Miami-Dade County SMART Curbs Program

Miami-Dade County Department of Transportation and Public Works (DTPW) received funding from the U.S. Department of Transportation’s SMART (Strengthening Mobility and Revolutionizing Transportation) grant program to improve curbside management, bike lane safety, and zero-emission urban freight through technology, sustainability, and community input.

As research partner, the Urban Freight Lab’s role includes shaping the pilot design, ensuring grant compliance, advising on technology integration, informing policy development, and leading shared learning across cities.

Selected from 392 applications nationwide, this project is part of a broader multi-city effort to build safer, more equitable and more sustainable freight systems by leveraging innovative technology and data.

Background

The Miami-Dade County SMART Curbs Program aims to transform streets across Miami-Dade County, Florida, with safer, cleaner, and more connected delivery solutions. Led by Miami-Dade DTPW and funded through the U.S. Department of Transportation’s SMART (Strengthening Mobility and Revolutionizing Transportation) grant program, this project combines advanced technologies, sustainable logistics, and public engagement to reduce emissions, improve bike lane safety, and support zero-emissions deliveries.

As part of a national multi-city collaboration, the program addresses complex challenges such as e-delivery and micro-freight monitoring, secure curb access and parking, and shared data tools to support better freight planning, policy development, and the modernization of last-mile delivery infrastructure.

Goals

The SMART Curbs Program goals are:

Create Safer Streets: Minimize roadway risks and reduce congestion with better curbside management and the adoption of zero-emission vehicles
Protect the Climate: Support Miami-Dade County’s climate goals by reducing emissions, promoting clean air, and encouraging sustainable delivery practices
Boost the Local Economy: Increase delivery efficiency, create jobs in last-mile logistics, and support the management of MicroFreight hubs
Engage the Community: Ensure input from all residents to guide planning and implementation.

The program includes SMART Loading Zones throughout Downtown Miami and Brickell. These zones are dedicated spaces designed to:

Streamline freight deliveries
Reduce curbside congestion
Improve urban safety
Advance zero-emission transportation goals

By addressing high-traffic areas with innovative solutions, SMART Loading Zones will create a more organized and efficient curbside experience for residents, businesses, and delivery drivers.

Urban Freight Lab Scope of Work

Task 1 – Project Management and QA/QC

Task 2 – Grant compliance and project management capacity support

The Subcontractor will work with Cityfi to aid the Client in certain elements of grant reporting and compliance. These include support of DTPW in development of the required Evaluation and Measurement Plan, compilation of the findings of said plan, problem statement definition and research framing.

Task 3 — Best Practices and State of the Industry Research

The Subcontractor will provide technical advice and best practice research, in particular, on the urban freight industry and operations. Research will include collaboration with DTPW project manager to assess pilot design in line with freight industry and local community needs.

Task 4 — Conceptual Design Support

The Subcontractor will support Cityfi, the Client, and public engagement and technology partners to allow DTPW to craft a conceptual design for demonstration deployment. Design will include multiple demonstration sites, assessment of anticipated users, integration of multiple technology partners, and public interface of technologies.

Task 5 — Technology Partner Integration Support

Multiple technologies and public agencies are involved in the micro-freight and smart curb zone demonstration. These entities must work together for a successful integrated demonstration. This will likely include new product development to enable the necessary integration and deliver outcomes desired by the County.

Task 6 — Policy and Regulatory Support

As with any new technology, form factor or service model, there is a high likelihood that new or revised policies, procedures or even regulations will be necessary to facilitate their demonstration and ultimate deployment. The Subcontractor will support Cityfi and DTPW with necessary policy assessments.

Task 7 — Collaborative Learnings and Exchange

DTPW was selected for a grant award as a member of a multi-city collaborative. It is the expectation of USDOT that DTPW will engage in shared learnings and exchange with other members of the collaborative to accelerate innovation and improvement across the nine participating cities.

Task 8 — Phase I Summary and Phase II Grant Support

At the conclusion of Phase I, DTPW must submit an array of materials to USDOT to compete for Phase II funding for expansion and scaling. The Subcontractor will support Cityfi in preparing an evaluation and summary report of the Phase I demonstration documenting indicators, accomplishments and outcomes as necessary to inform Phase II application.

