The Impact of Smart Stops on the Accessibility and Safety of Public Transport Users
1
Escuela Superior Politécnica de Chimborazo, Facultad de Administración de Empresas, Riobamba 060155, Ecuador
2
Facultad UISEK Business y Digital School, Universidad Particular Internacional SEK, Quito 170408, Ecuador
*
Author to whom correspondence should be addressed.
Future Transp. 2025, 5(4), 131; https://doi.org/10.3390/futuretransp5040131
Submission received: 17 July 2025
/
Revised: 3 September 2025
/
Accepted: 7 September 2025
/
Published: 1 October 2025
(This article belongs to the Special Issue Sustainable Transportation and Quality of Life)
Abstract
Bus stops in Riobamba had significant deficiencies in safety, accessibility, and comfort, which limited the effective use of public transport and affected the urban mobility of the population. Improving these conditions was crucial to promote sustainable, inclusive and safe mobility in the city. This study was quantitative and descriptive, based on 420 user surveys and the direct observation of 140 stops, complemented with georeferencing and comparative review of specialized literature. The findings showed that most of the stops lacked adequate lighting, shelter, signage and universal access, with 68% of users perceiving low safety. The most in-demand technologies included real-time information systems (72%) and video surveillance (65%). The proposed model of smart stops will improve accessibility, safety and comfort for users, encouraging greater use of public transport. By addressing the main infrastructure and technology gaps, the intervention contributed to inclusive and safe urban mobility, directly contributing to Sustainable Development Goal 11 and offering a replicable framework for other medium-sized cities seeking to optimize their public transport systems.
1. Introduction
Urban transport is an essential component of modern cities, and bus stops are critical nodes that connect people to urban space. Incorporating smart technologies into these spaces such as real-time information systems, security cameras, Wi-Fi connectivity, and USB chargers has been shown to improve efficiency, security, and user experience. At the international level, organizations such as the World Bank and the International Association of Public Transport [1,2] have promoted projects to modernize bus stops and mass transit systems, highlighting their contribution to reducing emissions, improving equity and strengthening sustainable urban mobility. In Latin America, institutions such as the Inter-American Development Bank [3], Mercociudades and the LATAM Mobility Community have facilitated the exchange of experiences and the financing of sustainable urban transport initiatives, evidencing advances in planning, infrastructure and technological adoption. In Ecuador, the analysis of bus stops reveals deficiencies in lighting, signage, furniture and safety, factors that affect user perception and limit the efficiency of the public transport system, reinforcing the need for innovative solutions adapted to the local context.
Despite the advances reported in the modernization of urban transport, the recent literature identifies important gaps and limitations. Several international studies have focused on technological innovation of stops and transport systems, but without systematically integrating aspects of accessibility, safety, inclusion and user experience. For example, ref. [4] developed an inclusive stop prototype aimed at improving the quality of life of elderly users, while ref. [5] proposed an IoT-based system to monitor occupancy, lighting, climate control and pollution levels. From a technological [6] perspective, they developed a taxonomy of sensors for crowd management and real-time information, and ref. [7] demonstrated the effectiveness of Bluetooth Low Energy (BLE) technology in estimating bus arrivals, reducing passenger waiting times. In terms of inclusion, ref. [8] evaluated a mobile application that makes it easier for visually impaired users to locate stops more accurately than traditional maps, while ref. [9] proposed low-cost solutions using single board computers to assist this same group of users.
In recent years, smart bus stops have emerged as a key solution in modernizing public transportation systems globally, especially within the context of urban sustainability. These stops not only improve efficiency and the user experience, but they also play a crucial role in reducing the carbon footprint and enhancing accessibility. The implementation of technologies such as Wi-Fi connectivity, real-time information screens, and surveillance systems has been shown to increase safety perception and reduce wait times, encouraging users to opt for public transport [5]. Furthermore, the incorporation of renewable energy sources, such as solar panels to power the stops, has been reported as an efficient strategy to reduce environmental impact and long-term operational costs [10]. In Latin America, several pilot projects, such as those carried out in Buenos Aires (Argentina) and Medellín (Colombia), have demonstrated that smart bus stops help improve operational efficiency and equitable access to transportation, especially in marginalized areas. These advancements in design and technology aim not only to enhance the functionality of the transportation system but also to ensure that all users, including those with disabilities, have access to safe and efficient transport services [11]. These developments provide a solid foundation for implementing smart bus stops in mid-sized cities like Riobamba, which seek to integrate technology into their urban systems to promote more inclusive and sustainable mobility.
