Last Mile Connectivity Research Articles

Heterogeneity based Mode Choice Behaviour for Introduction of Sustainable Intermediate Public Transport (IPT) Modes

Intermediate public transport (IPT) supplements the public transport system by providing first and last-mile connectivity to commuters. A feeder service based on sustainable intermediate public transportation can be made attractive by improving its mobility, accessibility, convenience, and comfort for its users. Sustainable IPT modes have a lower impact on the environment and can cater to the current and future needs of transportation. In this study, commuters' choice responses were collected using a stated preference survey instrument, and the database was analyzed using a Random Parameter Logit (RPL) model. Face-to-face interviews were conducted with respondents who were approached at random. A different combination of values from the levels of attributes was used to create choice scenarios for each IPT mode. Different types of IPT modes were identified in the study act as feeder services, which was used to find their utility functions using a random parameter logit model. The random parameter logit model with heterogeneity was used to evaluate the impacts of different socioeconomic and trip features on mean estimations. The utility function was used to find willingness to pay (WTP) for different attributes of an IPT mode to assess the relative value of these attributes. It was observed that WTP values also varied between different levels, which were based on their "monthly income level", "trip purpose", and "fare". "High income level" commuters have a higher WTP for travel time, frequency, and comfort improvements. On the other hand, the "work trip" and "high travel fare" levels of commuters have higher WTP for travel time, frequency, and safety improvements. According to the findings of the study, sustainable IPT modes with high quality of service are recommended because of commuters' willingness to pay for improved safety and comfort. The results so obtained can also be used for a better understanding of the travel behaviour analysis of various IPT modes. Doi: 10.28991/CEJ-2022-08-03-09 Full Text: PDF

Timed Loops for Distributed Storage in Wireless Networks

IoT deployments that have limited memories lack sustained computation power and have limited connectivity to the Internet due to intermittent last-mile connectivity, particularly in rural and remote locations. For maintaining congestion-free operations, most of the collected data from these networks are discarded, instead of being transmitted remotely for further processing. In this article, we propose the paradigm Timed Loop Storage to distribute the data and use the underutilized bandwidth of local network links for sequentially queuing packets of computational data that are being operated on in parts in one of the IoT nodes. While the sequenced packets are executed sequentially on the target IoT device, the remaining packets, which are currently not being operated on, distribute and keep looping over the network links until they are required for processing. A time-synchronized packet deflection mechanism on each node handles data transfer and looping of individual packets. In our implementation, although we observe that the proposed approach requires data rates of 6 Mbps, it incurs only 45 Kb usage of primary storage systems even for sizeable data, ensuring scalability of the connected IoT devices' temporary storage capabilities, thereby making it useful for real-life applications.

Free-space optical channel performance under atmospheric losses using orthogonal frequency division multiplexing

<span>Free space optics (FSO) is a fast-growing technology that outperforms fiber optics in communication network infrastructure without spectrum licensing. The goal of this work is to evaluate the performance of the FSO communication system using direct detection 4-quadrature amplitude modulation (4-QAM) and 4-phase shift keying (4-PSK) with orthogonal frequency division multiplexing (OFDM) scheme. Simulating a direct detection OFDM-FSO system and comparing constellation diagrams, electrical power, and optical power have been used to conduct the analysis. The model is validated using a constellation diagram of received signals for various FSO channel ranges and weather conditions. According to simulation results, the OFDM-FSO architecture combined with the 4-QAM modulation technique produces the most efficient output with the least amount of power consumption for data rates up to 10 Gb/s and FSO channel ranges of up to <br /> 3 km for clear air, 1.7 km, and 1.3 km for thin and thick fog, and 0.7 km for heavy fog. This investigation can enhance the current fiber optic network's structure connected with the FSO system to provide last-mile connectivity in 5G modules.</span>

Can the WiMAX IEEE 802.16 Standard Be Used to Resolve Last-Mile Connectivity Issues in Botswana?