Dataset

Developing Better Curb Management Strategies through Understanding Commercial Vehicle Driver Parking Behavior in a Simulated Environment

URL: https://doi.org/10.7910/DVN/HVAUT3

Publication: Harvard Dataverse

Publication Date: 2023

Summary:

Three different data types were obtained from Oregon State Driving and Bicycling Simulator Laboratory for purpose of this report and they are as follow:

Speed data consists of subject number, average speed, minimum speed, and all the independent variables. Speed data were collected based on the truck’s speed while driving through a certain scenario (out of 24). For each scenario, the average and minimum speed (mph) of 12 drivers were recorded along each segment (scenario) from the start of the road to 150 feet before the intersection (traffic signals).
Eye tracking data consists of subject number, total fixation duration (TFD) in milliseconds, area of interest (AOI), and all the independent variables. TFD data were collected while the truck driver maneuvers through a certain scenario (out of 24). For each scenario, the TFD for each AOI was recorded for 11 subjects along each segment (scenario) from the start of the road to 150 feet before the intersection (traffic signals). AOI represent the area of interest that a driver fixates for a certain of time to generate the total fixation duration.
Eye tracking data consists of subject number, GSR in peaks per minute, and all the independent variables. GSR data were collected while the truck driver maneuvers through a certain scenario (1 out of 24). For each scenario, the peaks per minute data was recorded for 11 subjects along each segment (scenario) from the start of the road to 150 feet before the intersection (traffic signals). Peaks per minute represents the emotional arousal (i.e., something is scary, threating, joyful, etc.) that a driver generates when reacting to a particular event. Fourteen participants were recruited, two of them had a simulator sickness so they were excluded from the data and the analysis. While there are no quality or consistency issues with this data set, it should be noted that the sample is on the smaller side and that should be considered when interpreting derived results. The average values were calculated to apply robust statistical analysis for such data (speed and lateral position). As the experiment consists of 2x2x2x3 factorial design, each participant had to driver through 24 scenarios; therefore, 288 scenario observations were obtained and recorded in the excel file.

Authors: Dr. Anne GoodchildDr. Ed McCormackDr. Andisheh Ranjbari, David Hurwitz

Recommended Citation:
Goodchild, Anne; McCormack, Ed; Ranjbari, Andisheh; Hurwitz, David, 2023, "Developing Better Curb Management Strategies through Understanding Commercial Vehicle Driver Parking Behavior in a Simulated Environment", Harvard Dataverse. https://doi.org/10.7910/DVN/HVAUT3.

Paper

Commercial Vehicle Parking in Downtown Seattle: Insights on the Battle for the Curb

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URL: https://doi.org/10.1177%2F0361198119849062

Publication: Transportation Research Record: Journal of the Transportation Research Board

Publication Date: 2019

Summary:

Rapid urban growth puts pressure on local governments to rethink how they manage street curb parking. Competition for space among road users and lack of adequate infrastructure force delivery drivers either to search for vacant spaces or to park in unsuitable areas, which negatively impacts road capacity and causes inconvenience to other users of the road.

The purpose of this paper is to advance research by providing data-based insight into what is actually happening at the curb. To achieve this objective, the research team developed and implemented a data collection method to quantify the usage of curb space in the densest urban area of Seattle, Center City.

This study captures the parking behavior of commercial vehicles everywhere along the block face as well as the parking activities of all vehicles (including passenger vehicles) in commercial vehicle loading zones. Based on the empirical findings, important characteristics of Seattle’s urban freight parking operations are described, including a detailed classification of vehicle types, dwell time distribution, and choice of curb use for parking (e.g., authorized and unauthorized spaces). The relationship between land use and commercial vehicle parking operations at the curb is discussed. Seattle’s parking management initiatives will benefit from the insights into current behavior gained from this research.

Rapid urban growth, increasing demand, and higher customer expectations have amplified the challenges of urban freight movement. Finding an adequate space to park can be a major challenge in urban areas. For commercial vehicles used for freight transportation and provision of services, the lack of parking spaces and parking policies that recognize those vehicles’ unique needs can have negative impacts that affect all users of the road, particularly the drivers of these commercial vehicles (1–4).

The curb is an important part of the public right-of-way. It provides a space for vehicles to park on-street; for delivery vehicles (i.e., cargo bikes, cargo vans, and trucks), in particular, it also provides a dedicated space for the loading and unloading of goods close to destinations. Hence it is a key asset for urban freight transportation planning which local governments can administer to support delivery and collection of goods.

