Bus Stop Research Articles

Intergenerational differences in the urban vibrancy of TOD: Impacts of the built environment on the activities of different age groups.

Transit-oriented development (TOD) has been regarded as an effective way to improve urban vibrancy and facilitate affordable, equitable, and livable communities in metro station areas (MSAs). Previous studies placed great attention on the interplay between the MSA-level built environment and overall human activities while neglecting the heterogeneity among different age groups. To address this gap, we leverage the mobile phone signaling data to quantify the spatio-temporal distribution of the MSA-level human activities among different age groups as measured by the vibrancy index (VI). Furthermore, we investigate the impact of the MSA-level built environment on the VI and its intergenerational differences by employing multiple linear regressions based on multi-sourced data. To this end, Chengdu—a TOD-thriving megacity in China—is chosen as a case study. The results indicate that: (1) Residential and bus stop density are positively associated with the VI. And the magnitudes of the correlation coefficients are similar among different age groups. (2) Distance to CBD is negatively associated with the VI of teenagers (12–18 years), middle-aged adults (40–59 years), and older adults (above 60 years) but unrelated to the VI of young adults (19–39 years). (3) Employment density is positively associated with the VI of young and middle-aged adults but insignificantly associated with the VI of teenagers and older adults. (4) The correlations between the floor area ratio and the VI are positive for all age groups. As age increases, the significance of such correlations becomes more pronounced. (5) Streetscape greenery shows a more significant positive correlation with the VI of teenagers and older adults as compared to those of young and middle-aged adults. (6) Significant negative correlations exist between housing price and the VI of different age groups. The findings can inform the development and design of vibrant TOD communities.

Transit Ridership Modeling at the Bus Stop Level: Comparison of Approaches Focusing on Count and Spatially Dependent Data

Boarding and alighting modeling at the bus stop level is an important tool for operational planning of public transport systems, in addition to contributing to transit-oriented development. The interest variables, in this case, present two particularities that strongly influence the performance of proposed estimates: they demonstrate spatial dependence and are count data. Moreover, in most cases, these data are not easy to collect. Thus, the present study proposes a comparison of approaches for transit ridership modeling at the bus stop level, applying linear, Poisson, Geographically Weighted and Geographically Weighted Poisson (GWPR) regressions, as well as Universal Kriging (UK), to the boarding and alighting data along a bus line in the city of São Paulo, Brazil. The results from goodness-of-fit measures confirmed the assumption that adding asymmetry and spatial autocorrelation, isolated and together, to the transportation demand modeling, contributes to a gradual improvement in the estimates, highlighting the GWPR and UK spatial estimation techniques. Moreover, the spatially varying relationships between the variables of interest (boardings and alightings) and their predictors (land use and transport system features around the bus stops), shown in the present study, may support land use policies toward transit-oriented development. In addition, by using an approach with little information, the good results achieved proved that satisfactory boarding and alighting modeling can be done in regions where there is a lack of travel demand data, as in the case of emerging countries.

Sculpting Time: Sara Rudner in Her Studio

Sculpting Time: Sara Rudner in Her Studio

Simultaneous effect of biochar-additive and lightweight heat exchanger on phase change material for low-grade thermal energy storage

In this paper, we report the experimental performance of a low to medium temperature (20–50 °C) latent heat heat storage (LHS) system. The power and temperature ranges of the LHS have relevance to various applications such as heat sink and storage for high-power electronics devices and low-temperature district heating (LTDH). This new LHS includes a lightweight heat exchanger (LHE) with a complex heat transfer area for organic phase change materials (PCMs). The model PCMs provide a medium-low phase transition temperature range, namely decanoic acid (DA) and a commercial PCM. To facilitate the storage performance of the system, biochar (BC) additive is further investigated to simultaneously enhance the thermal properties of the PCM within the LHE. The PCMs are characterized using common material characterization methods such differential scanning calorimetry, X-ray diffraction, and scanning electron microscopy. The system investigation focuses on the effect of the heat exchanger, the PCM type and the additive concentration on the duration and power of charging-discharging cycle as well as the storage capacity. Two weight percentages (1 % and 2 %) of BC were studied, while the addition of 1 % BC to DA resulted in the most effective storage performance in both the system (444 kJ storage capacity) and characterization (170.5 kJ/kg melting enthalpy) experiments. The lightweight structure of the grid enabled loading of a large PCM amount (1.84 kg) as well as swift charging (430 W during 25 min). The system indicated a cooperative enhancement with BC additive as the charging power increased by 32 % (570 W) and charging time decreased by 33 % (17 min). A conceptual modular design of the investigated system is proposed to heat up the floor or the bench of a smart city bus stop. The modular unit of ten integrated LHEs filled with BC enhanced DA is estimated to provide 1.2 kWh storage capacity sufficient for heating the bus floor for 6 h or the bus bench for 15 h. This is a potential solution for reclaiming the excess heat from LTDH substations, while buffering their undesired temperature variations.