On the other hand, studies on accessibility show persistent physical and social barriers. Ref. [12] identified the absence of ramps, poor signage, long waiting times and negative staff attitudes as relevant obstacles. More specifically, ref. [13] highlighted the difficulties faced by visually impaired people, underlining the need for combined technology and urban design interventions [14]. carried out a comprehensive analysis of more than 400 stops in Spain, combining technical standards with user perceptions [15], and reviewed the challenges in the design, programming and operation of intelligent transport systems, emphasizing the importance of integrating urban planning with operational management.
In this context, the present study aims to evaluate the technical, economic and social feasibility of implementing smart stops in Riobamba, incorporating urban design and technology solutions aimed at the well-being of citizens. Specifically, it seeks to identify the current deficiencies in the infrastructure of urban stops through direct observation, georeferencing and user surveys; proposing an intelligent stop model that includes accessibility, comfort, connectivity and safety; and analyzing the financial viability of the project considering market references, implementation costs and possible shared financing schemes.
This research hopes to contribute to the modernization of the urban transport network in Riobamba, offering evidence for public policies, promoting equity and fostering sustainable mobility. Likewise, the findings will provide a framework for future interventions in cities of similar contexts, where the integration of technology and urban design can improve the user experience and the efficiency of the transport system [16].
2. Methodology
The study adopted a non-experimental, cross-sectional, and quantitative design, which enabled the evaluation of the current state of the public transport system in Riobamba without direct intervention, providing an accurate view of the existing conditions at a single point in time. A diagnostic approach was employed to identify the main deficiencies in the infrastructure of urban bus stops and propose potential solutions. To achieve this, a non-probabilistic convenience sampling method was used, selecting participants during peak times at strategic locations within the city. The sample consisted of 420 public transport users, with inclusion criteria based on frequency of use (at least three times per week) and willingness to participate in the study.
Data collection occurred in two phases: the first phase involved administering surveys to users of the transport system over 14 days, from Monday to Saturday, during the busiest hours (7:00–9:00 AM and 5:00–7:00 PM). The surveys included closed-ended questions and measurement scales designed to collect quantitative data on deficiencies related to accessibility, comfort, connectivity, and safety. The second phase entailed technical observations at 140 strategically selected bus stops, prioritizing those located in areas with higher traffic and a more diverse user base. These stops were georeferenced using GPS tools Garmin GPSMAP 64sx, manufactured by Garmin Ltd. (Olathe, KS, USA) to ensure representative and accurate coverage of the existing infrastructure.
The data obtained from both surveys and observations were analyzed using descriptive statistical techniques, which allowed the identification of key areas for improvement. The analysis also addressed the technical, social, and economic feasibility of the proposed interventions, considering factors such as implementation costs and potential shared financing schemes. This approach enabled a comprehensive, numerical evaluation of the current system, ultimately leading to the proposal of a smart stop model tailored to the city’s needs and characteristics.
Data Collection Instrument
Questionnaire
The questionnaire used in the survey consisted of 12 items, distributed in three dimensions:
- Perception of security (4 items);
- Technology and accessibility (4 items);
- Attitude/behavior towards innovation (4 items).
The questionnaire was designed with a 4-point Likert scale, which allowed us to capture the opinions of users actively, without neutral options.
Questionnaire Validation
The questionnaire was validated through review by experts in urban mobility and technologies applied to transport, as well as with a pilot test carried out on 30 people. Cronbach’s alpha coefficient was used to evaluate the internal consistency of the instrument, obtaining an overall value of 0.784, which indicates a good reliability of the questionnaire.
Sample Demographic Profile
As shown in Table 1. The sample was composed of 55% men and 45% women, with ages predominantly between 25 and 40 years (47.6%). In terms of educational level, 40.5% of respondents have university studies, while 35.7% have technical training.
