Intercity Transportation Research Articles

CLASSIFICATION OF SPATIAL TRANSPORT FORMATIONS OF A BIG CITY (ON THE EXAMPLE OF KYIV)

Problem Statement and Purpose. City public passenger transport is one of the essential services, which depends on both the economic complex development and the citizens’ way of life. At the same time, a significant aspect of the public transport system study is its territorial organization. The purpose of the research is to identify passenger transport formations of Kyiv city and provide their classification according to selected criteria. Data & Methods. In our study, it was of primary importance to choose result-oriented methods. We have utilized the basic scientific methods of socio-geographical research, namely system-structural analysis, analytical-statistical, statistical-economic, comparative-geographical, and cartographic. Results. Identification and classification of intercity transport formations were carried out according to four classification criteria: scale (intracity transport hub, center, point), functions (formations based on objects receiving external passenger flows; formations based on objects regulating domestic passenger flows; transfer points), the volume of passenger traffic (large, medium, small) and the degree of modality (very complex, complex, medium, simple). As a result of the research, 9 large, 13 medium, and 18 small inner-city transport hubs were identified in Kyiv. According to the functional feature, three levels of passenger transport formations should be distinguished: transport formations near railway stations, railway stations, airports, bus stations, which receive and send external passenger flows directed to the city; transport formations, which mainly regulate intra-city passenger flows, first of all, metro stations, as well as several high-speed tram stops, some stations of the city electric train; railway stops, platforms, terminals of public transport, where passengers are picked up, dropped off and transferred from one vehicle to another. The highest degree of modality (very complex) is typical for the Central Railway Station, ‘Vydubychi’ and ‘Pochayna’ junctions, ‘Darnytsia’, ‘Beresteiska’ metro stations are complex.

Scheduling of Vehicle Fleet of Oil Products in Intercity Traffic

The objective of the study is to develop a practically applied methodology and a mathematical model that considers the requirements for transportation of dangerous goods, the technical condition of rolling stock, modes of work and rest of drivers on the routes of intercity transportation, customers’ requirements, and the interests of the trucking company. The functioning of motor pool while transporting dangerous goods is presented as the relationship between transportation of goods and performance of technical maintenance. A proposed approach to planning takes into account the correspondence of the effective number of technical maintenances to the standard required value for a certain period for vehicle fleet carrying out transportation of oil products; compliance of rolling stock output with the volume of oil products that might be delivered and unloaded in the current month; compliance of time of movement of drivers to a specialised resting place on the intercity route with time established for the modes of work and rest. The mathematical model makes it possible to determine output of the motor pool in each month, considering that transportation of oil products, started last month, ends only in the current one. The mathematical model of operating the vehicle fleet during transportation of oil products includes assumptions related to fulfilment of the requirements for motor pool and the driver, which are specified in the Agreement concerning the International Carriage of Dangerous Goods by Road, Decision of the Customs Union Commission dated 09.12.2011 No. 877 (revised on 21.06.2019). Special attention was paid to planning of vehicle operations when volumes of oil products transported are growing during the construction and renewal of roads. The algorithm of the methodology was used to plan operation of motor pool when transporting BND 90/130 bitumen from the city of Omsk in intercity traffic and was the basis for making management decisions on the implementation of the suggested indicators in a motor transport enterprise practice.

System of Systems Model for Planning Electric Vehicle Charging Infrastructure in Intercity Transportation Networks Under Emission Consideration

