## 1 Introduction  
The current transportation system has many shortcomings. These include a higher carbon footprint, socioeconomic inequity, longer travel times, and a detrimental impact on air quality. Transportation is critical for a civilization to thrive and prosper. It offers access to healthcare, education, jobs, and other services critical to human well-being and consumption. As a result, many approaches are being investigated to make transportation more sustainable, greener, and future-ready. This has led to exploring various mobility concepts, such as mega urban micro-transit and mobility as a service (MaaS), to reduce the harmful elements associated with transportation [1]. Integrating many modes of transportation into a single mobility service that is available on-demand from origin to destination is known as Mobility as a Service (MaaS). The many modalities of transportation can be combined while concentrating on the needs of an individual. Such a system can result in many complications for users and greater impedances for the mode interchanges in the mode and route choice modelling. This new mobility form was initially proposed based on the findings of the Swedish GO:SMART project and research at Alto University [2], and UbiGo. This is an alternative to typical user mobility based on automobile ownership. Mobility is just a commodity the user purchases to complete his intended travel and accomplish the planned activity. It is effectively a chain of steps. Each chain starts at the trip origin, with handover occurring between different modes at each stage [3]. The last handover occurs for the last travel section leading users directly to their destination. This last handover is called the Last Mile delivery Service (LMS). It is the most critical part of the mobility-as-a-service concept and is one of the critical touchpoints of this futurist mobility concept. To date, it is proving to be a significant challenge to design and model MaaS for the present and future urban living spaces, especially at the end of the journey. Global urbanization is the driving force behind the LMS. Urbanization is the tendency of more people to move towards urban regions and megacities. By 2050, big cities will house 70% of the world's population, or nearly 6.3 billion people [4]. This is expected to change the landscape of the cities. The way people live and move around is expected to change drastically. Hence, it is essential to embark on a pathway of taking better ownership of the roadways for all stakeholders, including vulnerable road users. A better understanding, modelling, and design of the LMS can significantly help decongest urban areas, as more expansive areas will be accessible for residents and shoppers. New shopping districts/centres have sprung up in the past decade, which has led to a change in shopping habits from the traditional high street to more systemized globalized shopping patterns in the form of mega shopping centres. Some of these entities have excellent transportation connectivity, which is critical for successful business development. These may have their own bus station, parking or even a train station. Such a centre can be spread over miles, with multiple car parks. The proximity to the transportation system drives the market potential of a particular commercial space. The same can be valid for a residential area. This has sometimes resulted in social inequity within the general population, as areas with better connectivity can access the services better while paying the price equally for the bad air quality and traffic congestion. Therefore, a proper last-mile delivery system must be explored. As the present problems cannot be solved through the thinking that created them, an out-of-the-box solution must be explored. Such a system should not pollute the environment, provide accessibility, and be based on technological advancements. This system can be a critical steppingstone for a smart, sustainable, and green transportation system.