Statistical analysis
The data collected were processed using SPSS version 27.0, applying descriptive statistical analyses (frequencies, percentages, averages) to identify patterns and trends. In addition, internal reliability was calculated using Cronbach’s alpha coefficient, obtaining an overall value of 0.784, which guarantees the validity of the instrument used to measure user perceptions. To evaluate the economic and social convenience of the intervention, a cost–benefit analysis was carried out with an evaluation horizon of 10 years and a discount rate of 12%. The analysis considered an initial investment (CAPEX) based on the budget of the Gad Riobamba and market quotes, estimating the cost of installation of 20 smart stops at USD 478,624, in addition to the operation and maintenance costs (OPEX) and monetized revenues/benefits derived from advertising on furniture, energy savings, reduction in waiting time, and incident prevention.
3. Results
This section presents the findings derived from the collection of information through surveys applied to users of urban public transport in Riobamba and the direct observation of bus stops. The results are divided into three key dimensions: perceived urban safety, accessibility and perception of technology, and attitudes towards innovation. In each subsection, descriptive data are presented followed by interpretive analysis, highlighting patterns and comparisons with similar studies where relevant.
3.1. Perceived Urban Safety
This subsection, as shown in Table 2, presents users’ perceptions of safety at bus stops, a crucial aspect for encouraging the use of public transport and the results in Table 3 and Table 4.
The reliability of the questionnaire was evaluated by calculating Cronbach’s alpha coefficient, to determine the degree of internal consistency between the items grouped by thematic dimension. The instrument consisted of 12 items distributed in three sections: (1) Perception of security, (2) Technology and accessibility, and (3) Attitude/behavior towards innovation. The response scale used was a 4-point Likert type (1 = Strongly disagree; 4 = Strongly agree), applied to a sample of 420 subjects.
The results of the internal consistency analysis are presented below:
The coefficients obtained exceed the threshold of 0.70, commonly accepted in social sciences to establish an adequate reliability of the instrument [17]. Consequently, it is mentioned that the three dimensions evaluated present a consistent internal structure, which validates the proposed grouping of items and enables its use in subsequent inferential and psychometric analyses.
The table reflects a broadly positive perception towards safety, technology and accessibility in public transport, with a consensus on the need for improvements and innovation. More than 95% of those surveyed say they feel safe when waiting for the bus and value night lighting favorably; However, several point out that this perception is affected by the design and location of some stops, which do not always generate a real sense of security. Almost all support the installation of security cameras as a necessary measure. There is also strong interest in the implementation of smart stops, highlighting the usefulness of real-time information, access to free Wi-Fi and accessibility for people with disabilities. Most already use mobile applications to plan their trips and show a high willingness to use public transport more if the infrastructure is modernized. Finally, 100% consider technological investment in the transport system necessary, which shows a citizenry with clear expectations of digital transformation in urban mobility Figure 1, Table 5. Shows Compliance and observations at public transportation stops.
This data confirms that the current infrastructure of the stops does not meet the minimum standards of quality, safety and accessibility. The absence of adequate conditions for people with disabilities, the lack of lighting and signage, as well as the lack of protection and surveillance elements, have a direct impact on a deficient and unsafe experience for users.
This Figure 2. shows that most of the bus stops evaluated do not comply with the basic infrastructure standards, since the number of negative responses predominates in all the items observed. Aspects such as security (police presence or cameras), accessibility for people with disabilities, weather protection and lighting have particularly low figures, with less than 15 stops in suitable conditions out of a total of 140. This reflects a clear lack of essential elements for a safe and dignified user experience in the public transport system, Figure 3 and Figure 4.
3.2. Expected Impact of Smart Stops
Based on the evidence collected, the impact of smart stops is projected to be highly positive both in improving accessibility and strengthening safety for public transport users. The incorporation of technologies such as adequate lighting, clear signage, video surveillance systems, real-time information and universal access would make it possible to transform currently unsafe and exclusive spaces into functional, comfortable and inclusive environments. This change would contribute to reducing the perception of insecurity, increasing user confidence and encouraging greater frequency of use of public transport. Consequently, more equitable, efficient urban mobility is promoted and focused on the well-being of citizens, as shown in Table 6.