Some of the advantages of using Worldwide Interoperability Microwave Access (WiMAX) technology at the last-mile level as an access technology include an extensive range of 50 km Line of Sight (LOS), 5 to 15 km Non-Line of Sight, and fewer infrastructure installations compared to other wireless broadband access technologies. Despite positive investments in ICT fiber infrastructure by developing countries, including Botswana, servicing end-users is subjected to high prices and service disparities. The alternative, the Wi-Fi hotspot initiative by the Botswana government, falls short as a solution for last-mile connectivity and access. This study used OPNET simulation Modeler 14.5 to investigate whether Botswana’s national broadband project could adopt WiMAX IEEE 802.16e as an access technology. Therefore, using the experimental method, the simulation evaluated the WiMAX IEEE 802.16e/m over three subscriber locations in Botswana. The results obtained indicate that the deployment of the WiMAX IEEE 802.16e standard can solve most of the deployment issues and access at the last-mile level. Although the findings suggest that WiMAX IEEE 802.16e is more suitable for high-density areas, it could also solve rural areas’ infrastructure development challenges and provide the required high-speed connectivity access. However, unlike the Wi-Fi initiative, which requires more infrastructure deployment and relies less on institutional and regulatory frameworks, the deployment of WiMAX IEEE 802.16e necessitates institutional and regulatory standards.

Rural microgrids – ‘Tragedy of commons’ or ‘community collective action’

ABSTRACT Providing universal electricity access is India’s national priority and part of its global commitment to sustainable development. India has an increasing urban-rural gap in electricity consumption. Microgrids can evolve as a viable solution, especially for last-mile connectivity in rural areas. Through a field survey, this paper evaluates the functioning and governance of solar microgrid projects in eight villages of Komna Block in the eastern province of India. These projects were hailed for their holistic implementation with a significant portion of the budget invested in governance aspects. However, the field survey showed that most of these projects were dysfunctional and had suffered from the ‘tragedy of commons’, where people over-exploit a common resource leading to its collapse. One of the projects, which was functional, reflected ‘community collective action’, where people cooperate to manage the system. An analysis of these projects revealed that, for the sustainability of microgrids, it is imperative to acknowledge energy aspirations of rural households, to develop the capacity of the local youth for microgrid maintenance, to have a governance based on the common-pool resource theory, and to have complementarity with the main grid. The study also examined the inconsistencies in the definition of microgrids and proposed a forward-looking definition for the global south.

Understanding micro-mobility usage patterns: a preliminary comparison between dockless bike sharing and e-scooters in the city of Turin (Italy)

Urban areas around the world are experiencing a sharp growth of shared micro-mobility services mainly because of the introduction of shared dockless bikes and, more recently, of e-scooters. Besides understanding who uses these services and why, more studies are needed to understand when and where these services are used and whether their usage patterns differ. This study aims to expand the current state of knowledge about the usage of micro-mobility services by comparing the spatiotemporal usage patterns of a dockless bike sharing (BS) service and an e-scooter service both operating in the city of Turin (Italy). Both visual and statistical approaches are used to analyze and contrast the temporal usage patterns of such services. Usage hotspots are detected by using spatial analysis and contextualized by considering the land use destination.Results indicate that both micro-mobility services are used to perform short trips, which are mainly occurring on weekdays in the afternoon. Usage peaks suggest that both services primarily fulfill the demand for non-commute related travel, in line with previous studies in other countries. Nevertheless, morning usage peaks of dockless BS service show that the service might also be used for commuting trips to and from university. Usage hotspot detected near to a university district only during weekdays supports this finding. On the other hand, e-scooter trips are mainly concentrated in the city center and in proximity of railway and metro stations, suggesting that, among other purposes, the service is used as a first and last-mile connection to public transport.