Effect of transit-oriented design on pedestrian and cyclist safety using bivariate spatial models

Introduction: Walking and cycling for transportation provide immense benefits (e.g., health, environmental, social). However, pedestrians and bicyclists are the most vulnerable segment of the traveling public due to the lack of protective structure and difference in body mass compared with motorized vehicles. Numerous studies are dedicated to enhancing active transportation modes, but very few studies are devoted to the safety analysis of the transit stops, which serve as the important modal interface for pedestrians and bicyclists. Method: This study bridges the gap by developing joint models based on the multivariate conditional autoregressive (MCAR) priors with distance-oriented neighboring weight matrix. For this purpose, transit-oriented design (TOD) related data in Los Angeles County were used for model development. Feature selection relying on both random forest (RF) and correlation analysis was employed, which leads to different covariates inputs to each of the two joint models, resulting in increased model flexibility. An integrated nested Laplace approximation (INLA) algorithm was adopted due to its fast, yet robust, analysis. For a comprehensive comparison of the predictive accuracy of models, different evaluation criteria were utilized. Results: The results demonstrate that models with correlation effect perform much better than the models without a correlation of pedestrians and bicyclists. The joint models also aid in the identification of the significant covariates contributing to the safety of each of the two active transportation modes. The findings show that population density, employment density, and bus stop density positively influence bicyclist-involved crashes, suggesting that an increase in population, employment, or the number of bus stops leads to more active modes involved collisions. Practical Applications: The findings of this study may prove helpful in the development and implementation of the safety management process to improve the roadway environment for the active modes in the long run.

Effect of urban street trees on pedestrian safety: A micro-level pedestrian casualty model using multivariate Bayesian spatial approach

In the past decades, trees were considered roadside hazard. Street trees were removed to provide clear zone and improve roadside safety. Nowadays, street trees are considered to play an important role in urban design. Also, street tree is considered a traffic calming measure. Studies have examined the effects of urban street trees on driver perception, driving behaviour, and general road safety. However, it is rare that the relationship between urban street trees and pedestrian safety is investigated. In this study, a micro-level frequency model is established to evaluate the effects of tree density and tree canopy cover on pedestrian injuries, accounting for pedestrian crash exposure based on comprehensive pedestrian count data from a state in Australia, Melbourne. In addition, effects of road geometry, traffic characteristics, and temporal distribution are also considered. Furthermore, effects of spatial dependency and correlation between pedestrian casualty counts of different injury severity levels are accounted using a multivariate Bayesian spatial approach. Results indicate that road width, bus stop, tram station, on-street parking, and 85th percentile speed are positively associated with pedestrian casualty. In contrast, pedestrian casualty decreases when there is a pedestrian crosswalk and increases in tree density and canopy. Also, time variation in pedestrian injury risk is significant. To sum up, urban street trees should have favorable effect on pedestrian safety. Findings are indicative to optimal policy strategies that can enhance the walking environment and overall pedestrian safety. Therefore, sustainable urban and transport development can be promoted.

Increasing Boarding Lost Time at Regular Bus Stops during Rainy Conditions: A Case Study

Inclement weather conditions affect the behavior of travelers and transportation system operations. Understanding this influence can help improve operational planning schemes for any mode of transport, especially for buses. One of the factors that can be affected by rainfall is the time expended by a passenger from the moment a bus opens its doors until he/she boards the bus. This time is known as “boarding lost time” (BLT), and it was first introduced in the latest edition of the Transit Capacity and Quality of Service Manual (TCQSM). TCQSM only considers BLT for bus rapid transit (BRT) stations with more than one berth. Weather conditions are not considered when calculating the current BLT for a BRT system, given the provision of protective shelters over the entire boarding area of such stations. Furthermore, recommendations with regard to BLT for regular bus stops have not been provided. This paper presents analyses of BLT for a two-berth regular bus stop under different rainy conditions. The findings demonstrate that the increment in BLT between Berth 2 and Berth 1 under heavy rainfall is significantly higher than in the absence of rainfall.