Although most users perceive safety as adequate, field observations reveal deficiencies in the infrastructure, such as insufficient lighting and lack of protection at stops. This discrepancy suggests that the perception of security does not fully correspond to reality. It is crucial to improve the infrastructure to align user expectations with objective conditions.
The comparison in Table 7, with previous studies supports the importance of improving the infrastructure of the stops, not only in terms of accessibility, but also in terms of safety and the incorporation of technology. Studies show that modernizing the public transport system has a positive impact on both users’ perception and willingness to adopt new technologies.
4. Discussion
The findings of this study confirm that the current state of bus stops in Riobamba is insufficient, negatively affecting the user experience and, potentially, the use of public transport. 75.95% of respondents said they felt safe waiting for the bus, but on-the-ground observations revealed critical structural deficiencies, such as the lack of lighting at 90% of stops in peripheral areas, and the absence of protective measures such as roofs and surveillance at more than 70% of stops. This creates a discrepancy between users’ perception and reality, underscoring the urgency of addressing these issues. This result is consistent with previous research highlighting how poor infrastructure can influence the perception of public transport [25]. The lack of adequate lighting and the lack of safety measures aggravate the perception of risk of users and, although passengers mostly say they feel safe, the deficient infrastructure at the stops in Riobamba contrasts with this positive perception, which suggests that the perception of safety is influenced by subjective factors rather than by physical reality.
Studies have shown that vulnerable groups, such as women, older adults and people with disabilities, experience higher levels of vulnerability on public transport, a problem that is often not fully reflected in general surveys but is reflected in qualitative diagnoses and analysis of the physical environment [26]. In Riobamba, 43.1% of respondents highlighted the importance of accessibility for people with disabilities, but the observations revealed that only 3.6% of the stops have adapted accesses. This highlights how the current infrastructure does not meet the needs of these vulnerable groups, a finding that is aligned with international studies, such as that of [27], which identified a perceived lack of safety in public spaces not adapted to the needs of women and people with disabilities. The implementation of “Safe Stops” in other cities, especially in Spain, shows that creating safer and more accessible environments is essential to improve the experience of these vulnerable groups [28].
In addition, the results of this study are aligned with the 2030 Agenda for Sustainable Development, particularly with SDG 11, which seeks inclusive, safe, resilient and sustainable cities. Improving bus stop infrastructure is an important step towards creating accessible and sustainable public transport, benefiting the community, especially the most vulnerable groups [29]. The integration of smart technologies, such as efficient lighting, sensors and video surveillance, not only improves safety, but can also optimize the usability of the public transport system, as has already been observed in other urban contexts [4]. These improvements contribute to a more accessible environment and greater adoption of public transportation, especially by people with disabilities and older adults, who are more sensitive to poor infrastructure [30].
At the local level, the findings suggest that the results of this study can be used to guide public policies, such as the creation of municipal ordinances that establish minimum standards for the equipment of bus stops, prioritizing those locations with a high perception of insecurity. The incorporation of smart technologies should be considered a requirement in public or co-financed projects to ensure the technical and operational sustainability of the interventions [31]. This also opens the door to the replicability of the model in other intermediate cities in Ecuador.
In terms of implementing smart stops, the findings suggest that this intervention could have a tangible positive impact on the user experience. 85% of respondents indicated that they would be willing to use public transport more frequently if smart stops were implemented, a finding that coincides with previous studies on how improvements in safety and comfort can increase demand for public transport [32]. In addition, smart stops would improve user safety and confidence by offering elements such as LED lighting, video surveillance, and panic buttons connected to emergency centers [33]. These advances not only improve physical security, but also contribute to a greater perception of security, which can encourage a modal shift towards public transport.
From the economic point of view, the financial indicators obtained (NPV of USD 82,223.36; IRR of 18.06%; B/C = 1.18) suggest that the implementation of smart stops is financially viable, especially under a public–private cofinancing model. These results are consistent with the analysis that [34], concluded that investments in smart transport infrastructure can be sustainable when the benefits are shared between the public sector and technology companies.