According to Marcucci et al. (5), the development of sustainable management policies for urban logistics should be based on site-specific data given the heterogeneity and complexity of urban freight systems. Current loading/unloading parking policies include time restrictions, duration, pricing, space management, and enforcement (6, 7). However, as Marcucci et al. pointed out after an extensive review of the literature on freight parking policy, the quantification of commercial vehicle operations on the curb to inform policy decision making is nonexistent (5). Therefore, local governments often lack data about the current usage of the curb and parking infrastructure, which is necessary to evaluate and establish these policies and therefore make well-informed decisions regarding freight planning, especially in dense, constrained urban areas.

Given the importance of the curb as an essential piece of the load/unload infrastructure, this paper investigates what is actually happening at the curb, developing an evidence-based understanding of the current use of this infrastructure. The research team developed and applied a systematic data collection method resulting in empirical findings about the usage of public parking for loading and unloading operations in the Seattle downtown area.

This research documents and analyzes the parking patterns of commercial vehicles (i.e., delivery, service, waste management, and construction vehicles) in the area around five prototype buildings located in the Center City area. The results of this research will help to develop and inform parking management initiatives.

The paper includes four sections in addition to this introduction. The second section discusses previous freight parking studies and the existing freight parking policies in cities, and explores which of these approaches are being used in Seattle. The third section proposes a data collection method to document freight-related parking operations at the curb though direct observations. The fourth section provides empirical findings from data collection in Seattle. The fifth and last section includes a discussion of the findings and concluding remarks.

Authors: Gabriela Girón-ValderramaJosé Luis Machado LeónDr. Anne Goodchild

Recommended Citation:
Girón-Valderrama, Gabriela del Carmen, José Luis Machado-León, and Anne Goodchild. "Commercial Vehicle Parking in Downtown Seattle: Insights on the Battle for the Curb." Transportation Research Record (2019): 0361198119849062.

Student Thesis and Dissertations

Observing Goods Delivery Activities and Identifying Opportunities to Improve the Design of Commercial Vehicle Load Zones in Seattle

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URL: http://hdl.handle.net/1773/42557

Publication Date: 2018

Summary:

The growth of freight activity is one of the results of urban population growth. The growth of freight means that more commercial vehicles must share finite infrastructure like alleys, loading docks, and yellow curb space. In this research project, curb space is studied in order to better understand the needs of commercial vehicles at the curb. Cities in the United States like Seattle have recognized that there are opportunities to better manage curb space, and have implemented programs such as the Flex Zone Program 2016 in order to do so. In this research paper, I have focused on just one aspect of the curb, which is the yellow curb space reserved for Commercial Vehicle Load Zones (CVLZ). The purpose of this thesis is to observe the needs and activities of courier drivers during deliveries/pickups in Seattle, and incorporate observations into a new design of freight curb space that may better respond to their needs. The new design suggests a system in which curb space is designed for different vehicle dimensions and activities. This is done by including paint, texture/pattern, and signage on the pavement and sidewalk that comfortably accommodate the vehicle and activities around the vehicle. By providing a better designed freight curb space that accounts for the needs and activities observed, the hope is that courier drivers will be less likely to partake in high-risk behavior such as double parking, and spilling over into adjacent transit lanes/pedestrian areas/bikes lanes, by providing better infrastructure for them.

Authors: Manali Sheth

Recommended Citation:
Sheth, Manali (2018). Observing Goods Delivery Activities and Identifying Opportunities to Improve the Design of Commercial Vehicle Load Zones in Seattle. University of Washington Master's Degree Thesis.

