## 3 Results  
### Multiple Correspondence Analysis  
As indicated, due to the exploratory nature of this study, a comprehensive two-dimension MCA was performed to determine the existence or not of a significant correlation between the variables involved, especially among some of the public bus operating variables and the percentage of users recovered by bus lines in 2022 as compared to 2019. The discretization and coding of the variables are shown in Table 3.  
Results for both inertia and Cronbach's alpha confirm that the two-dimension MCA analysis is robust enough for the purpose of this study, considering its limitations, since data come exclusively from a medium-sized urban transport system (Table 4). \begin{table}
\begin{tabular}{l c c c c c c c c c c} \hline \hline \multirow{2}{*}{**Line**} & \multicolumn{2}{c}{**\% Vehicle**} & \multicolumn{2}{c}{**Service Variables**} & \multicolumn{2}{c}{**\% Users**} \\  & **Occupancy** & **2022** & **Frequency** & **Suburban** & **Intermodality** & **Nodality** & **Length** & **Circular** & **(2019)** & **Users** & **(2022)** & **Recovered** \\  & & & & & & & & & & & & \\ L1 & 34\% & 22 & NO & \begin{tabular}{c} YES \\ (Bus/train) \\ \end{tabular} & NO & 7.733 & YES & 144,543 & 92,072 & 64\% \\ L2 & 43\% & 17 & NO & \begin{tabular}{c} YES \\ (Bus/train) \\ \end{tabular} & YES (Hosp) & 11.477 & NO & 800,205 & 551,172 & 69\% \\ L3 & 40\% & 70 & NO & NO & YES (Hosp) & 14.169 & NO & 162,887 & 126,146 & 77\% \\ L4 & 36\% & 70 & YES & NO & \begin{tabular}{c} YES \\ (Hosp-Univ) \\ \end{tabular} & 21.701 & NO & 63,707 & 55,832 & 88\% \\ L5 & 47\% & 15 & NO & NO & YES (Mall) & 10.171 & NO & 625,744 & 498,187 & 80\% \\ L6 & 48\% & 20 & NO & NO & NO & 13.914 & NO & 604,147 & 475,805 & 79\% \\ L7 & 43\% & 20 & NO & NO & NO & 15.450 & NO & 688,768 & 503,525 & 73\% \\ L8 & 42\% & 60 & NO & NO & YES (Mall) & 10.632 & NO & 178,711 & 149,747 & 84\% \\ L11 & 54\% & 18 & YES & NO & YES (Univ) & 18.586 & YES & 755,889 & 474,444 & 77\% \\ L12 & 60\% & 17 & YES & NO & YES (Univ) & 17.133 & YES & 829,895 & 648,966 & 78\% \\ L15 & 19\% & 90 & YES & NO & YES (Univ) & 43.820 & YES & 43,278 & 41,935 & 97\% \\ L18 & 98\% & 16 & YES & NO & YES & 34.155 & NO & 1,362,526 & 1,056,254 & 78\% \\ L19 & 25\% & 30 & YES & \begin{tabular}{c} YES \\ (Bus/train) \\ \end{tabular} & YES & \begin{tabular}{c} (Bus/train) \\ \end{tabular} & YES (Univ) & 14.497 & NO & 148,100 & 156,700 & 106\% \\ L20 & 67\% & 30 & YES & NO & NO & 38.926 & NO & 531,709 & 478,027 & 90\% \\ L30 & 48\% & 35 & YES & \
\begin{tabular}{c} YES \\ (Bus/train) \\ \end{tabular} & NO & 38.024 & NO & 398,304 & 336,617 & 85\% \\ L31 & 33\% & 70 & YES &
\begin{tabular}{c} YES \\ (Bus/train) \\ \end{tabular} & NO & 34.485 & NO & 72,170 & 59,674 & 83\% \\ \hline \hline \end{tabular}
\end{table} 
Table 2: Service variables of urban public transport in the city of Almeria. As can be observed, the inertia values and Cronbach's alpha above 0.80 show a good fitting of the variables and categories. The discrimination values for the two dimensions and all the variables considered in this study are indicated in Table 5. \begin{table}
\begin{tabular}{l c c c} \hline \hline \multirow{2}{*}{**Dimension**} & \multirow{2}{*}{**Cronbach’s Alpha**} & \multicolumn{2}{c}{**Variance Accounted for**} \\ \cline{3-4}  & & **Total (Singular Value)** & **Inertia \% Proportion of Inertia** \\ \hline
1 & 0.839 & 3.756 & 0.469 & 46.947 \\
2 & 0.790 & 3.243 & 0.405 & 40.535 \\ Total & & 6.999 & 0.875 & \\ Mean & 0.816 & 3.499 & 0.437 & 43.741 \\ \hline \hline \end{tabular}
\end{table} 
Table 4: MCA output.