Rapid development of electric vehicles holds the promise to significantly mitigate greenhouse gas emissions. However, the lack of pervasive en-route charging infrastructure on regional highway networks hinders the use of electric vehicles for long-distance intercity trips. Traditionally, transportation and power systems are often studied separately, each by itself as a complex system. This paper proposes a system of systems modeling framework for planning charging infrastructure deployment in intercity transportation networks while considering users’ travel behavior and coupling relationships between transportation and power systems. The aim is at facilitating long-distance electric vehicle travels and providing an effective and comprehensive tool to evaluate the total emissions from both the transportation and power sectors. We look at a somewhat “forward-looking” problem in which the charging loads of widely-adopted electric vehicles induce interdependence between the power and the transportation sectors. A general equilibrium modeling framework is developed to capture the interdependencies among charging infrastructure design, users’ travel behaviors, and power sector operations. An iterative solution approach is proposed to solve the overall equilibrium between the transportation and power sectors, and a heuristic algorithm is developed to solve the bi-level subproblem for the charging infrastructure deployment. Numerical experiments based on a semi-realistic case study are performed to demonstrate the applicability of the proposed modeling and solution approach.

Analysis of Travel Demand between Transportation Hubs in Urban Agglomeration Based on Mobile Phone Call Detail Record Data

With the growth of a city’s economy, neighboring cities are gradually integrated to form an urban agglomeration. As travel activities driven by various travel demands frequently take place within an urban agglomeration, it is essential to understand the travel demand between cities and improve the intercity transportation system, which promotes the coordinated development of cities in an urban agglomeration. This paper presents our investigation of the travel demand characteristics of urban agglomeration cities. The Beijing-Tianjin-Hebei area and its passenger flows between transportation hubs in the different cities, which are part of a typical urban agglomeration in China and representative travel demand, are taken as the empirical study objects. First, we introduce a method to extract trip data using mobile phone call detail record (CDR) data, which carry rich geographical information on travelers and has been extensively used in recent transportation research. Based on trip data, directed weighted travel demand networks were constructed, with the nodes representing the transportation hubs and the edges representing passenger flows. The results showed that edge weights can be characterized by power-law distribution, which reveals the phenomenon that most passenger flows are concentrated among a few hubs, implying unbalanced travel demand in the urban agglomeration. Our empirical findings contribute to a method for applying large-scale location-based data to extract human mobility information and to understanding the nature of travel demand on the scale of an urban agglomeration. They also provide guidance to government agencies in developing appropriate transportation policies and enhancing infrastructure in the urban agglomeration.

Comparative Study of Intercity Transport Companies In Benin City, Nigeria

This study examined comparative study of intercity transport companies in Benin City, Nigeria. The study sample consists of four hundred respondents drawn from across the four leading interstate transport companies in Benin City. A questionnaire instrument was used to gather the needed information and the analytical techniques employed include simple percentage, t-test and Analysis of variance (ANOVA). All tests were performed at the 0.05 level of statistical significance. The findings revealed that God is Good Motors was rated far higher than the other transport companies by passengers while Iyare Motors was rated the least. Furthermore, we found that there is no significant relationship between respondents’ gender and customer perception of service quality in interstate transport companies. However, educational qualification and age had a significant relationship with passengers’ perception of service quality. We recommend that interstate transport companies should concentrate more on issues such as safety, comfort on the road, respect for passengers and regular maintenance of vehicles as well as replacing unserviceable vehicles with new ones to avoid frequent vehicle breakdown on the high way

COVID-19 Salgın Sürecinin Toplu Taşıma Sistemlerine Etkisinin Anket Yöntemiyle İstanbul-Ankara İçin İncelenmesi