What's the 'Big' Deal with Shared Micromobility? Evolution, Curb Policy, and Potential Developments in North America

Shared micromobility – or short-term access to shared bikes and scooters – provides a flexible alternative for households living in urban areas, individuals seeking first- and last-mile connections to public transportation, and those without access to a private vehicle trying to reach jobs and essential services. In this paper, the authors discuss the history, growth, and evolution of bike and scooter sharing in North America; summarize the demographics and impacts of shared micromobility; and explore shared micromobility policies and practices for managing devices and operations such as: device caps, service area limitations, designated parking areas, fees, equipment/operational requirements, and enforcement. In the future, enhancements in device automation, battery range, charging times, and weight are likely to contribute to the evolution and development of additional devices and service models, which could allow improved range and e-hail for shared micromobility devices.

Shared automated vehicle fleet operations for first-mile last-mile transit connections with dynamic pooling

Shared automated vehicles (SAVs) have the potential to promote transit ridership by providing efficient first-mile last-mile (FMLM) connections through reduced operational costs to fleet providers and lower out-of-pocket costs to riders. To help plan for a future of integrated mobility, this paper investigates the impacts of SAVs serving FMLM connections, as a mode that provides flexibility in access/egress decisions and is well coordinated with train station schedules. To achieve this objective, a novel dynamic pooling algorithm was introduced to match SAVs with riders while coordinating the riders' arrival times at the light-rail station to a known train schedule. Microsimulations of SAVs and travelers throughout two central Austin neighborhoods show how larger service areas, higher levels of SAV demand, and longer arrival times between successive trains require larger SAV fleet sizes and higher SAV utilization rates to deliver close traveler wait times. Four-person SAVs appear to perform similar to 6-seat SAVs but will cost less to provide. Using a dynamic pooling algorithm tightly coordinated with train arrivals (every 15 min) delivers 87% of travelers to their stations in time to catch the next train, while uncoordinated assignments deliver just 58% of travelers in time.

Restructuring intimacies during COVID-19: Women in Community Networks

abstract As a concept, intimacy has been a powerful way of understanding how the ongoing pandemic has affected gender relations, expression and access. The pandemic’s effects on women have been disproportionately adverse, with social distancing, intermittent lockdowns and travel restrictions that have changed the socialisation scenario, impacting relationships. Women’s expression and connections are increasingly mediated through technology which is shaped by gendered dynamics of access and availability. Community networks (CNs) and community radio stations (CRs) have been central to ensuring last-mile connectivity through the use of frugal technologies. This has been an effective source of information dissemination, especially over the course of the pandemic. Through qualitative data from CRs in India, we show that care work and intimacy are strong elements of communications as mediated by CNs and CRs. Against the backdrop of gendered care work, we explore the conceptual depth that different aspects of intimacies and intimate economies offer to understand communications as mediated through CNs and CRs over the course of the pandemic, at the levels of personal expression, interpersonal communications and community conversations. We seek to understand how these forms of mediating technologies play a role in furthering, challenging and reimagining our understanding of intimacies as a concept.

Transit-Oriented Development in Doha: The Case of the Al Sadd Neighborhood and Hamad Hospital Metro Station

Over the last two decades, transit-oriented development (TOD) has been widely implemented as an integrated strategy to enhance urban livability. Doha, the capital of the State of Qatar, has faced urban challenges such as excessive reliance on private vehicles, absence of a well-established public transportation system, and issues with integration of last-mile connectivity. This research study explores Al Sadd, a mixed-use neighborhood in Doha, in order to investigate key factors to be addressed for enhancing urban livability within this neighborhood. These factors were analyzed through a combination of qualitative and quantitative methods incorporating: (1) a literature review focusing on sustainability, smart growth, and transit-oriented development; (2) data collection and analysis utilizing oral and visual data from the Qatari Ministry of Municipality and Environment (MME), Qatar Rail, and private engineering and consulting companies; and (3) analytical and applied study through site analysis, observation, photographs, and field notes. A regeneration master plan for the study area proposes the creation of avenues for urban interaction through the introduction of community open spaces, pedestrian-friendly streets, and other measures promoting city compactness. The outcome of this research study illustrates how the enactment of a TOD model can lead to smart growth and eco-friendly urban living by emphasizing TOD principles which promote a pedestrian-oriented neighborhood.

