Connected Autonomous Vehicles (CAVs) are expected to reshape transportation systems, yet their role in enhancing network robustness remains underexplored. This research intends to fill this gap by conducting a systematic review based on the Preferred Reporting Items for Systematic Reviews and Meta-Analyses protocol (PRISMA) to analyze 21 peer-reviewed publications identified from Scopus, Web of Science, and ScienceDirect. Articles were classified into five thematic areas: (1) system robustness, (2) infrastructure adaptation, (3) traffic flow and behavior, (4) security and communication, and (5) environmental impact. The results show that CAVs have the potential to improve robustness in transportation networks, thus helping the efficiency of transportation networks, reducing cyber vulnerability, and mitigating environmental impact. However, despite several advantages, CAVs also present challenges, including new infrastructure or updates to cybersecurity standards. This review contributes to the literature by consolidating current approaches, highlighting knowledge gaps, and offering methodological insights to guide research and policy development toward resilient, sustainable, and connected mobility systems.

El transporte es vital para el desarrollo social y económico de las sociedades alrededor del mundo. Por lo tanto, se tiene que considerar que el transporte masivo ha incrementado a través del tiempo con el consumo discriminado de combustibles fósiles que han servido para suplir la demanda en el transporte. Existen impactos sociales y medio ambientales que tienen que ser evaluados junto con la demanda de energía en Ecuador. La misma que en 2012 equivalió a 46 millones de BEP, donde 73% fue consumida por vehículos de carga pesada y 32% por vehículos de carga liviana. Este patrón de consumo combinado con una flota de vehículos ineficiente y un subsidio discriminado resulto en un derroche excesivo de energía. La investigación se enfoca en el análisis de la situación del transporte en Ecuador, para identificar el desperdicio de energía, el medio ambiente, y las oportunidades de eficiencia energética en este sector.

Urban pedestrianization has become a widely adopted strategy to promote sustainable mobility, improve urban livability, and enhance the quality of public space. Despite its potential benefits, pedestrianization interventions often generate heterogeneous perceptions among different user groups, which may influence their long-term acceptance. This study analyzes citizen perceptions of an urban pedestrianization intervention implemented in the city of Loja, Ecuador, considering residents, business owners or employees, and pedestrians or visitors. A structured survey was conducted, and the collected data were analyzed using exploratory analytical techniques, including rescaled single-item indices, user segmentation, and Spearman correlation analysis to identify patterns and relationships among variables. The results reveal significant associations between socio-demographic characteristics, user type, and acceptance of permanent pedestrianization, as well as differentiated patterns of urban experience. These findings provide empirical evidence to support decision-making in urban mobility policies and contribute to the academic discussion on pedestrianization in intermediate Latin American cities.

Transport mode choice in intermediate Latin American cities remains insufficiently documented, particularly where mobility surveys contain limited information on alternative-specific transport attributes. This study examined the associations between the reported transport mode choice and the available traveler, trip, temporal, and origin–destination characteristics in Loja, Ecuador. The analysis used 1642 records of respondent-selected daily trips from an origin–destination survey. Because respondents reported up to three transport modes in the chronological order of use, the principal mode was reconstructed using a capacity-based hierarchy rather than assuming that the first reported stage represented the main mode. Multimodality was defined as the presence of at least two distinct valid modes. The hierarchy classified 49.21% of records as public bus, 41.72% as private motorized transport, 6.09% as active and micromobility, and 2.98% as commercial or other motorized transport. The modal category changed for 12.12% of records relative to the first-stage definition, while 37.82% of records were multimodal. The principal multinomial model used a reduced three-category hierarchy-defined outcome and achieved an accuracy of 0.776, macro-F1 of 0.631, and macro balanced accuracy of 0.736. Vehicle ownership showed the largest adjusted association with individual or other motorized transport relative to collective transport (RRR = 16.10; 95% CI: 11.60–22.40), followed by driving license possession (RRR = 3.69; 95% CI: 2.61–5.22). Across 20 repeated Random Forest partitions, the mean accuracy was 0.814, although the recall for active and micromobility remained low at 0.138. The results demonstrate that the outcome definition materially affects the modal shares, coefficient estimates, and predictive performance. Because the trip distance and comparable alternative-specific level-of-service attributes were unavailable, the findings should be interpreted as adjusted associations within the analytical sample rather than causal effects or population-level modal shares.