COVID-19 virüsü, dünyada olduğu gibi Türkiye’de de hızlı bir şekilde yayılmıştır. Meydana gelen salgın, tüm yaşam alanlarını olumsuz etkilemiştir. Bu alanların başlıcaları arasında şehir içi ve şehir dışı ulaşım gösterilebilir. Bu çalışmada, salgının toplu taşımayı ne şekilde etkilediği ve toplu taşıma üzerindeki kişisel algı değişiminin nasıl gerçekleştiğinin incelenmesi amaçlanmıştır. Çalışma kapsamında, İstanbul ve Ankara ilindeki salgın öncesi ve sonrası dönemlere ait verilerle birlikte, kullanıcıların toplu taşımaya karşı algılarını gösteren anket verisi kullanılmıştır. 1,5 yıllık salgın sürecinde toplu taşımada taşınan yolcunun %45 azaldığı gözlemlenmiştir. Vaka sayılarının artmasıyla hükümetin sıkı tedbirler aldığı dönemlerde ise %80’den fazla azalma olduğu görülmüştür. Kullanıcı anketlerine göre, COVID-19 salgın sürecince maske kullanımı, ulaşım araçlarının dezenfekte edilmesi, ayakta yolcu alınmaması ve taşıma kapasitesinin azaltılması gibi tedbirler alınmasına rağmen toplu ulaşımın salgın öncesine göre daha az tercih edildiği ve %20’lik bir azalma olduğu tespit edilmiştir. Virüse yakalanma durumu toplu taşıma araçlarına olan güven ve seçim etkisinde belirleyici olmaktadır. Özellikle virüse birden fazla kez yakalananların daha rahat hareket ettikleri ve toplu taşımaya yönelik daha az endişe duydukları görülmüştür. Ayrıca, özel araç kullanımının artış gösterdiği, şehir içi ulaşımda dolmuşların ve şehirlerarası ulaşımda otobüslerin en güvensiz araçlar olarak algılandığı görülmüştür.

High-speed railway and the intercity transmission of epidemics: Evidence from COVID-19 in China

In the context of the COVID-19 outbreak in Wuhan, we investigate the effect of intercity high-speed railway (HSR) connections on intercity transmission of epidemics in the absence of government intervention. Intercity HSR connections increase the number of COVID-19 patients per 10,000 population by 0.029, accounting for 45% of the total infections. Our results remain intact in several robustness assessments. The total economic loss owing to HSR connections to Wuhan is estimated to be USD 0.62 billion. The internal mechanism demonstrates that intercity HSR connections increase intercity COVID-19 transmission by facilitating human mobility between cities. Based on intercity transportation connections, our findings can help the government predict the direction and scope of virus transmission and control the intercity transmission of epidemics.

How Covid-19 affects intercity transportation in China: high-speed rail versus air

ABSTRACT This graphic uses cartogram analysis to demonstrate how Covid-19 affects high-speed rail (HSR) and air networks in China. During the first round of the Covid-19 outbreak, intercity transportation networks significantly decreased their service. However, the supply of transport hubs was retained to ensure basic service coverage and efficiency. Conversely, air transportation was affected more than HSR networks. The average number of daily flights declined to 19% of the original traffic, while high-speed trains maintained their original 64%. This disparity is explained by the owners and operation of the two transportation networks and their different roles in intercity connections.

A dynamic scheduling process and methodology using route deviations and synchronized passenger transfers for flexible feeder transit services

The general lack of first/last mile connectivity is one of the main challenges encountered by intercity transport systems. New transportation alternatives called flexible transit systems, which combine on-demand service adjustment capabilities to the regular route and master schedule characteristics of the conventional transit, are therefore increasingly proposed. Feeder transit services can run as one type of flexible transit services, connecting a service area to a major intercity transport network through a transfer hub. Considering the unstable and constantly changing characteristics of daily passenger demand, a dynamic scheduling methodology for feeder transit services is proposed to minimize passenger crowding in vehicles. Deviations in the base route are allowed for accommodating optional requests or visiting potential transfer locations, which further offer a new type of flexible scheduling operation called synchronized passenger transfer. Operators can dynamically expand the spatial coverage of vehicles out of their regular routes to meet each other at appointed locations and times. Then, passengers can transfer between vehicles to minimize or even avoid passenger crowding. In this study, a multi-commodity network flow optimization model with side constraints in a three-dimensional space–time–state network is proposed for this type of dynamic scheduling problem. Additionally, a coordinate descent-based solution framework consisting of three steps (augmentation, decomposition, and linearization) is developed. The proposed model and solution approach are investigated using an eight-node simple network and the Sioux-Falls network, and the Chicago sketch network was adopted to demonstrate the practicability of the proposed model.