Shared autonomous vehicles implementation for the first and last-mile services

Many studies have been conducted on the feasibility of shared autonomous vehicles to solve the first-mile and last-mile (FMLM) connectivity problem of public transport (PT). Numerous implementation strategies mainly focused on the operational strategies, with little attention being paid to formulate the optimum strategy of SAV coupled with PT. Thus, this research develops a multimodal SAV implementation that couples with PT by considering the travelers' mode choice preferences and evaluating the integration of SAVs with PT in improving overall transport network performance and PT ridership. The simulation of SAVs was conducted on the road network of Kuala Lumpur during the morning peak hour. Results indicated that SAVs' implementation that coupled with PT increased the PT usage by 3% and reduced personal vehicle kilometers traveled (VKT) by 6%, which may potentially solve the FMLM connectivity and reduce traffic congestion. Simulation through modification of SAV's waiting time, the operation cost of a personal vehicle, and riding cost for SAV were also conducted for a more comprehensive analysis. Results showed that when SAV’s passenger waiting time decreases, the passenger trips for SAVs increase, together with passenger trips for PT. However, when an extreme case was considered, that was a 20% decrease in the SAV's waiting time; a massive increase in passenger trips for SAVs with reduced PT ridership was observed. This potentially contributed to traffic congestion. As such, the results signified without proper planning of SAV-PT integration could worsen existing traffic network's performance.

Analyzing the Effect of Autonomous Ridehailing on Transit Ridership: Competitor or Desirable First-/Last-Mile Connection?

Ridehailing services (e.g., Uber or Lyft) may serve as a substitute or a complement—or some combination thereof—to transit. Automation as an emerging technology is expected to further complicate the current complex relationship between transit and ridehailing. This paper aims to explore how US commuters’ stated willingness to ride transit is influenced by the price of ridehailing services and whether the service is provided by an autonomous vehicle. To that end, a stated preference survey was launched around the US to ask 1,500 commuters how they would choose their commute mode from among choices including their current mode and other conventional modes as well as asking them to choose between their current mode and an autonomous mode. Using a joint stated and revealed preference dataset, a mixed logit model was developed and analyzed. The results show that ridehailing per se might not be a significant competitor to transit, especially if it is integrated with transit as a first-/last-mile service. The total share of transit (transit-only riders plus those who use transit in connection with first-/last-mile ridehailing) remains substantially flat as set against conventional ridehailing services, even if ridehailing fares decrease. On the other hand, when the ridehailing price is significantly reduced by automation, our analysis suggests a decline in total transit ridership and an increase in ridehailing, especially for solo ridehailing. Also, it was found that autonomous pooled ridehailing might not be as appealing to commuters as autonomous solo ridehailing.

Analysing acceptability of E-rickshaw as a public transport innovation in Delhi: A responsible innovation perspective

The Electrical (E)-rickshaw as of the many emerging technologies for e-mobility has witness critical and challenging issues like sustainability, accountability and responsibility while it becomes one of the new transportation means in India. The responsible innovation approach is interesting to analyse for acceptance and adoption of E-rickshaw as a legal vehicle technology for India. Paper also addresses whether the case of E-rickshaw as a component of the public transport in Delhi can be a responsible innovation. The interviews, focused group discussions, non-participant observations, and survey methods used to trace deliberation and participation processes for the emerging innovation. The findings suggest that reliability, safety, ownership, solidarity, competitiveness, affordability, last-mile connectivity, accessibility, happiness, gender equity, non-polluting, employability, social equity, comfortability, healthiness, profitability as universal and culture-specific values are embedded in this innovation. These values make this product socially, economically and environmentally sustainable in the region.

Rural road infrastructure & agricultural production: Evidence from India

A large share of the world’s poor live in remote regions, where high costs associated with limited connectivity constrain economic activity. This paper estimates the effects of improvements in infrastructure under a large rural road-building program on production decisions in agriculture. Remote households that gain access to program roads diversify their crop portfolio, adopt modern agricultural technologies and increase hired-labor use. Supporting evidence suggests that program roads increase the mobility of agricultural workers by integrating village labor markets across space, in turn enabling the adoption of labor-intensive production practices. These findings highlight the importance of last-mile connectivity in remote areas across the developing world.

