Are paratransit users really different from active mode travelers for first and last mile connectivity: lesson learned from MRT users

Tasnia Afrin; Faria Afrin Prova; A.F.S. Ahad Rahman Khan; Nafisa Tabassum; Md Asif Raihan; Zahid Hasan Prince; Md. Hadiuzzaman

doi:10.61089/aot2026.hehzvx52

Authors

Tasnia Afrin Department of Civil and Environmental Engineering, Michigan State University, East Lansing, Michigan, United States Author https://orcid.org/0009-0007-5109-9804
Faria Afrin Prova Department of Civil Engineering, Ahsanullah University of Science & Technology, Dhaka, Bangladesh Author https://orcid.org/0009-0006-2110-4150
A.F.S. Ahad Rahman Khan Roads and Highways Department (RHD), Bangladesh Author https://orcid.org/0009-0006-9402-4450
Nafisa Tabassum Department of Civil Engineering, United International University (UIU), Dhaka, Bangladesh Author https://orcid.org/0000-0002-3220-4900
Md Asif Raihan Accident Research Institute, Bangladesh University of Engineering and Technology, Dhaka, Bangladesh Author https://orcid.org/0009-0005-1762-8528
Zahid Hasan Prince Department of Civil Engineering, Bangladesh University of Engineering and Technology, Dhaka, Bangladesh Author https://orcid.org/0009-0006-6353-6349
Md. Hadiuzzaman Department of Civil Engineering, Bangladesh University of Engineering and Technology, Dhaka, Bangladesh Author https://orcid.org/0000-0002-5690-3351

DOI:

https://doi.org/10.61089/aot2026.hehzvx52

Keywords:

Paratransit, Active Mode Travelers, First-Last Mile Connectivity, Structural Equation Modeling, MRT

Abstract

Dhaka’s first mass rapid transit (MRT) system has marked a critical shift in the city’s public transport landscape, aiming to provide high-capacity, and reliable mobility. However, the effectiveness of this transportation mode depends on seamless first and last mile (FLM) connectivity. This study examines whether paratransit users differ meaningfully from active mode travelers in FLM connectivity for MRT system where paratransit like rickshaw is predominant. Using 1,513 valid home-interview responses, the research applies Principal Component Analysis (PCA) to extract three latent constructs, i.e., Travel Utility Perception, Travel Time & Cost Impact, and Socio-Demographic Profile. Structural Equation Modeling (SEM) is used to assess distinct models for walking and rickshaw as FLM modes. The findings reveal that the behavioral factors influencing paratransit use are closely aligned with those of active transport users, implying that in compact urban settings, paratransit may function as a substitute for active travel, potentially due to the lack of adequate walking and cycling infrastructure. Two models are then combined, referring to active FLM modes to investigate how their trip making behavior interact with each other. Key findings indicate that trip distance, fare sensitivity, time savings, and socio-economic status significantly influence FLM mode choice. The combined model of active travel yielded the best fit (RMSEA = 0.102; CFI = 0.848; TLI = 0.875), suggesting rickshaws function as pragmatic extensions of active travel rather than discrete modes. These results emphasize a continuum-based strategy for FLM planning that integrates rickshaw-friendly and walkable infrastructure to maximize accessibility and inclusivity along MRT corridors in built-up areas.

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