Evaluating zone of influence for traffic-related emissions generated near bus stops: a case study in Nanjing, China

ABSTRACT The estimation of zone of influence (ZoI) at bus stops is the basis for accurately modelling vehicle emissions and assessing the exposure of pedestrians to airborne toxins at emission hotspot locations. The purpose of this study was to investigate the changes in ZoIs for traffic-related emissions at different bus stops. An integrated approach coupling a traffic simulation model (VISSIM) with an emission model (MOVES) was implemented to estimate the vehicle emissions in ZoIs at bus stops for different scenarios. The results demonstrated that lane management mode and traffic conditions had a significant impact on vehicle emissions near different bus stops, and the emission factors (EFs) of pollutants were highest in the acceleration sublink. In addition, the length of the acceleration and queue sublinks mainly determined the length of the ZoIs of bus stops. Owing to the stop-and-go condition, the average contribution of CO, PM2.5, and PM10 towards the ZoI at curbside bus stop and bus bay without exclusive bus lane was significantly higher than under cruising condition. The sensitivity analysis also showed that the emission was more sensitive to acceleration than deceleration. Therefore, the emissions of the departure links for bus stops were significantly higher than those of the approach links. Commuters should reduce the long-time waiting at bus stops, wait downstream of bus stop when waiting for the bus stop, and the vehicles at the bus stop should accelerate slowly when leaving, which will all help to minimize the exposure of commuters to pollutants.

Heterogeneity in seniors' unmet walking needs: A latent class analysis

The rapid demographic shift towards an aging society in China will bring more challenges to meeting the travel needs of older adults, especially the heterogeneity and differences in backgrounds, health, and subjective perceptions of them making it even harder. Walking, as a primary travel mode and physical activity for seniors in China, is important for them to keep involved in social life and maintain active and wellbeing while aging. Studies on the walking behavior of older adults have been focusing on realized journeys, but the research on the unmet walking needs has received insufficient attention. Moreover, most studies treated older adults as a homogeneous group. As such, this study examines how socio-demographic and built environment variables affect the unmet walking needs of older adults considering the unobserved heterogeneity by relying on subjective predictors of walking. The unmet walking needs are defined as the gaps between expected and actual walking frequencies. This is done by employing a hybrid approach integrating latent class analysis (LCA) and a zero-inflated Poisson (ZIP) regression model based on data collected from 533 older adults over 60 in China in 2021. Results of LCA show that three latent segments can be identified, i.e., Enthusiastic Walking Respondents with Excellent Health (EWEH), Positive Walking Respondents with Languishing Health (PWLH), and Fair Walking Respondents with Languishing Health (FWLH). The results of the ZIP regression model indicate that age, gender, income, elevator, and distances to the nearest bus stop are the relatively contributing factors to unmet walking needs for both three classes. Moreover, built environment factors, such as access to bus stops and distances to the nearest leisure facility, have the most significant influence on EWEH class. The findings of this study will offer insights for effective policies and interventions to build an age-friendly environment.

Harassment Faced by Females at Bus Stops in Lahore

Harassment Faced by Females at Bus Stops in Lahore

UPAYA PENINGKATAN FASILITAS PEJALAN KAKI DI KAWASAN DUKUH ATAS DENGAN MENGGUNAKAN METODE IMPORTANCE PERFORMANCE ANALYSIS

Public transport integration is the key to the success of the public transportation service system in a region or city. Good integration can create effective development and increase society's interest in public transport. Dukuh Atas area is located in the Central Business District of Jakarta that dominated by office buildings and activities. This area is designated as a primary activity centre with an intermodal transfer centre based on Transit Oriented Development (TOD). It consists of several stops/stations such as Sudirman Commuter line Station, BNI City Airport Train Station, Dukuh Atas MRT Underground Station, Dukuh Atas 2 Transjakarta Bus Stop, and Tosari Bus Stop. Pedestrian paths are one of the physical integration forms that play a role in creating continuous connectivity. This study aims to measure the service level of pedestrian lane facilities in supporting intermodal integration in the Dukuh Atas area. The data used in this study are primary data gathered through observations and questionnaires. The questionnaires use a Likert scale of 1-5 distributed to 112 pedestrians in 3 segments (1) MRT – KRL, (2) MRT – TransJakarta, and (3) KRL – TransJakarta. Data analysis was conducted with the Importance Performance Analysis. Results show that three similar facilities were found to be the improvement priority in all three segments that are lighting, canopy, and trash bins. Moreover, other facilities that need to be improved are the sidewalk width in segment 1, directions in segment 2, and pedestrian crossing bridge/zebra cross in segment 3.