Social Impact on Hybrid and Retrofitted Three-Wheelers

To boost electric vehicles on Indian roads government brought up a policy that can eliminate personal vehicles in the upcoming decades. With an increase in shared mobility such as metros, monorails, and BRT systems, last-mile connectivity has already acquired the importance of never before. Bicycles and electric three-wheelers can fit this sector. Electrically operated three-wheelers will also gain importance in last-mile goods delivery. Similarly, the Internal Combustion Engine (ICE) based three-wheelers will pass through a phase of retrofitting and use of hybrid energy sources to fulfill economic and technological needs. It is very important to study retrofitting and hybrid three-wheelers in detail to understand how they can fill the gap of transition from ICE based system to a fully electrically operated model. These vehicles will have a social impact on consumers as they are cost-effective vehicles. Innovative, swapping of battery and fuel tank is proposed to address some of the needs in this transition. This paper presents techno-commercial aspects of retrofitted three-wheelers and how to bring an economically viable hybrid version of three-wheelers.

Impacts of Bike Sharing Program on Subway Ridership in New York City

Bike sharing programs have become increasingly popular in many cities. These services allow users to rent bikes for utilitarian and recreational trips in the urban area. Bike sharing has been considered a suitable mode to support the first- and last-mile connectivity problems of fixed-route transit services. Bike sharing has also emerged as a convenient mode for short-distance trips that previously would not have been possible without using public transit or personal bikes. This study investigated the impacts of Citi Bike—a bike sharing program—on the subway ridership in New York City (NYC), using Poisson-Gamma models. Bike sharing trips with destinations within a quarter-mile radius of a subway station were associated with subway ridership increase. A 10% increase in the number of bike trips increased the average daily subway ridership by 2.3%. However, a higher number of bike stations around a subway station decreased the subway ridership in instances where more bike trips originated (as opposed to ended) in the subway station’s service area. The presence of dedicated bike lanes and bike racks attracted more bike users and increased subway ridership. Findings from this study indicate that the development of bike-friendly infrastructure such as activities outlined in the recent NYC Department of Transport (DOT) “Green Wave” program can increase both bike sharing and subway ridership. In addition, policies and initiatives by transportation agencies to better integrate bike sharing programs with the transit system have the potential to increase the attractiveness of bike sharing programs and maximize the subway ridership.

Optimal design of intermodal mobility networks under uncertainty: Connecting micromobility with mobility-on-demand transit

Mobility-on-Demand Transit (MoDT) is a suitable solution for linking packed urban centers to low-demand suburban areas. Meanwhile, micromobility services, including dockless bikesharing and electric scooters, are growing exponentially worldwide, providing a low-cost, low-emission travel mode for short home-based trips. We propose an intermodal network in which travelers use micromobility for the first-/last-mile connections to MoDT. The optimal design of the intermodal network is formulated as a two-stage stochastic program with a revenue-maximization objective. The first stage solves the near-optimal transfer hub locations, and the second stage considers the integrated operations of the micromobility and MoDT vehicle fleet. This work contributes to the MoD literature by addressing how to coordinate the intermodal transfers and improve the utilization of vehicles with uncertain demand. The movements of these vehicles are modeled as an interconnected closed queueing network with time lags. A new starter-follower model captures the rearranged ride-pooling behavior at these selected transfer hubs. We implement this network design method to evaluate the benefit of combining a bikesharing and a MoDT network in New York City. This paper provides a systematic method for designing intermodal mobility networks, laying the foundation for multimodal mobility applications.