The findings of this study reinforce the need to improve the infrastructure of bus stops in Riobamba, not only to improve the user experience, but also to promote equity, inclusion, and sustainability in public transport. This study contributes to the debate on how modernizing public transportation, through smart technologies and inclusive design, can transform intermediary cities into safer and more accessible places for all.
5. Conclusions
The analysis carried out on bus stops in Riobamba shows significant deficiencies in infrastructure, safety and accessibility. Of a total of 140 stops evaluated, only 12 had adequate lighting, 14 offered some type of protective roof, 5 were accessible to people with disabilities, and only 4 had security measures such as cameras or police presence. Other essential elements, such as clear signage, well-maintained seats, and sufficient space for users, also fail to meet the minimum necessary standards. These shortcomings generate a poor experience for users, affecting their perception of safety and comfort and limiting the functionality of public transport in the city, especially in peripheral areas where conditions are more critical.
Even though 75.95% of those surveyed said they felt safe waiting for the bus, field observations show that this perception does not correspond to the physical reality of the stops. In more than 90% of the stops located in peripheral areas, insufficient lighting was identified, and more than 70% lack protective roofs or the presence of surveillance, essential elements to guarantee the safety and comfort of users. This discrepancy between perception and reality reveals the importance of addressing infrastructure in a comprehensive way, considering both the subjective perception of users and the objective conditions of the spaces, in order to generate real trust and security in the public transport system.
Most users showed a marked interest in the incorporation of technological and information improvements, such as free Wi-Fi, real-time information systems and elements that increase comfort and safety during waiting. The implementation of smart stops, including LED lighting, video surveillance, panic buttons, information screens and universal access, could substantially improve the user experience. It is estimated that up to 85% of users would be more willing to use public transport with these improvements, increasing the frequency of use and encouraging a positive shift towards sustainable urban mobility. These interventions not only optimize the perception of safety, but also promote the inclusion of vulnerable groups, such as people with disabilities, older adults, and women, who currently face greater risks and access limitations.
Overall, the findings of this study reinforce the need to intervene as a priority at bus stops in Riobamba, transforming unsafe and non-functional spaces into safe, comfortable and inclusive environments. The incorporation of elements such as adequate lighting, protective roofs, clear signage, real-time information systems, universal accessibility and video surveillance would not only improve safety and user perception but would also encourage greater frequency in the use of public transport and contribute to more equitable, inclusive urban mobility focused on the well-being of citizens. The main contribution of this article lies in offering a comprehensive diagnosis of the current conditions of bus stops, combining field observations, user perception and international references, and in proposing a model of smart stops adapted to local needs, which can serve as a guide for future interventions in intermediate cities in Ecuador and in similar contexts. promoting evidence-based public policies and tangible improvements in public transport infrastructure.
Author Contributions
R.R.-C.: conceptualization, methodology, writing—original draft, corresponding author; J.L.-L.: investigation, data curation, visualization; C.O.-L.: formal analysis, writing—review and editing; V.C.-C.: supervision, validation, project administration. All authors have read and agreed to the published version of the manuscript.
Funding
The research received support from the SEK International University (UISEK), Quito, Ecuador, through the DII-UISEK-P082425 project.
Institutional Review Board Statement
The study was conducted in accordance with the Declaration of Helsinki and the national guidelines for the protection of human rights in research established by Ecuadorian regulatory bodies. According to the national regulation “Reglamento para Investigación en Seres Humanos” issued by the Ministerio de Salud Pública del Ecuador, observational studies and anonymous public surveys that do not involve personal or sensitive data are exempt from ethics committee approval. Therefore, formal IRB approval was not required for this study.
Informed Consent Statement
Verbal informed consent was obtained from all participants involved in the study. Verbal consent was obtained rather than written because the study involved anonymous surveys conducted in public spaces, without the collection of any personal, sensitive, or health-related information, and presented minimal risk to participants in accordance with national legislation.
Data Availability Statement
The data supporting the findings of this study are available from the corresponding author upon reasonable request, subject to ethical restrictions.