Consumer preferences for operator collaboration in intra- and intercity transport ecosystems: Institutionalising platforms to facilitate MaaS 2.0

The presence of institutional mechanisms to facilitate collaborative activities between operators, and consumer preferences for these activities, have not been studied in the public transport context. Exploring preferences in both intracity and intercity transport options (incorporating long distance transport components such as air services), we use random parameters logit models to analyse integrated travel choice experiments. We show that consumers have preferences for attributes resulting from operator collaboration that can deliver them better door-to-door travel options across the whole transport ecosystem, both in their own city but just as importantly, when travelling to another city. Our results suggest that the proposed method of institutional integration (MaaS 2.0 or CaaS) creates better value for respondents, such that they would be more likely to engage with integrated transport solutions rather than the default option for many, which is the car. Consumers are willing to pay for collaboration activities that inherently arise out of institutionally facilitated interaction between operators and that lead to improvements in their journey. Expansion of institutional integration such as that which may be possible through smart ticketing platforms as an institutional coordination mechanism may facilitate greater development of these features and lead to more integrated travel being chosen by consumers.

Synchronized spread of COVID-19 in the cities of Bahia, Brazil

The COVID-19 pandemic, caused by the highly transmissible SARS-CoV-2 virus, has overloaded health systems in many contexts Conant and Wolfe (2008). Brazil has experienced more than 345,000 deaths, as of April/2021 Conant and Wolfe (2008), with dire consequences for the country’s public and private health systems. This paper aims to estimate the synchronization graph between the cities’ contagion waves from public COVID-19 data records. For this purpose, the Motif–Synchronization method Magwire et al. (2011) was applied to publicly available COVID-19 data records to determine the sequential relationship of occurrence of the waves among Bahia’s cities. We find synchronization between waves of infection between cities, suggesting diffusion of the disease in Bahia and a potential role for inter-city transportation Saba et al. (2018), Saba et al. (2014), Araújo et al. (2018) in the dynamics of this phenomenon McKee and Stuckler (2020), Chinazzi et al. (2020), Tizzoni et al. (2014). Our main contribution lies in the use of the Motif–Synchronization method applied to COVID-19 data records, with the results revealing a pattern of disease spread that extends beyond city boundaries.

Impact of Inter-Annual Variation in Meteorology from 2010 to 2019 on the Inter-City Transport of PM2.5 in the Beijing–Tianjin–Hebei Region

Air pollution has become a great challenge to achieving sustainable development. Among the pollutants, aerosols significantly affect human health and play an important role in global climate change. The concentration of aerosols in the ambient air is influenced strongly by the regional transport of pollutants and their precursors and may vary considerably under different meteorological conditions in different years. This inter-annual variation in meteorology may yield conflicting results in the quantification of the contribution from regional transport of air pollutants. It creates uncertainty for local governments to develop pollution control measures to reduce the challenges to sustainable development. Previous studies on this issue are often year-specific or cover short time spans, and the inter-city transport of air pollutants in the long term is still not fully understood. Therefore, in this study, the Weather Research and Forecasting (WRF) model and Community Multiscale Air Quality (CMAQ) model was used to assess inter-annual variations in the contribution of inter-city transport to the PM2.5 concentration in the Beijing–Tianjin–Hebei region from 2010 to 2019. To highlight the impact of inter-annual variations in meteorology, the authors used the same emission inventory and the same model configurations for the 10-year simulation. The major findings can be summarized as follows: (1) Both PM2.5 concentration and inter-city transport in the Beijing–Tianjin–Hebei (BTH) region were influenced by the inter-annual variation in meteorological conditions. (2) The simulated annual average concentrations in 13 cities in BTH are highly variable, with fluctuations ranging from 30.8% to 54.1%, and more evident variations were found in seasonal results. (3) Seven out of thirteen cities have a contribution from regional transport exceeding 50%, which are located in the eastern half of the Beijing–Tianjin–Hebei region. (4) The magnitude of the regional transport contribution varies significantly among the cities of BTH, on an annual basis, from a minimum inter-annual fluctuation of 8.9% to a maximum of 37.2%, and seasonal fluctuation is even more strongly evident. These results indicate that, when formulating pollution control strategies, inter-annual changes in meteorological conditions should not be ignored.

