## 3 Magnetic and RF-EMF Measurement Results
### Measurement Results for E1 Route  
For the E1 route, Figure 8 illustrates the variation in B and RF-EMF values measured at the driver's position during the morning hours (L1_n) along the route over 56 min. As depicted in Figure 8a, there are instances of sudden changes in B measurements. Variations in B were observed along the electric bus route, influenced by factors such as the bus's location on the route, road slope, and passenger load. The B level in the electric bus measurements increases during specific operational phases, including acceleration, braking, descending a slope, and ascending a hill. An increase in the number of passengers and a positive road slope draw more current from the power line, resulting in higher B values inside the electric bus. Additionally, during braking, the B value inside the bus was  
Figure 8: Results of (**a**) B and (**b**) RF-EMF measurements taken in the morning in the driver’s area on the E1 route. more than that during normal travel, attributed to the reverse brake current. These abrupt changes can be attributed to specific operational phases, including acceleration, braking, descending a hill, and ascending a hill, which increase the magnetic field level in electric bus measurements. Higher magnetic field levels were observed during the acceleration and deceleration phases, primarily attributed to traction motor operation. Similarly, electric field levels were elevated near power conversion systems, such as inverters and battery packs. A statistical analysis revealed that passenger seating locations closer to the bus's rear and sides experienced higher EMF exposure levels than those seated in the front section. The highest recorded B during the measurement period (L1_n) was 10.1500 uT, with an average value of 0.4770 uT. Upon analyzing the RF-EMF measurement results, variations along the route are observed. The highest recorded RF-EMF value is 2.1465 V/m, with an average value of 0.4910 V/m. The measurement results were mapped and visualized, as depicted in Figure 9. In Figure 9a, areas with elevated B values correspond to the bus stops where the buses commence and conclude their journeys. Likewise, areas with heightened RF-EMF values indicate the presence of multiple base station locations. During the journey, the band-selective EMF results are given in Figure 10a and the box plot for each index is given in Figure 10b. In Figure 10b, the red line indicates the median value, while the green diamond and the blue circle indicate the average and the outlier value, respectively. As can be seen from Figure 10a, bands 6 (B28), 7 (LTE 800), 10 (GSM + UMTS 900), 12 (GSM 1800), 15 (UMTS 2100), and 19 (LTE 2600) have the highest contributions to the total RF-EMF value. This exposure behavior is explained by the EMF exposure caused by the base station downlink bands. The contributions of these bands to the RF-EMF measurements are given as a pie chart in Figure 11. As can be seen from the figure, the band with the highest contribution to RF-EMF is band 10, with 28.5%. The next highest contribution is for band 15 with 26.5%. The box plot of the measurements made at the three locations and during the morning/nighttime hours for E1 is given in Figure 12. In Figure 12, the red line indicates the median value, while the green diamond and the blue circle indicate the average and the outlier value, respectively. Statistical evaluations of these measurements are presented in Table 3. When evaluating both Figure 12 and Table 3 concurrently, it becomes apparent that the B values recorded during the morning and evening periods are comparable. The highest B values were observed at the center of the bus, while the lowest values were recorded in the driver's area. Specifically, the highest B of 14.140 uT was measured at position L2 during the evening hours (L2_n). The average B in the driver's area was 0.477 uT in the morning and 0.4519 uT in the evening, showing minimal variance.