Acknowledgments
This article was funded by the Research Directorate of the Universidad Particular International Sek, as part of its commitment to promoting scientific research and strengthening academic knowledge. The authors wish to express their sincere gratitude to their home institution for the academic and administrative support provided throughout the development of this study. During the preparation of this work, the authors were assisted for AI Technologies, only for or purposes of editorial improvement and clarity of presentation of information and statistical data only. The entire research process of this investigation has been rigorously carried out by each of the authors.
Conflicts of Interest
The authors declare no conflicts of interest.
Abbreviations
The following abbreviations are used in this manuscript:
| B/C | Cost–Benefit |
| IRR | Internal Rate of Return |
| LED | Light-Emitting Diode |
| NPV | Net Present Value |
| SDG | Sustainable Development Goals |
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Figure 1.
Percentage per question (Res.1 is equivalent to 0.0%, while Res.2 to Res.4 cover from 1% to 100%).
Figure 1.
Percentage per question (Res.1 is equivalent to 0.0%, while Res.2 to Res.4 cover from 1% to 100%).
Figure 2.
Observations.
Figure 3.
Georeferential maps of the current stops in Riobamba. Source: Fieldwork own elaboration.
Figure 4.
Georeferential maps of the current stops in Riobamba.
Table 1.
Sample Demographic Profile.
| Variable | Frequency | Percentage |
|---|---|---|
| Age | ||
| 18–24 years old | 150 | 35.7% |
| 25–40 years | 200 | 47.6% |
| 41–60 years | 50 | 11.9% |
| 61+ years | 20 | 4.8% |
| Sex | ||
| Male | 230 | 54.8% |
| Female | 190 | 45.2% |
| Educational level | ||
| High school | 100 | 23.8% |
| Technical/Technological | 150 | 35.7% |
| University | 170 | 40.5% |
| Frequency of use | ||
| Daily | 300 | 71.4% |
| 2–3 times a week | 100 | 23.8% |
| Seldom | 20 | 4.8% |
Table 2.
It shows the distribution of respondents’ responses about their perception of safety when waiting for the bus.
Table 2.
It shows the distribution of respondents’ responses about their perception of safety when waiting for the bus.
| N° | Question | Answer Options (Scale: 1 to 4) |
|---|---|---|
| 1 | I feel safe waiting for the bus in my area. | 1 = Strongly disagree 2 = Disagree 3 = Agree 4 = Strongly agree |
| 2 | The bus stops are well lit at night. | 1 = Strongly disagree 2 = Disagree 3 = Agree 4 = Strongly agree |
| 3 | There should be security cameras at bus stops. | 1 = Strongly disagree 2 = Disagree 3 = Agree 4 = Strongly agree |
| 4 | Current shutdowns do not offer sufficient protection against incidents. | 1 = Strongly disagree 2 = Disagree 3 = Agree 4 = Strongly agree |
| 5 | I find it useful to receive real-time information on public transport. | 1 = Strongly disagree 2 = Disagree 3 = Agree 4 = Strongly agree |
| 6 | Smart stops can improve my experience as a user. | 1 = Strongly disagree 2 = Disagree 3 = Agree 4 = Strongly agree |
| 7 | I am interested in the stops having free Wi-Fi. | 1 = Strongly disagree 2 = Disagree 3 = Agree 4 = Strongly agree |
| 8 | I think it is important that the stops are accessible to people with disabilities. | 1 = Strongly disagree 2 = Disagree 3 = Agree 4 = Strongly agree |
| 9 | I plan my trips in mobile apps linked to public transport. | 1 = Strongly disagree 2 = Disagree 3 = Agree 4 = Strongly agree |
| 10 | I am willing to use public transport more if smart stops are implemented. | 1 = Strongly disagree 2 = Disagree 3 = Agree 4 = Strongly agree |
| 11 | Smart stops can help reduce road congestion. | 1 = Strongly disagree 2 = Disagree 3 = Agree 4 = Strongly agree |
| 12 | I believe that investment in technology for public transport is necessary. | 1 = Strongly disagree 2 = Disagree 3 = Agree 4 = Strongly agree |
Table 3.