Transportation Interrelation Embedded in Regional Development: The Characteristics and Drivers of Road Transportation Interrelation in Guangdong Province, China

Unbalanced regional development is often accompanied by a heterogeneity in regional transportation. The relationship between the interrelation of regional transportation and economic connections among cities remains unclear. This study attempts to explicate the structural characteristics of the spatial interrelation network of road transportation in Guangdong province. This study analyzes road traffic data in Guangdong province from 2015 to 2020 using a gravity model, social network analysis, and the quadratic assignment procedure (QAP). The results indicate that the spatial network of road transportation interrelations in Guangdong province have obvious core–periphery features. The intercity transportation interrelation in Guangdong province is significantly correlated with the differences in population density, vehicle population, and tourism resources, as well as the distance between cities; however, the effects of these factors vary across different regions. To promote balanced regional development, Guangdong province should strengthen the transportation interrelation between peripheral cities and other cities to raise the position of peripheral cities in the network. Introducing the required personnel and developing tourism resources with regional features would help develop peripheral cities that have a low population density and abundant tourism resources. This provincial transportation development strategy should consider balancing the development of mega metropolitan areas and non-coastal, small- and medium-sized cities to balance regional development.

Choices of intercity multimodal passenger travel modes

In recent years, transportation problems have evolved from city transportation problems to urban agglomeration problems. Thus, the development of Chinese transportation cannot neglect the role of Inter-City transportation being the infrastructural framework. Keep abreast of Inter-City passengers’ choice behaviors can support the operation of multi-transportation systems. First, to better address the large deviation between the impedance function and the travelers’ perceived cost, we construct the generalized cost function with seven terms, which are car time, waiting time, walking time, access/egress times, ticket price, transfer penalty and comfort level respectively, with reliability and security being taken into considerations. Second, pointing at the problem of low accuracy in calculating the sharing rate of various transportation modes under different traffic systems, we proposed a Two-Stage Path-Size Weibit (TS-PSW) model to calculate the sharing rate of multi-mode passenger flow between cities respectively. After that, we decomposed the TS-PSW model into two-layer Path-Size Weibit (PSW) model by the Two-Stage estimation method, and used the maximum likelihood estimation to solve PSW model respectively. Finally, using the intercity transportation networks (Chengdu–Chongqing, Guangzhou–Qingyuan, Beijing–Zhangjiakou) as background, compare six discrete choice models’ calculation results. Result shows that the passenger flow sharing rate curve calculated by TS-PSW Model is evidently the closest to the actual transportation modes, the maximum error from Chengdu to Chongqing is 6.60%, the minimum is 3.80%, the maximum error from Beijing to Zhangjiakou is 10.20%, and the minimum is 3.30%. Results verify the effectiveness of the proposed generalized cost function and mode choice model. The upcoming Winter Olympics will be held during the Spring Festival, other events will not be arranged at the same time. Therefore, travel demand will increase significantly. Improving the mode choice model and verifying its effectiveness on multiple intercity networks, especially the Beijing–Zhangjiakou network, can provide theoretical support for mastering passenger travel mode selection during the future Winter Olympics and further improving transportation planning and related deployment.