Threats and violence towards urban bus drivers in Sweden': Drivers experiences and general recommendations to prevent violence and threats.

Approximately 30% of Swedish urban bus drivers report having been exposed to threats or violence. As 50% of drivers have voiced concerns about the occurrences, threats and violence also represent contributing factors to driver stress and fatigue. The aim of this study was to explore bus drivers' experience of threats and violence; how threats and violence manifests and how the problem is handled by drivers. Gaining understanding of the circumstances is important to reduce the number of threats and violent incidents to provide healthy and attractive working conditions for drivers. This study is based on in-depth interviews with 12 urban bus drivers in the City of Malmö in Sweden. Urban bus drivers experience threats daily from passengers, although physical violence occurs less often. The most common situations resulting in threats involve asking passengers to show valid tickets, denying child carriages onboard and running late to a bus stop. The drivers have not received clear guidelines as to strategic handling of the invalid ticket situation. Recommendations include a clear policy and consensus with regard to handling invalid tickets, providing drivers with guidelines for appropriate procedures for passengers refusing to pay, improving reporting routines and establishing a strategy for the Public Transportation provider and operator to follow with regard to reports, in-vehicle surveillance cameras including informing passengers that they are being video recorded as well as harmonizing the location of alarm buttons on buses.

Penilaian Tingkat Eco-driving pada Trans Sarbagita Koridor II untuk Mendukung Konsep Transportasi Berkelanjutan di Provinsi Bali

Nowadays, more people choose to live in urban areas for economic, technological, sociological or political reasons. This is the cause of increasing population and population density in urban areas. The drastic increase in population can cause various problems. One of the most important problems that can be caused is traffic congestion and the increase in the resulting CO2 emissions. Urban communities have very dynamic mobility and in their mobility they prefer to use private vehicles rather than existing public transportationAlthough there has been Trans Sarbagita as a government effort to provide sustainable public transportation, not many people have taken advantage of the existence of Trans Sarbagita. As a result, Trans Sarbagita's total income is not proportional to its operational costs. In order to reduce operational costs, there are several ways that can be done, one of which is eco-driving. Eco-driving has been widely introduced as an environmentally friendly and economical way of driving that supports aspects of sustainable transportation, but not everyone practices or even knows this, including Trans Sarbagita drivers. Therefore, there is a need for an assessment of the level of eco-driving, especially on Trans Sarbagita to support the concept of sustainable transportation.The data used is a score based on the Guttman scale from the results of observations of five eco-driving indicators for 24 drivers on Trans Sarbagita Corridor II. Based on the analysis that has been carried out, the trans Sarbagita Corridor II eco-driving level is generally included in the medium category. The category level of the bus stop segment is divided into 2 categories, namely 8 bus stop segments with a high eco-driving category and 18 bus stop segments with a moderate eco-driving level. Based on the three aspects of sustainable transportation that must be met, Trans Sarbagita Corridor II is only able to meet all the criteria in the social aspect. In the economic aspect, Trans Sarbagita Corridor II is only able to meet the area accessibility criteria of the 3 existing criteria. Meanwhile, on the environmental aspect, Trans Sarbagita failed to meet the only criterion that must be met, namely the minimization of environmental pollution due to the impact of transportation. Based on the description above, from the three existing aspects, Trans Sarbagita Corridor II has not been supported by economic and environmental aspects, so it can be concluded that Trans Sarbagita Corridor II has not fully supported the concept of sustainable transportation.

A GIS-based analysis of reachability aspects in rural public transportation

Public transport systems play an essential role in the reduction of emissions and overall traffic in urban centers and rural areas. In urban centers, public transport stops usually exist within walking distance, often with a multitude of alternative transport means to choose from, and complemented with bicycle sharing systems, micro-mobility offers, or ride-hailing systems. In contrast, rural areas are characterized by huge geographical varieties and sparse population density, which makes the provision of public transport challenging. A take-up of public transport is highly dependent on the reachability of stops (bus stops, train stations). Good reachability may be perceived by a rural population not only by the walking distance to the next bus stop, but also in terms of geographical characteristics such as elevation differences and gradient of the footpath to be used. In our study, we examine transport provisions in rural regions with respect to geographical features such as cumulative elevation and maximum gradients of first/ last leg walking paths. We use publicly available map data (OpenStreetMap) and digital elevation models to analyze existing transport provisions (bus, train, micro-transit services) and identify areas that suffer from poor reachability or blind spots in the transport network.

