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To assess how advances in technology are changing the market prospects for paratransit, particularly DRT services.

To review recent developments in technology-enabled paratransit service through their impact on the supply curve for local transportation.

Some technology-enabled paratransit services, notably one-way car sharing and shared ride services offered by transportation network companies (TNCs), have been successful in generating significant usage within the past 24 months in Europe as well as the United States. At the same time, the introduction of technological advances in a comprehensive technology platform used for general public DRT services in Denver has not resulted in a ridership response of a large magnitude. Similarly, technology-enabled micro-transit services have had difficulty attracting sustainable levels of ridership. This suggests only some packages of technological innovations are able to shift the transportation supply curve. The key appears to be the development of a comprehensive technology platform which makes the new service simple and convenient to engage, use, and pay for; it is also highly advantageous if the service is less costly to the end user than existing alternatives.

Technology-enabled improvements of paratransit/DRT services are feasible and increasingly available, but the evidence shows that only when the use of technology significantly shifts the supply curve for local transportation that major impacts occur.

To provide concrete evidence as to the circumstances in which technology can make a significant impact on paratransit’s market prospects, but also identifies some of the limits to technology being able to create such impacts.

Logistics play a vital role in today's economy. As the critical component in the supply chain, logistics is a sector able to be translated as a competitive weapon to the businesses and the nation. Malaysia is a developing country which, laid in the middle of the trade route between west and east, constantly eyes the opportunity to exploit the logistics sector as a platform to bring out its domestic products to the international market and to bring in investment from the global players. Good transport infrastructure and conducive business environment are the ingredients for positioning Malaysia as a hub of logistics activities at the regional and global level. One of the initiatives to achieve the objective is the commencement of Digital Free Trade Zone as a regional e-commerce e-fulfillment hub and drive export of Malaysian SME via e-commerce. As the government is looking toward shifting manufacturing approaches from labor-intensive to capital-intensive strategy, the container ports and airports are equipped with the state-of-the-art technology to ensure efficient movement of cargoes and passenger at the terminal. The progress of logistics and transport activities in Malaysia, coupled with recent development in the commercial and business-related projects, maybe becoming the most important reasons why the foreign investor should consider investing in Malaysia.

The size of the population classified as people with disabilities or older adults is increasing globally. The World Health Organization estimates that the average prevalence of disability is around 18% among adults age 18 and older. People with disabilities and older adults have lower levels of physical activity and experience significant barriers to walking in local neighbourhoods. A new perspective is needed that views disability in the context of the built environment and across the lifespan. The purpose of this chapter is to examine walking as an activity that is inclusive of any age, ability or assistive device used for mobility. Through a literature review, we illustrate the complex relationship that exists between individuals with disabilities/older adults and the built environment. We describe environmental and social factors, which have been found to be associated with walking among people with disabilities and older adults as well as factors perceived to be barriers to walking. Factors cited in the literature include aspects that fall into the environmental domains of the International Classification of Functioning. We conclude by highlighting key factors needed for planning supportive walking environments for people with disabilities and older adults. Recommendations include the use of walking audits to gain information on detailed aspects of the built environment, developing inclusive walking initiatives, including people with disabilities and older adults in the planning process and planning for maintenance.

To provide insight into the role and design of delivery services to address CO₂, NO _x , and PM₁₀ emissions from passenger travel.

A simulated North American data sample is served with three transportation structures: last-mile personal vehicles, local-depot-based truck delivery, and regional-warehouse-based truck delivery. CO₂, NO _x , and PM₁₀ emissions are modeled using values from the US EPA’s MOVES model and are added to an ArcGIS optimization scheme.

Local-depot-based truck delivery requires the lowest amount of vehicle miles traveled (VMT), and last-mile passenger travel generates the lowest levels of CO₂, NO _x , and PM₁₀. While last-mile passenger travel requires the highest amount of VMT, the efficiency gains of the delivery services are not large enough to offset the higher pollution rate of the delivery vehicle as compared to personal vehicles.

This research illustrates the clear role delivery structure and logistics have in impacting the CO₂, NO _x , and PM₁₀ emissions of goods transportation in North America.

This research illustrates tension between goals to reduce congestion (via VMT reduction) and CO₂, NO _x , and PM₁₀ emissions.

This chapter provides additional insight into the role of warehouse location in achieving sustainability targets and provides a novel comparison between delivery and personal travel for criteria pollutants.

The last mile of parcel deliveries is a key process to service providers, with global costs that reach up to 70 billion euros per year. Moreover, due to urban population growth and to the rise of e-commerce, the importance of last-mile deliveries and its impacts to the environment and quality of life in cities tend to increase even more. This chapter proposes a more comprehensive methodology to assess alternative last-mile distribution strategies in terms of environmental and economic aspects and presents an application to the distribution of a postal company located in the city of Rio de Janeiro, Brazil. We evaluated the use of small electric vehicles (i.e., tricycles) in the last mile deliveries by assessing two scenarios: (1) the baseline scenario using a light commercial vehicle and (2) a scenario using electric tricycles. Results indicated that the use of electric tricycle is a more feasible alternative regarding the economic and environmental aspects as well as to maintain the service level of the company.

With the increasing urbanization rates in emerging countries such as the ones in Latin America and the Caribbean, urban logistics solutions and initiatives are widely needed. Urban planners often consider only passenger transportation and leave freight transportation unattended, thus increasing externalities and degrading the transportation of goods. This chapter presents three urban logistics solutions, which intend to tackle problems related to urbanization and last mile delivery operations challenges by evaluating location models for loading and unloading bays, urban transfer centers location models, and freight trip generation models. The presented solutions were proposed by several researchers of the Institute of Innovation in Productivity and Logistics CATENA-USFQ over the last four years and remain theoretical at the moment. However, we present estimated results of potential implementations in three districts of Quito: Historic Center, Entertainment District, and Corporate District. This chapter not only presents the mentioned urban logistics solutions in Quito but also gives an overview of the followed methodology, which can be replicated in countries and cities of similar characteristics of the region.

Commercial aviation continues to grow but few passenger or cargo journeys begin or end at airports. “Terminal” and “last” mile costs can place considerable drag on interregional trade in goods and services, attenuating growth and prosperity. The aerotropolis model provides a holistic framework for understanding – and addressing – trade costs. The central tenets of the aerotropolis model are outlined and extended by considering the decision to establish a new business facility. Implications are drawn for planning a competitive aerotropolis as the global economy enters a new era.