 32.0 °C at the end of the process. Those physico-chemical changes can be useful to inhibit urea hydrolysis. Thus, the results encourage the application of electrochemical technology in decentralized effluent treatment systems to enhance and enable ecologically correct sanitation actions in portable urinary collectors, such as those used in bus road transport. [Display omitted] [ABSTRACT FROM AUTHOR]

This study investigates the CO2 reduction potential of powertrain hybridisation on heavy-duty lorries and city buses. The analysis considers modern parallel and serial hybrid architectures, assessing their efficiency and limits in CO2 emission reduction through vehicle simulation in VECTO, which is the official tool of the European Commission for calculating heavy-duty vehicle fuel and energy consumption. The results reveal distinct trends for each vehicle type and architecture. In lorries, more significant improvements are observed in urban delivery profiles, reaching up to ~16%, indicating the benefits of hybridisation in transient conditions with energy recuperation opportunities. City buses, particularly those with serial architectures, exhibit significant emission reductions that reach 36%, making them suitable for urban environments. The optimisation of electric motor size and performance plays a crucial role in achieving emission reductions, while battery capacity must be carefully considered to avoid adverse effects. For lorries in urban delivery use, further improvements of 17.5% can be achieved by utilising a 160 kW engine motor and 30 kWh battery. Buses are already quite well optimised, with serial architecture presenting the highest benefits with a 120 kW electric motor and a battery of 11 kWh. Future research should focus on supercapacitors and gearboxes to improve efficiency at higher vehicle speeds and assess hybridisation potential in interurban coach travel. The heavy-duty vehicle sector can make significant strides towards low-carbon transport by maximising hybrid powertrain efficiency and emission reductions. [ABSTRACT FROM AUTHOR]

This article presents a general methodology for aggregating the actual costs and revenues of public transport in Hungary, which allows to calculate a realistic passenger (user) cost coverage ratio for the main players in the domestic market (MÁV-Volán Group, GYSEV, BKK). After an international perspective and a presentation of the specificities of the domestic market, it is concluded that the cost coverage ratio for fixed rail transport is significantly lower than for public transport services on road. The main reason for this is that rail infrastructure is expensive to develop and operate and is mainly used by public passenger transport. The ridership ratio is significantly reduced by significant investments, and this has been analysed both on a time series and average basis. We present the timetable, tariff changes and major investments that have had an impact on ridership rates, typically only to a small extent. Our analysis is financially oriented and only touches on positive externalities, social benefits and the general government balance. [ABSTRACT FROM AUTHOR]

Load flow is an important tool for studying, designing, and analyzing power systems. It allows power system engineers to determine whether the operation and configuration of the power system is safe under varying loading conditions. It is necessary to model and simulate such a system in order to determine the power flow and losses. This research paper focuses on using numerical methods such as Newton Raphson and Gauss Seidel power flow equations for load flow analysis to calculate bus voltage magnitudes, phase angles, real and reactive power of each bus of an IEEE 9-bus test system. Newton Raphson’s computation offers fast, accurate convergence but demands complex implementation, whereas Gauss Siedel is simpler but converges slower with lower accuracy. The analysis was carried out using a MATLAB program. By manipulating variables such as power injections, voltage magnitudes, and phase angles, it solves nonlinear equations iteratively to establish stable operating points which aids in enhancing power system analysis. The line losses for the two methods are compared and the system's total load and generation power are also displayed. The consideration of line losses and assessment of total load generation is crucial for maintaining system efficiency, reliability and preventing voltage instability and equipment damage. The results are also used to generate a directed graph which shows the interconnected nature of the power system, aiding engineers in understanding power flow paths, identifying potential issues, and making informed decisions about system operations. The Newton Raphson method yields the lowest loss, with 4.585MW and 10.789Mvar. In comparison, the Gauss Seidel method achieved 4.809MW and 10.798Mvar. [ABSTRACT FROM AUTHOR]