Built-environment risk assessment for pedestrians near bus-stops: a case study in Delhi

Pedestrian safety is a serious concern in the developing nations of the world. It is evident from the past studies that built-environment characteristics near bus-stops, play a crucial role on the frequency and overall share of pedestrian deaths and injuries in road traffic crashes. The present study aims to identify critical built-environment features around vulnerable bus-stops in an Indian city and evaluate the odds of risk that prevails on the safety of pedestrians near bus stops. Hotspot analysis was conducted to finalise 177 bus stop sites within high-crash clusters in the study area. Built-environment attributes considered were based on sidewalk, crosswalk and bus stop conditions near such vulnerable locations. This study includes a video graphic and manual field survey conducted during the day and night-time. Logistic regression was applied to estimate the impact of built environment features on pedestrian crashes. Width and disability friendliness of sidewalks, presence of bus bays and on-street parking have significant impacts on pedestrian fatalities at locations with a higher share of pedestrian fatalities during the day. On the other hand, presence of zebra crossings at junctions, proper bus stop lighting and high sidewalks reduce the odds of pedestrian crashes at night near bus stops.

Impact of Connected Automated Buses in a Mixed Fleet Scenario With Connected Automated Cars

Considering the significant increase in transportation (R. Abe, 2019) demand in the last few decades and its consequences on society and the environment, the development of a sustainable transport system is vital. The relevance of public transport networks is expanding as present-day environmental, financial and resource pressures bear upon cities, providing the impetus for new sustainable and economical modes of mobility. Promoting public transport and introducing connectivity and automation are crucial for effectuating a sustainable transport system. Buses can improve the network performance, but curbside bus stops (CBS) elevate the side friction which cause substantial delays to other vehicles, urging imprudent forced lane changes and affecting safety. The introduction of connectivity and automation in buses may improve performance along with safety, and this study attempts to investigate the repercussions of connected automated buses (CABs) in a mixed fleet with connected automated vehicles (CAVs), through a microsimulation modelling exercise. Results indicate that CABs can reduce network-level travel time by 7.9%, 6.4%, 2.1%, 1.3%, 1.8%, 1.2% and 2.27% for 0%, 10%, 30%, 50%, 70%, 90% and 100% CAV penetration, when compared to the network with Human-driven buses (HBs) with the same CAV penetration. Furthermore, CABs also improve the performance of link containing bus stops by reducing standstill times (timespan when buses have zero velocity on the bus stop link). Results exhibit that CABs can decrease standstill times by 12.5%, 13.3%, 12.6%, 15%, 12.9%, 16.7% and 19.9% for 0%, 10%, 30%, 50%, 70%, 90% and 100% CAV penetration, when compared to the network with HBs with identical CAV penetration. Additionally, the number of lane changes in these links were reduced by 28.2% at 100% CAV penetration, indicating synchronous driving and reduced forced lane changes. The crash rate indicates that critical events involving automated vehicle entities and Manual Vehicles (MV) can increase as the MVs cannot adapt promptly to automated driving behaviour. This is supported by the non- parametric distribution of post-encroachment time (PET), time- to-collision (TTC) and relative speed (DeltaS), indicating that the conflict/collision typology’s severity can increase at intermediate CAV penetrations, but plunge significantly at 100% penetration when compared to the current scenario. Lastly, the limitation of tools in flagging conflicts involving CAVs is discussed, and future scrutiny is proposed.

Spatial Analysis of Relationships Between Intersection Safety, the Urban Built Environment, and Average Income Level: A Case Study of Des Moines

This study makes a methodological contribution by exploring the relationship between motor vehicle traffic crashes at intersections and the built environment. The study focuses on specific neighborhoods within the city of Des Moines, Iowa, with contrasting socio-economic characteristics to examine variation between the neighborhoods. Exploratory spatial data analysis was used to locate crash clusters at intersections using seven-year crash data (2013–2019) obtained from the Iowa Department of Transportation. Google Street View was used to survey the built environment variables. Regression modeling was then utilized to establish a relationship between intersection crash clusters and the built environment. The results show that commercial/institutional land uses, bus stops, and signalized intersections are statistically significant and have a positive impact on intersection crash incidence. Additionally, crash incidences were higher in neighborhoods with below-average income percentages. These findings potentially can enlighten policymakers to focus on appropriate safety treatments such as traffic-calming measures and identify areas where traffic safety policies need to be prioritized. Policy re-evaluation for bus stop locations and design ideas for the urban form could be established to reduce motor vehicle intersection crashes.