Survey results.
| Question | % Res. 1 | % Res. 2 | % Res. 3 | % Res. 4 | Analysis |
|---|---|---|---|---|---|
| I feel safe waiting for the bus in my area. | 0.0 | 3.57 | 75.95 | 20.48 | Majority of responses between agreement and total agreement, perception of acceptable security. |
| The bus stops are well lit at night. | 0.0 | 2.86 | 76.67 | 20.48 | Good level of agreement on lighting at stops, indicative of positive perception. |
| There should be security cameras at bus stops. | 0.0 | 2.86 | 79.52 | 17.62 | High support for the presence of cameras, evidence of the need for surveillance. |
| Current shutdowns do not offer sufficient protection against incidents. (reverse) | 0.0 | 3.1 | 79.05 | 17.86 | Most agree that current protection is insufficient. |
| I find it useful to receive real-time information on public transport. | 0.0 | 0.95 | 56.43 | 42.62 | High valuation of real-time information, key to the user experience. |
| Smart stops can improve my experience as a user. | 0.0 | 0.24 | 60.71 | 39.05 | Smart stops are seen as significant improvements. |
| I am interested in the stops having free Wi-Fi. | 0.0 | 0.0 | 57.62 | 42.38 | Free Wi-Fi is highly rated; it shows expectations of connectivity. |
| I think it is important that the stops are accessible to people with disabilities. | 0.0 | 0.48 | 56.43 | 43.1 | Strong consensus on the importance of accessibility. |
| I plan my trips on mobile apps linked to public transport. | 0.0 | 0.24 | 50.0 | 49.76 | Regular App Usage shows an active digital profile between users. |
| I am willing to use public transport more if smart stops are implemented. | 0.0 | 0.24 | 48.1 | 51.67 | Willingness to increase the use of transport if improvements are implemented. |
| Smart stops can help reduce road congestion. | 0.0 | 0.24 | 52.14 | 47.62 | Favorable opinion on the positive impact on urban mobility. |
| I believe that investment in technology for public transport is necessary. | 0.0 | 0.0 | 53.33 | 46.67 | Strong agreement on the need for technological investment in transport. |
Table 4.
Validation of the Cronbach’s alpha coefficient instrument.
| Thematic Section | Items Included | Cronbach’s Alpha (α) | Interpretation |
|---|---|---|---|
| Perception of security | P1–P4 | 0.780 | Good internal consistency |
| Technology and accessibility | P5–P8 | 0.819 | Very good internal consistency |
| Attitude and behavior towards innovation | P9–P12 | 0.771 | Good internal consistency |
Table 5.
Compliance and observations at public transport stops.
| Item Observed | Yes | No | Total | Remarks |
|---|---|---|---|---|
| Visible and clear signage | 32 | 108 | 140 | Several stops without a vertical signal, especially on the periphery |
| Adequate lighting | 12 | 128 | 140 | Poor lighting at most stops far from the center |
| Seat Presence | 26 | 114 | 140 | Some seats in poor condition or vandalized |
| Protective roof | 14 | 126 | 140 | Roofing absents in more than 60% of the stops |
| Accessibility for people with disabilities | 5 | 135 | 140 | Total absence of ramps and special accesses |
| Information on routes and schedules | 8 | 132 | 140 | Posters with torn or illegible information |
| Cleaning conditions | 30 | 110 | 140 | Insufficient garbage dumps and accumulation at peak hours |
| Security (police presence or cameras) | 4 | 136 | 140 | No security personnel or electronic devices were observed |
| Enough space for users | 29 | 111 | 140 | Reduced space in high-traffic areas |
| Weather protection | 10 | 130 | 140 | No adequate protection from rain or sun |
Table 6.