Passenger's waiting time at terminal is a key constituent of travel time, as long waiting time increases the overall journey time. In Nigeria, urban-rural bus transit system is associated with long waiting time. This study evaluates bus transit users' waiting times at terminal with perceived and actual waiting times (PWT and AWT) along with associated bus service frequency (BSF). Bus public transit operating from Enugu city (as origin) to 6 local government areas (Awgu, Isi-Uzo, Nkanu west, Nsukka, Oji River and Udenu) of the state as destinations was studied. Data were collected on AWT and PWT at Old Park, Enugu for 30 days from 8 am to 6 pm (5 days per route). Data on AWT and PWT were collected based on passenger's observation and oral interview, respectively. The study discovered that transit users incurred long waiting times, with 80 - 90% of the users incurring AWT of 21 minutes to 1 hour and more, indicating a poor service quality. Also, 80 - 90% of the users overestimated their PWT by 25 - 60%. At 95% confidence level, PWT is significantly longer than AWT (P < 0.05) for all the routes. A passenger's perceived waiting time model was developed for predicting PWT based on AWT. The model developed showed that PWT is strongly correlated with AWT, with an R² = 0.9591 and F-significance < 0.05. This suggests that that AWT accounts for 96% variability in PWT. Consequently, the model developed exhibits a reasonable accuracy, hence, can be applied for prediction of passenger's perceived waiting time. The mean BSF for Enugu - Nsukka and Enugu - Oji River routes were 30 and 21 buses per day, respectively. While, the other 4 routes recorded lower values of 7 - 9 buses per day, resulting in longer waiting times than the other 2 routes. The implication of long passengers' waiting time suggests the need for shifting from unscheduled to scheduled operation and improved BSF by shortening bus headways to minimize waiting time. [ABSTRACT FROM AUTHOR]

Introduction. Trolleybuses and buses are the main type of railless public transport. This article examines the factors affecting the cost of transportation, in terms of maintenance and repair of rolling stock in detail. The main purpose of this study is to compare the values of labour intensity for maintenance and repair of trolleybuses and buses and to identify the reasons that affect the difference in the values of labour intensity for maintenance and repair of trolleybuses and buses.Materials and methods. To achieve this goal, the following tasks were solved: 1. The analysis of operating manuals, maintenance and repair instructions, valid during the corresponding periods of operation, for trolleybuses (ZIU-9, BKM-321, PKTS 6281) and buses (LiAZ-677, MAZ-103, MAZ-203) was carried out. The analysis and comparison were made for vehicles of three conditional generations: the 1970s - 1990s, 2000s and 2010s. 2. The reasons influencing the difference in the values of labour intensity of maintenance and repair of buses and trolleybuses are determined. 3. Proposals to amend Order No. 351 of the Ministry of Transport of the Russian Federation have been formulated.Discussion and conclusion. The comparison of the values of the labour intensity of the selected vehicles was made. The recommendations on changing the labor intensity values for maintenance and repair of trolleybuses in comparison with buses, established by Order of the Ministry of Transport of the Russian Federation No. 351, when calculating the initial minimum price of the contract for passenger service by trolleybuses and buses are given.Originality. The comparison of the complexity of performing maintenance and repair operations of trolleybuses and buses in the context of types of equipment and for vehicles of different technical generations is made.

Globally, dockless bike-sharing (DBS) systems are acclaimed for their convenience and seamless integration with public transportation, such as buses and metros. While much research has focused on the connection between the built environment and the metro–DBS integration, the influence of urban road characteristics on DBS and bus integration remains underexplored. This study defined the parking area of DBS around bus stops by a rectangular buffer so as to extract the DBS–bus integration, followed by measuring the access and egress integration using real-time data on dockless bike locations. This indicated that the average trip distance for DBS–bus access and egress integration corresponded to 1028.47 m and 1052.33 m, respectively. A zero-inflated negative binomial (ZINB) regression model assessed how urban roads and other transportation facilities correlate with DBS–bus integration across various scenarios. The findings revealed that certain street patterns strongly correlate with frequent connection hotspots. Furthermore, high-grade roads and ‘dense loops on a stick’ street types may negatively influence DBS–bus integration. The increase in the proportion of three-legged intersections and culs-de-sac in the catchment makes it difficult for bus passengers to transfer by DBS. These insights offer valuable guidance for enhancing feeder services in public transit systems.

Existing green wave control methods for passenger cars and buses mainly focus on maximizing bandwidths at the arterial level. There is little research on green wave control for both at the closed road network level, which makes it difficult to improve the efficiency of the entire area. To address this, a green wave control model that considers both passenger cars and buses in closed road networks is presented in this paper. The objective function of the model is to maximize the sum of the weighted bandwidths of passenger cars and buses on each segment of the road network. The relationships between car green bands, bus green bands, offsets, phase sequences, red time, green time, etc. are analyzed on the level of arterials and road networks, respectively, using time–space diagrams. Based on these analyses, the key constraints of the model are constructed accordingly. In addition, 0/1 variables and a sufficiently large positive number M are introduced to relax some of the constraints to ensure that the presented model has feasible solutions. The results of the numerical example demonstrate that compared with the fixed phase sequence schemes 1, 2, and 3, the total weighted bandwidth generated by the presented model increased by 9.5%, 16.4%, and 17%, respectively. Compared with the model without constraint relaxation, the presented model can still find a global, optimal solution when the common cycle time is fixed, while the model without constraint relaxation has no feasible solution.