Technical Report

An Examination of the Impact of Commercial Parking Utilization on Cyclist Behavior in Urban Environments

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URL: http://depts.washington.edu/pactrans/research/projects/an-examination-of-the-impact-of-increasing-commercial-parking-utilization-on-cyclist-safety-in-urban-environments/

Publication Date: 2016

Summary:

There is little research on the behavioral interaction between bicycle lanes and commercial vehicle loading zones (CVLZ) in the United States. These interactions are important to understand, to preempt increasing conflicts between truckers and bicyclists. In this study, a bicycling simulator experiment examined bicycle and truck interactions. The experiment was successfully completed by 48 participants. The bicycling simulator collected data regarding a participant’s velocity and lateral position. Three independent variables reflecting common engineering approaches were included in this experiment: pavement marking (L1: white lane markings with no supplemental pavement color, termed white lane markings, L2: white lane markings with solid green pavement applied on the conflict area, termed solid green, and L3: white lane markings with dashed green pavement applied on the conflict area, termed dashed green), signage (L1: No sign and L2: a truck warning sign), and truck maneuver (L1: no truck in CVLZ, L2: truck parked in CVLZ, and L3: truck pulling out of CVLZ).

The results showed that truck presence does have an effect on bicyclist’s performance, and this effect varies based on the engineering and design treatments employed. Of the three independent variables, truck maneuvering had the greatest impact by decreasing mean bicyclist velocity and increasing mean lateral position. It was also observed that when a truck was present in a CVLZ, bicyclists had a lower velocity and lower divergence from right-edge of bike lane on solid green pavement, and a higher divergence from the right-edge of bike lane was observed when a warning sign was present.

Authors: Dr. Anne GoodchildDr. Ed McCormackManali Sheth, David S. Hurwitz, Masoud Ghodrat Abadi

Recommended Citation:
Hurwitz, David S., Ed McCormack, Anne Goodchild, Masoud Ghodrat Abadi, and Manali Sheth. An Examination of the Impact of Commercial Parking Utilization on Cyclist Behavior in Urban Environments. 2018.

Paper

Developing Design Guidelines for Commercial Vehicle Envelopes on Urban Streets (Paper)

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URL: http://dx.doi.org/10.2495/TDI-V3-N2-132-143

Publication: International Journal of Transport Development and Integration

Volume: 3:02

Pages: 132 - 143

Publication Date: 2019

Summary:

Commercial heavy vehicles using urban curbside loading zones are not typically provided with an envelope, or space adjacent to the vehicle, allocated for loading and unloading activities. While completing loading and unloading activities, couriers are required to walk around the vehicle, extend ramps and handling equipment and maneuver goods; these activities require space around the vehicle. But the unique space needs of delivery trucks are not commonly acknowledged by or incorporated into current urban design practices in either North America or Europe. Because of this lack of a truck envelope, couriers of commercial vehicles are observed using pedestrian pathways and bicycling infrastructure for unloading activities, as well as walking in traffic lanes. These actions put them and other road users in direct conflict and potentially in harm’s way.

This article presents our research to improve our understanding of curb space and delivery needs in urban areas. The research approach involved the observation of delivery operations to determine vehicle type, loading actions, door locations and accessories used. Once common practices had been identified by observing 25 deliveries, simulated loading activities were measured to quantify different types of loading space requirements around commercial vehicles. This resulted in a robust measurement of the operating envelope required to reduce conflicts between truck loading and unloading activities with adjacent pedestrian, bicycle, and motor vehicle activities. From these results, commercial loading zone design recommendations can be developed that will allow our urban street system to operate more efficiently, safely and reliably for all users.

Authors: Dr. Ed McCormackDr. Anne GoodchildManali Sheth, David Hurwitz

Recommended Citation:
McCormack, Edward, Anne Goodchild, Manali Sheth, and David Hurwitz. Developing Design Guidelines for Commercial Vehicle Envelopes on Urban Streets. International Journal of Transport Development and Integration, 3(2), 132–143. https://doi.org/10.2495/TDI-V3-N2-132-143

Paper

Factors Impacting Bicyclist Lateral Position and Velocity in Proximity to Commercial Vehicle Loading Zones: Application of a Bicycling Simulator

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URL: https://doi.org/10.1016/j.aap.2019.01.024

Publication: Accident Analysis & Prevention

Volume: 125

Pages: 29-39

Publication Date: 2019

Summary:

Authors: Manali ShethDr. Anne GoodchildDr. Ed McCormack, Masoud Ghodrat Abadia, David S. Hurwitz

Recommended Citation:
Abadi, Masoud Ghodrat, David S. Hurwitz, Manali Sheth, Edward McCormack, and Anne Goodchild. (2019) Factors Impacting Bicyclist Lateral Position and Velocity in Proximity to Commercial Vehicle Loading Zones: Application of a Bicycling Simulator. Accident Analysis and Prevention, 125, 29–39. https://doi.org/10.1016/j.aap.2019.01.024