A comparative bus selection for intercity transportation with an integrated PIPRECIA & COPRAS-G

The selection of buses for intercity transportation takes an important place for each stakeholder. Since this selection problem may contain many conflicting criteria and many alternatives, it should be considered a multi-criteria decision-making problem (MCDM). In this study, three brands of bus manufacturer preferred in Turkey are evaluated in terms of ten different criteria by considering both bus drivers' and bus owners' preferences as an MCDM problem. The PIPRECIA method is used to calculate criterion weights, and COPRAS-G is used to rank bus brands. The study was conducted separately for two bus drivers and two bus owners in order to reveal whether there is a preference difference. According to the preferences of bus owners, Maximum Torq is found out as the first criterion with the highest weight (0.153) while for bus drivers, the first criterion is Common Spare Parts with 0.1172 weight. Although the importance levels of the criteria differ according to the results obtained in the criterion evaluation stage, it has been concluded that the rankings of the brands do not make a difference in terms of the evaluation of bus drivers and owners. As a result, the rankings of bus manufacturers are obtained as Mercedes-Benz Travego, Man Lions Coach, Temsa Maraton model respectively. From a general point of view, this study will attract attention in revealing the stakeholder perception among the alternatives in the passenger bus market used in intercity transportation in Turkey from both the bus owner's and the driver's point of view.

Sensitivity analysis of intercity public passenger flow based on prospect theory

The contradiction between traffic supply and demand in different periods of intercity transport corridor becomes increasingly prominent, and there is a large waste of transportation resources. In order to analyze the passenger flow sensitivity for different modes of transportation at different periods of time under the change of high-speed railway ticket price, a generalized travel prospect cost minimum assignment model is constructed. Then, the passenger flow of different travel modes in each period of the intercity passenger transport corridor is calculated, the passenger flow sensitivity model and the sensitivity rate model are also constructed. Taking Tianjin-Beijing intercity passenger transport corridor as a case study, the results show that when the ticket price reduces, the passenger flow sensitivity change rate of each mode in each period increases linearly. The increase of ticket price has little influence on all modes of transportation in each period. In the same range of ticket price fluctuation, the sensitivity of passenger flow of high-speed railway is the largest when the ticket price changes in the period of negative supply-demand balance, and the sensitivity of passenger flow corresponding to the reduction of ticket price is about twice that of passenger flow corresponding to the increase of ticket price. The research work provides a theoretical reference for optimizing the traffic structure of Tianjin-Beijing intercity passenger transport corridor.

Quantitative attribution of wintertime haze in coastal east China to local emission and regional intrusion under a stagnant internal boundary layer

A thermal internal boundary layer (TIBL) can cause the fumigation effect and reduce the dispersion capacity of air pollutants. The paper's goal is to quantify the interactions of pollutants between cities subjected to enhanced fumigation effects. To that end, an observational campaign was launched at the Shandong Peninsula of China in the winter of 2020. The campaign focused on monitoring vertical profiles of aerosols, wind field, temperature, and humidity for the boundary-layer dynamic-thermodynamic structure. The Nested Air Quality Prediction Modeling System (NAQPMS) coupled with online source-tagging model was also employed to delve into the source-receptor relationships of the cities involved in the fumigation effect. The results indicated that the presence of a TIBL structure triggered the prolonged and widespread pollution episodes. This resulted in a temperature inversion (250–1000 m in altitude) near the convergence line on surface and rendered the atmospheric boundary layer more stably stratified, i.e., a situation that was unfavorable for the diffusion of pollutants against a persistently sinking flow (with a mean velocity of roughly 0.2 m s−1) for a prolonged time. Meanwhile, TIBLs prevented the fumigation areas from interacting with adjacent inland areas (Shandong Peninsula's local contribution accounting for >90% of the PM2.5) and facilitated inter-city transport of pollutants inside this peninsula (the transport contribution between cities reached up to 55–75%). Such distinct behaviors as observed over this coastal area render air pollution control more of an elusive issue, as is referenced to several inland cities.