Analysis of Polymeric Components in Particulate Matter Using Pyrolysis-Gas Chromatography/Mass Spectrometry

Particulate matters (PMs) such as PM10 and PM2.5 were collected at a bus stop and were analyzed using pyrolysis-gas chromatography/mass spectrometry to identify organic polymeric materials in them. The major pyrolysis products of the PM samples were isoprene, toluene, styrene, dipentene, and 1-alkenes. The pyrolysis products generated from the PM samples were identified using reference polymeric samples such as common rubbers (natural rubber, butadiene rubber, and styrene-butadiene rubber), common plastics (polyethylene, polypropylene, polystyrene, and poly(ethylene terephthalate)), plant-related components (bark, wood, and leaf), and bitumen. The major sources of the principal polymeric materials in the PM samples were found to be the abrasion of the tire tread and asphalt pavement, plant-related components, and lint from polyester fabric. The particles produced by the abrasion of the tire tread and asphalt pavement on the road were non-exhaustive sources, while the plant-related components and lint from polyester fabric were inflowed from the outside.

Assessing travelers’ characteristics and trip information influencing the boarding and alighting experience at bus stops in a developing urban city: a simultaneous bivariate ordered probit approach

Improved public transport accessibility for the catchment area is crucial towards achieving increased transit ridership. It is essential to comprehend how passengers commute to various bus stops, how their preferences differ depending on their characteristics, and passenger's perception of prevailing commuting infrastructure to get to the bus stops. A simultaneous bivariate ordered probit model is performed in this research utilizing 2532 responses collected from a face-to-face survey at different bus stops in Dhaka, a developing urban city. The study identified socio-economic characteristics, such as income, education level, occupation, vehicle ownership; trip characteristics, such as travel day, frequency of the particular trip, purpose of the trip; and commuting facility ratings, such as pedestrian facilities, availability of feeder services to have significant impacts on either the boarding experience or the alighting experience, or both. Therefore, passenger waiting time at bus stops, walking time from origin to bus stop, pedestrian facilities, and the availability of feeder services should be addressed while developing the transport policies. Optimizing location of the bus stops would minimize passengers walking time to access the bus stop. The pedestrian facilities should be integrated with the public transportation systems. Moreover, multi-modal integration considering the feeder services in the system, leading to and from the public transport catchment area, will improve the ease of accessibility for passengers, subsequently resulting in better transit ridership. In addition, passengers’ boarding experiences were found to influence their alighting experiences. The effect of the explanatory variables found in this study can help policy-makers and transit agencies formulate effective policy countermeasures to mitigate and improve the variables affecting public bus ridership in a developing urban society.

Development and Evaluation of Connected-Vehicle-Enabled Optimal Dynamic Path Planning with Bus Stops

The frequent stops of transit buses significantly block lanes on roads and generate vehicle queues behind. The passenger cars traveling behind buses may be stuck in the queues and miss the green light in the downstream intersection. They will be very tempted to make lane changes to avoid the stopping vehicles efficiently. However, without knowing the information of bus stations and traffic signals, it is very difficult and dangerous for the queued vehicles to make lane changes at last minute. In this paper, an optimal dynamic path planning system will be developed to assist passenger cars avoid buses so as to improve their mobility on local roads. The system utilizes connected vehicles to receive stop information, including times, duration, and locations, of buses, and the signal timing information from intersections. The information is applied to predict the delay of connected vehicles caused by the buses and intersections. The system also estimate optimal paths for the target vehicles to make lane changes and overpass the buses and the downstream intersection to minimize its travel time delay. In this paper, both synthetic and realistic examples are designed with microscopic traffic simulations to evaluate the performance of the proposed system. The results indicate that the travel time delay for connected vehicles can be reduced by up to 35%. In addition, a sensitivity analysis of the market penetration rates of connected vehicles and demand levels is conducted to understand the benefits and reliability of the system under different stages of the connected environment.