Seattle Center City Alley Infrastructure Inventory and Occupancy Study 2018 (Task Order 4)

The Urban Freight Lab conducted an alley inventory and truck load/unload occupancy study for the City of Seattle. Researchers collected data identifying the locations and infrastructure characteristics of alleys within Seattle’s One Center City planning area, which includes the downtown, uptown, South Lake Union, Capitol Hill, and First Hill urban centers. The resulting alley database includes GIS coordinates for both ends of each alley, geometric and traffic attributes, and photos. Researchers also observed all truck load/unload activity in selected alleys to determine minutes vacant and minutes occupied by trucks, vans, passenger vehicles, and cargo bikes. The researchers then developed alley management recommendations to promote safe, sustainable, and efficient goods delivery and pick-up.

Key Findings

The first key finding of this study is that more than 90% of Center City alleys are only one-lane wide. This surprising fact creates an upper limit on alley parking capacity, as each alley can functionally hold only one or two vehicles at a time. Because there is no room to pass by, when a truck, van, or car parks it blocks all other vehicles from using the alley. When commercial vehicle drivers see that an alley is blocked they will not enter it, as their only way out would be to back up into street traffic. Seattle Municipal code prohibits this, as well as backing up into an alley, for safety reasons.

When informed by the second key finding‚ 68% of vehicles in the alley occupancy study parked there for 15 minutes or less‚ it is clear that moving vehicles through alleys in short time increments is the only reasonable path to increase productivity. As one parked vehicle operationally blocks the entire alley, the goal of new alley policies and strategies should be to reduce the amount of time alleys are blocked to additional users.

The study surfaces four additional key findings:

87% of all vehicles in the 7 alleys studied parked for 30 minutes or less. Given the imperative to move alley traffic quickly, vehicles that need more parking time must be moved out of the alleys and onto the curb where they don’t block others.
15% of alleys’ pavement condition is so poor that delivery workers can’t pass through with loaded hand carts. Although trucks can drive over fairly uneven pavement without difficulty, it is not the case for delivery people walking with fully loaded handcarts. The alley pavement rating was done with a qualitative visual inspection to identify obvious problems; more detailed measurements would be needed to fully assess conditions.
73% of Center City area alleys contain entrances to passenger parking facilities. Placing garage entrances in alleys has been a city policy goal for years. But it increases the frequency of cars in alleys and adds demands on alley use. Understanding why cars are queuing for passenger garages located off alleys, and providing incentives and disincentives to reduce that, would help make alleys more productive.
Alleys are vacant about half of the time during the business day. While at first blush this suggests ample capacity, the fact that an alley can only hold one-to-two parked trucks at a time means alleys are limited operationally and therefore are not a viable alternative to replace the use of curb CVLZs on city streets.

These findings indicate that, due to the fixed alley width constraint, load/unload space inside Seattle’s existing Center City area alleys is insufficient to meet additional future demand.

Technical Report

Insights from Driver Parking Decisions in a Truck Simulator to Inform Curb Management Decisions

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URL: http://hdl.handle.net/1773/49802

Publication Date: 2023

Summary:

Millions of people who live and work in cities purchase goods online. As ecommerce and urban deliveries spike, there is an increasing demand for curbside loading and unloading space. To better manage city curb spaces for urban freight, city planners and decision makers need to understand commercial vehicle driver behaviors and the factors they consider when parking at the curb.

Urban freight transportation is a diverse phenomenon. Commercial vehicle drivers must overcome several obstacles and adapt to various rules and policies to properly navigate the intricate metropolitan network and make deliveries and pick-ups. However, other road users and occasionally municipal planners generally view them as contributing considerably to urban congestio, responsible for unauthorized parking, double parking, and exceeding their legal parking time.

These realities reflect the need for a thorough comprehension of commercial vehicle operators’ core decision-making procedures and parking habits to inform and adjust curb management policies and procedures. However, more robust corroborated literature on the subject is needed. The information used in these studies is typically obtained from empirical field research, which, while valuable, is limited to certain situations and case scenarios. Therefore, to improve the operation of urban transportation networks, it is necessary to study commercial vehicle drivers’ parking behavior in a controlled environment.

