Berlin and Hamburg, both in Germany, would like a word.

These concepts have been popping up in the last few years all over the world.

The Shanghai example is special because it uses actual busses, and actual stops.

Now, demand calculation in the west is easy: Students always go from where they live to the school they are being schooled at in the morning, and return either at around 1pm or around 4pm. You don't need a fancy system to put those lines on the map: check when school ends, add 15 minutes, then have busses drive to major population centres (with smaller villages being served similarly when the bus arrives).

The elderly want to go to and from doctors, and to supermarkets. That, too, is easily manageable in the 'students at school' ofttime and follows similar patterns.

Workers are similar, especially for large workplaces. Smaller workplaces - now it gets interesting, especially when there is some movement between workers and places of business (and, as a third aspect, time).

In Shanghai, that only is possible because you have a large overlap between

1. people who ride public transit and 2. are tech-savvy enough to use the demand-calculating system. Also 3. as you are essentially making schedules to plan around obsolete, you need to provide enough service that people aren't surprise-lost in the city because the route changed randomly.

Where I live, public transit is used by students and the elderly (who don't do 'internet things' and pay for their ticket in cash, with the driver. The essential young-adult to middle-aged population doesn't use public transit, because it is too slow, too expensive, and too inflexible for their work schedules. Good luck getting the critical mass of data to design bus routes there.