Deep Interpretation of Descriptive Findings.
| Question | Analysis of the Findings | Relationship with Field Observations |
|---|---|---|
| I feel safe waiting for the bus in my area. | Most respondents feel safe, but the conditions observed in the field do not match the perception. | Insufficient lighting and lack of protection at several stops negatively affect the perception of safety. |
| The bus stops are well lit at night. | Although there is agreement on the perception of good lighting, observations show a lack of adequate lighting in peripheral areas. | Less than 10% of stops in peripheral areas have adequate lighting. |
| Current shutdowns do not offer sufficient protection against incidents. | The high percentage of affirmative responses suggests that users perceive the lack of protective measures as a major problem. | Most of the stops do not have adequate protective elements, such as roofs or police presence. |
| I’m interested in stops having free Wi-Fi. | There is a strong interest in connectivity, suggesting that users are looking to improve their experience at stops. | The lack of technological infrastructure at the stops makes the implementation of free Wi-Fi a necessity. |
| Smart stops can improve my experience as a user. | Most agree that smart stops would improve the experience, especially with real-time information. | The observations indicate that the stops lack adequate information and technological elements. |
Table 7.
Extended comparative table of studies and Riobamba proposal.
| Reference | Objective of the Study | Methodology | Main Findings | Relationship to the Current Study |
|---|---|---|---|---|
| López, García et al. (2020) [18] | Analyze standards and challenges in the implementation of universal accessibility in public transport. | Review of international regulations and standards; Case Analysis. | There are clear standards, but economic and management barriers limit their implementation. | It provides a normative basis for the accessible design adopted in Riobamba. |
| Kriukelyte et al., 2024 [19] | Evaluate the quality and accessibility of bus stops in urban environments. | Field evaluation with accessibility and quality indicators. | The stops have deficiencies in physical accessibility and quality of services. | It provides indicators to assess the accessibility of stops before the redesign. |
| Bouhouras E et al., 2022 [20] | To design efficient and comfortable public transport systems for the user. | System design analysis and optimization models. | It is possible to simultaneously improve operational efficiency and user comfort. | It supports the comfort and efficiency approach of the smart stop model. |
| Rosa et al., 2020 [21] | To analyze the impact of infrastructure improvements on the perception of safety in public transport. | User surveys and statistical analysis of security perceptions. | Improvements in infrastructure reduce the perception of insecurity and encourage the use of transportation. | It reinforces the importance of infrastructure in users’ perception of safety. |
| Hsiao et al., 2023 [22] | Assess the impact of real-time information systems on the use of public transport. | Pilot implementation of digital information systems and analysis of variations in use. | Real-time information systems increase satisfaction and reduce perceived wait time. | They support the inclusion of real-time information screens in the Riobamba model. |
| Liao et al., 2011 [23] | To analyze the use of intelligent video surveillance systems to improve security in transport nodes. | Development and installation of video surveillance systems with AI in terminals and stops, with evaluation of results. | Smart video surveillance reduces incidents and improves users’ perception of security. | They justify the implementation of video surveillance in the proposed smart stops. |
| Andrade et al., 2024 [24] | Propose signage and urban orientation strategies to promote inclusive mobility. | Field study and usability analysis of different urban signage formats. | Adapted signage improves orientation and access for people with reduced mobility or disabilities. | They provide criteria to improve signage at new stops, guaranteeing accessibility. |
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MDPI and ACS Style
Rivera-Coloma, R.; Cajas-Cajas, V.; Llamuca-Llamuca, J.; Oleas-Lara, C. The Impact of Smart Stops on the Accessibility and Safety of Public Transport Users. Future Transp. 2025, 5, 131. https://doi.org/10.3390/futuretransp5040131
AMA Style
Rivera-Coloma R, Cajas-Cajas V, Llamuca-Llamuca J, Oleas-Lara C. The Impact of Smart Stops on the Accessibility and Safety of Public Transport Users. Future Transportation. 2025; 5(4):131. https://doi.org/10.3390/futuretransp5040131
Chicago/Turabian StyleRivera-Coloma, Ronald, Viviana Cajas-Cajas, José Llamuca-Llamuca, and Carlos Oleas-Lara. 2025. "The Impact of Smart Stops on the Accessibility and Safety of Public Transport Users" Future Transportation 5, no. 4: 131. https://doi.org/10.3390/futuretransp5040131
APA StyleRivera-Coloma, R., Cajas-Cajas, V., Llamuca-Llamuca, J., & Oleas-Lara, C. (2025). The Impact of Smart Stops on the Accessibility and Safety of Public Transport Users. Future Transportation, 5(4), 131. https://doi.org/10.3390/futuretransp5040131
