## 4 Conclusions  
This study presents a detailed study of B and RF-EMF strength measurements within public electric buses, considering different routes and user densities under realistic conditions. For the E1 route, variations in B were observed along the route, influenced by factors such as the bus location, road slope, and passenger load. An increased passenger density and positive road slope resulted in higher B values inside the electric bus, with additional increases observed during braking due to the reverse brake current. The RF-EMF measurements revealed variations along the route, with the highest recorded value reaching 6 V/m in certain areas, particularly in densely populated regions. For the E4 route, a decrease in both the magnetic field intensity and RF-EMF values was observed compared to the E1 route, attributed to the E4 route's straighter trajectory and shorter acceleration and braking times. Despite lower values, RF-EMF measurements still indicated potential exposure in certain areas, particularly in the city center with a dense base station presence. The results of the RF-EMF measurements indicate a significant impact on user densities within the bus, with the increase in E-field exposure levels being more intensified for high-density cases. Exposure to RF-EMF inside the electric bus was found to originate from outdoor radiocommunication systems such as base stations. Band-selective RF-EMF measurements identified the downlink bands of base stations as the primary contributors to RF-EMF exposure in 11 measurements, while the uplink bands of base stations were the primary contributors in one measurement. In the total RF-EMF measurements, the recorded values ranged from 0.124 V/m to 6.01 V/m, with average values ranging from 0.341 V/m to 0.6273 V/m. These measurements show RF-EMF strength levels (0.3418 V/m to 0.6273 V/m) that are far below the minimum limits (28 V/m for 80 MHz to 6 GHz) established by the ICNIRP standard, representing only 1.22% to 2.24% of these limits. The recorded B values ranged from 0.1360 uT \begin{table}
\begin{tabular}{c c c c c c c c} \hline \hline
**Bus Route** & **Location** & **Parameters** & **Normal** & **GEV** & **Lognormal** & **T-Location Scale** & **Weibull** & **Loglogistic** \\ \hline E1 & L1 & \(p\)-value & 0.7953 & 0.7505 & 0.7465 & 0.7641 & 0.8173 & 0.6384 \\ \hline E1 & L1 & critical value & 0.4508 & 0.4944 & 0.4982 & 0.4811 & 0.4295 & 0.5610 \\ \hline E1 & L2 & \(p\)-value & 0.3593 & 0.9956 & 0.9579 & 0.7972 & 0.4473 & 0.9846 \\ \hline E1 & L2 & critical value & 0.9940 & 0.1768 & 0.2709 & 0.4490 & 0.8461 & 0.2184 \\ \hline E1 & L3 & \(p\)-value & 0.8173 & 0.8355 & 0.6190 & 0.9925 & 0.7552 & 0.8834 \\ \hline E1 & L3 & critical value & 0.4294 & 0.4116 & 0.6289 & 0.1927 & 0.4898 & 0.3628 \\ \hline E4 & L1 & \(p\)-value & 0.1487 & 0.9913 & 0.5957 & 0.0943 & 0.3091 & 0.6593 \\ \hline E4 & L1 & critical value & 1.6293 & 0.1975 & 0.6548 & 1.9833 & 1.0976 & 0.5858 \\ \hline E4 & L2 & \(p\)-value & 0.3683 & 0.9130 & 0.8293 & 0.5198 & 0.4348 & 0.8844 \\ \hline E4 & L2 & critical value & 0.9772 & 0.3301 & 0.4177 & 0.7460 & 0.8653 & 0.3617 \\ \hline E4 & L3 & \(p\)-value & 0.0442 & 0.9990 & 0.2625 & 0.2612 & 0.0836 & 0.4977 \\ \hline E4 & L3 & critical value & 2.6063 & 0.1458 & 1.2121 & 1.2155 & 2.0803 & 0.7749 \\ \hline \hline \end{tabular}
\end{table} 
Table 7: Distribution test evaluations for RF-EMF measurements. to 17.1100 \(\upmu\)T, with average values between 0.4086 \(\upmu\)T and 2.4663 \(\upmu\)T. Overall, the average B values remained well below the ICNIRP limit value of 200 \(\upmu\)T for 50 Hz general public exposure, indicating compliance with current EMF legislation. The results of the measurements taken while the buses were being charged indicated elevated B values near the pantograph, both inside and outside the buses, highlighting potential exposure during charging processes.