User Perception of Paratransit System Characteristics in the Context of Public Transport System

The use of three-wheelers as a Para-transit facility plays a significant role in the public transportation system of developing countries like India. Three-wheelers are found to be more efficient in providing the last-mile connectivity of commuters for shorter trips in small or medium-sized cities, public transportation provides less travel cost, reduces conjunction and it does not fulfil the necessity of overcrowding in peak hours and increased waiting time. In this study how public bus transportation has been influenced due to the Para-transit system has been become aware and an attempt is made to analyze the perspective of commuters for the utility of three-wheelers and public bus transportation. A face to face interview was conducted at selected routes of Hyderabad city through a questionnaire form has filled by the users of three-wheelers and public bus transportation. To understand the mode shift activities, support vector machine (SVM) model is used. Results show that 52% of three-wheeler users will be probably shifted to public bus transportation by providing a better service. It also observed the fare showing a high positive impact and trip length showing a high negative impact on mode selection. Some useful data and recommendations/suggestions have been made to improve the bus transportation system and also useful to the operating companies for policy marketing.

Use of Shared Automated Vehicles for First-Mile Last-Mile Service: Micro-Simulation of Rail-Transit Connections in Austin, Texas

Shared fleets of fully automated vehicles (SAVs) coupled with real-time ride-sharing to and from transit stations are of interest to cities and nations in delivering more sustainable transportation systems. By providing first-mile last-mile (FMLM) connections to key transit stations, SAVs can replace walk-to-transit, drive-to-transit, and drive-only trips. Using the SUMO (Simulation of Urban MObility) toolkit, this paper examines mode splits, wait times, and other system features by micro-simulating two fleets of SAVs providing an FMLM ride-sharing service to 10% of central Austin’s trip-makers near five light-rail transit stations. These trips either start or end within two geofenced areas (called automated mobility districts [AMDs]), and travel time and wait time feedbacks affect mode choices. With rail service headways of 15 min, and 15 SAVs serving FMLM connections to and from each AMD, simulations predict that 3.7% of the person-trip-making will shift from driving alone to transit use in a 3 mi × 6 mi central Austin area. During a 3-h morning peak, 30 SAVs serve about 10 person-trips each (to or from the stations), with 3.4 min average wait time for SAVs, and an average vehicle occupancy of 0.74 persons (per SAV mile-traveled), as a result of empty SAV driving between riders. Sensitivity analysis of transit headways (from 5 to 20 min) and fleet sizes (from 5 to 20 vehicles in each AMD) shows an increase in FMLM mode share with more frequent transit service and larger fleet size, but total travel time served as the biggest determinant in trip-makers’ mode share.

Yulu: Moving Towards a Sustainable Future

The rapidly rising rate of urbanization, which is closely linked to economic growth, has exposed the world to several challenges such as inequality, environmental degradation, traffic congestion, infrastructural concerns and social conflicts. Therefore, urban sustainability has emerged as one of the most debatable discussions across the world. The existing network of transportation can no longer keep up with the growing demand in metropolitan cities. Short distance travel has become an unresolved issue for daily commuters. The case presents how MMVs have emerged as an alternative mode of transport for resolving issues of daily commuters regarding the first-mile connectivity, last-mile connectivity and short distance travel to reach their final destination. MMVs are basically light-weight vehicles which occupy less space on road. These vehicles include bicycles, e-bikes, skateboards, hoverboards and other battery-operated vehicles. The case narrates the journey of Yulu, a dockless bike-sharing venture which promoted the concept of green consumerism among the daily commuters at affordable rates. The venture initially started in the IT city of Bangalore and later expanded its operations to other cities such as Pune, Navi Mumbai, Gurugram and Bhubaneswar. The speciality of this venture is that it offers a sustainable solution to ever-increasing problems of traffic congestion and aggravating air pollution issues in metropolitan cities. Dilemma: How to offer a sustainable solution to the ever-increasing problem of traffic congestion and aggravating air pollution due to rising vehicular traffic? How to make short distance travel affordable and more convenient for daily commuters? Theory: Three pillars of sustainable development. Type of Case: Problem solving applied case. Protagonist: Present. Discussion and Case Questions: What strategies should be employed by the start-up to make it a more popular form of commute? How can the increasing rate of damage to the vehicles be brought down? How does organization structure and cluster management practices of Yulu help it to become more sustainable? How can the regulatory bodies and government promote and adopt such start-ups in their urban planning projects?