This project used a heavy vehicle driving simulator to examine commercial vehicle drivers’ curbside parking behaviors in various environments in shared urban areas. Also observed were the interactions between commercial vehicle drivers and other road users.

The experiment was successfully completed by 12 participants. Five independent variables were included in this experiment: number of lanes (two-lane and four-lane roads), bike lane existence, passenger vehicle parking space availability, commercial vehicle loading zones (CVLZs) (no CVLZ, occupied CVLZs, and unoccupied CVLZs), and parking time (short-term parking: 3 to 5 minutes and long-term parking: 20 to 60 minutes). The heavy vehicle driving simulator also collected data regarding participants’ driving speed, eye movement, and stress level.

Results from the heavy vehicle driving simulator experiment indicated that the presence of a bike lane had significant effects on commercial vehicle drivers’ parking decisions., but only a slight effect on fixation duration times. The average fixation duration time, representing how long participants looked at a particular object, on the road with a bike lane was 4.81 seconds, whereas it was 5.25 seconds on roads without a bike lane. Results also showed that the frequency of illegal parking (not parking in the CVLZs) was greater during short-term parking activities, occurring 60 times (45 percent of parking maneuvers). Delivery times also had a slight effect on commercial vehicles’ speed while searching for parking (short-term parking was 17.7 mph; long term parking was 17.2 mph) and on drivers’ level of stress (short-term parking was 8.16 peaks/mins; long-term parking was 8.36 peaks/mins). Seven percent of participants chose to park in the travel lane, which suggested that commercial vehicle operators prioritize minimizing their walking distance to the destination over the violation of parking regulations.

The limited sample size demonstrated the value of our experimental approach but limited the strength of the recommendations that can be applied to practice. With that limitation acknowledged, our preliminary recommendations for city planners include infrastructure installation (i.e., convex mirrors installed at the curbside and CVLZ signs) to help drivers more easily identify legal parking spaces, and pavement markings (i.e., CVLZs, buffered bike lanes) to improve safety when parking. Parking time limits and buffers for bike lanes could improve efficient operation and safety for cyclists and other road users.

For future work, larger sample sizes should be collected. Additional factors could be considered, such as increased traffic flow, pedestrian traffic, conflicts among multiple delivery vehicles simultaneously, various curb use type allocations, and different curb policies and enforcement. Including a larger variety of commercial vehicle sizes and loading, zone sizes would also be of value. A combination of field observations and a driving simulator study could also help validate this investigation’s outcomes.

Authors: Dr. Andisheh RanjbariDr. Anne GoodchildDr. Ed McCormackRishi Verma, David S. Hurwitz (Oregon State University), Yujun Liu (Oregon State University), Hisham Jashami (Oregon State University)

Recommended Citation:
Goodchild, A., McCormack, E., Hurwitz, D., Ranjbari, A., Verma, R., Liu, Y., & Jashami, H. (2023). Insights from Driver Parking Decisions in a Truck Simulator to Inform Curb Management Decisions. PacTrans.

Presentation

Growth of Ecommerce and Ride-Hailing Services is Reshaping Cities: The Urban Freight Lab’s Innovative Solutions

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URL: https://catc.ca.gov/-/media/ctc-media/documents/tab-10-3-a11y.pdf

Publication: California Transportation Commission (August 15, 2018)

Publication Date: 2018

Summary:

A 20% e-commerce compound annual growth rate (CAGR) would more than double goods deliveries in 5 years. If nothing changes, this could double delivery trips in cities; thereby doubling the demand for load/unload spaces.

Innovation is needed to manage scarce curbs, alleys, and private loading bay space in the new world of on-demand transportation, 1-hour e-commerce deliveries, and coming autonomous vehicle technologies.

The Urban Freight Lab at the University of Washington (UW), in partnership with the City of Seattle Department of Transportation (SDOT), is using a systems engineering approach to solve delivery problems that overlap cities’ and businesses’ spheres of control.

The Urban Freight Lab is a living laboratory where potential solutions are generated, evaluated, and pilot-tested inside urban towers and on city streets.

Authors: Dr. Anne Goodchild

Recommended Citation:
Goodchild, Anne. Growth of Ecommerce and Ride-Hailing Services is Reshaping Cities: The Urban Freight Lab’s Innovative Solutions. California Transportation Commission (August 15, 2018)