The Impact of COVID-19 on High-Speed Rail and Aviation Operations

Intercity transportation systems have experienced severe disruptions since the outbreak of COVID-19. However, it remains unclear how the operations of different systems were affected and whether the pandemic has influenced modal interaction. This paper provides an empirical assessment to address these questions using high-speed rail (HSR) and aviation in China as an example. The impact of COVID-19 on aviation and HSR operations was examined both temporally and spatially using a high-dimensional fixed-effect panel model. Using the big data with daily operational frequency for the period of January–June 2020, the study shows that the lockdown of Wuhan had varying effects on the operations of HSR and aviation. In addition, the correlation of operational services between HSR and aviation was found to vary both spatially and temporally during the pandemic. These research findings provide important implications for improving the adaptability of transportation systems and operational resilience.

An analysis of the temporal variability in volatile organic compounds (VOCs) within megacity Seoul and an identification of their sources

In this study, the volume mixing ratio of 55 volatile organic compound (VOC) species was measured every hour using the online TD-GC-FID system during the period from January 2018 to December 2019 in Seoul. The most abundant species were ethane (10.0 ppbv) and toluene (4.1 ppbv), with alkanes and aromatics accounting for 57.5% and 31.5% of the total VOCs (TVOC), respectively. The mixing ratios of the TVOC were markedly higher in July and November, mainly owing to the presence of aromatics and alkanes, respectively, but were lower in other months, without any significant differences in other months. Of the aromatics, the maximum mixing ratios of xylene, benzene, and toluene were observed in summer, winter, and both seasons, respectively. Principal component analysis showed that emissions from traffic and solvent use were the main VOC sources, which were further categorized into liquefied natural gas/liquefied petroleum gas/gasoline, diesel fuel, mixed combustion, industrial solvents, and paint solvents. The two solvent sources were well represented by toluene and xylene, respectively. In addition, the distinct VOC composition of the air masses clustered by the back trajectory reveals the origin, seasonality, and transport characteristic of the five source categories. This study is the first report on multiyear variability of VOC mixing ratios in Seoul that highlights the contribution from evaporation sources and fugitive emissions and the potential impact of intercity transport from industrial areas near Seoul.

EVALUASI KINERJA PELAYANAN TERMINAL BARUGA DI KOTA KENDARI

Based on the Minister Regulation No. 132 Year 2015 Regarding the Implementation of Terminal Road Passenger Transport Terminals, namely, motor vehicle bases to arrange arrivals and departures, raise and lower passengers and / / goods, and transport modes. The terminal also has an important role as an element of spatial planning in relation to improving the mobility and efficiency of urban life in a vehicle. The location and facilities of the terminal are the main things that can influence and attract the interest of the public to use the terminal The criteria for determining the location of the terminal according to the Technical Guidelines for the Construction of the Highway in the City and Inter-City Transport Terminal (Director General of Land Transportation, 1995) has basic considerations, namely in terms of spatial planning, the location of the terminal should be in accordance with the City Development Spatial Plan and should not disturb the environment around it. Factors that need to be considered in determining the location of the terminal include accessibility, namely the level of achievement of ease that can be expressed by physical distance, time or transportation costs The results showed that the characteristics of the Baruga terminal in the city of kendari have facilities for office buildings, small mosque, public bathrooms and toilets, bus waiting rooms to depart, city transport lounge waiting rooms, Elf lounge waiting rooms, platform ticket sales, ticket office buildings inside the terminal, Retribution building, Information room building and P3K room, Administration room and surveillance room, Vehicle circulation and circulation of people, Public vehicle parking space, Private vehicle parking space, Reserved parking space and 14 buses operating on the Old City - Bungkutoko Harbor ( PP), Kota Lama - Ktr. Governor (PP), PKL Market - Rs. Bahteramas, Bungkutoko Harbor - IAIN Campus (PP), Puwatu - Governor's Office via Jl.Balaikota (PP), Kota Lama - RS. Bahteramas (PP), Puwatu - Kota Lama, Puwatu-SMA 6-SMPN 9-MAN 1 and Puwatu-Al Qalam From the results of the calculation of the Customer Satisfaction Index (CSI) of bus terminal services, the baruga is very small, 0.31% is caused by ineffective and inefficient terminal routes and bus service translators keywords: terminal, characteristics, service