Research Topic: Community Research

Community research is conducted in collaboration with public and nonprofit organizations and focused on addressing urban freight, logistics, supply chain, and transportation challenges that have a direct impact on local communities.
These projects involve working closely with these organizations and engaging with the community to develop effective solutions that not only enhance logistics and transportation efficiency but also align with the goals and missions of local entities.

Planning for Low Pollution Neighborhood (LPN): Freight Considerations

In December 2022, Mayor Bruce Harrell signed Executive Order 2022-07 directing City departments to work together to prioritize and expand actions that equitably reduce or eliminate greenhouse gas emissions (GHG) within the transportation sector. One of the actions the Mayor called for is to develop at least three low-pollution neighborhoods by Q1 2028.

SDOT received a RAISE (Rebuilding American Infrastructure with Sustainability and Equity) federal planning grant to develop the implementation and funding plan to meet the Mayor’s commitment. SDOT seeks Urban Freight Lab (UFL) services to support low pollution neighborhood planning and the development of interventions related to goods and freight movements that will be integrated into the implementation and funding plan.

Task 1 – Summarize freight pollution reduction strategies and identify challenges and opportunities for freight ecosystem

Provide a summary of tools and strategies related to zero- or low-pollution delivery and finalize LPN neighborhoods for detailed analysis. Summarize known low-pollution delivery policies and strategies and identify challenges and opportunities for successful implementation in Seattle. Support SDOT and project team in determining the LPN neighborhoods for further UFL analysis.

Task 2 – Build and gather baseline data layers to inform freight activity analysis

Map study areas, gather public and relevant SDOT/City internal data, and collect establishment information. This information includes: boundaries for data collection and aggregation, public data including: curb inventory, urban form, a geo-referenced list of commercial and residential establishments in the study area, PSRC Household Travel Survey, and King County parcel and property information.

Task 3 – Generate freight activity analysis for selected neighborhoods

Freight Trip Generation (FTG) models are mathematical models that characterize the relationship between the FTG of an establishment and some characteristics of that establishment. Characteristics used as model inputs are the type of establishment (e.g., residential, industrial, or commercial), and the size of the buildings hosting the establishment (measured in acres, for commercial and industrial buildings, or in a number of residential units, for residential buildings). The number of deliveries per establishment is used to quantify its FTG. UFL will utilize an FTG framework but also incorporate other key characteristics to determine relevant metrics to derive estimated freight activity and fleet composition. This task includes completing freight activity analysis for at least four neighborhoods and summarizing the results.

Task 4 – Create a “freight” typology of neighborhoods and explore scenarios

Utilizing the findings from Tasks 2 and 3 above- attempt to organize selected neighborhoods into a typology framework with examples of potential implementations. Create examples of potential LPN implementations (with potential for routing and delivery simulation) that can help SDOT to compare impacts and behaviors under different scenarios or conditions (eg. street closures, green loading zones, etc). Organize tools, policies and strategies from Task 1 with neighborhood typologies to help match strategies to neighborhood freight flow and fleet.

Task 5 – Overall recommendations for SDOT regarding freight and LPN
Synthesize overall insights and make a set of recommendations for the City of Seattle to consider regarding LPN neighborhoods with respect to freight ecosystem impacts

Pike Place Market Vehicle Access Pilot Evaluation

This project will evaluate the impact of pedestrianization of Pike Place Market traffic and estimate the impact on market vendors. We will measure the reaction of vendors and carriers to changes in access and map-out options for future traffic management at the market. We will also analyze changes to traffic patterns adjacent to the Market as a result of the Market’s Vehicle Access Pilot.

Task 1: Merchant interviews and survey

Working with the PDA, the UFL team will develop a Market merchant interview strategy and interview instrument. Upon completion of merchant interviews UFL will develop a follow-up survey to expand the pool of merchants included in the evaluation and suggest alternatives to the current traffic control scheme.

Task 2: Traffic data analysis

SDOT will provide vehicle, pedestrian, and cyclist movements from MioVision sensors for June 2024, January 2024, June 2025, and January 2026. This data will be provided to the UFL for analysis and interpretation.

Task 3: Customer survey

The PDA is interested in surveying market customers to understand the impact of access changes on their market visit and purchase behavior. There is a particular interest in comparing the impact and behavior of “local” shoppers, to those visiting from outside of the Puget Sound. UFL will create an online survey instrument and distribute to customers via PDA message boards and flyers throughout the market. UFL will provide statistical analysis of the survey responses.

Task 4: Reporting

UFL will report our findings and recommendation in a technical memo provided to PDA and SDOT.

Leveraging a Connected Network of Unattended Micro-Pantries to Reduce Food Waste and Improve Food Security (Part II)

Traditional Hunger Relief Organizations (HROs) have gaps in their ability to serve food-insecure households, operating from a limited number of locations and for limited hours, and often relying on purchased food that doesn’t directly reduce local food waste. Micro-pantries are small, decentralized, unattended, shared food pantries and fridges that allow local residents and businesses to donate food within their own neighborhoods. Despite their growing popularity, little is known about how much food is distributed through micro-pantries, how many individuals use them, and the safety and quality of food supplied. Consequently, HROs are reluctant to leverage this vast network of satellite micro-pantries, and local health departments have valid food safety concerns. Through a Stage 1 planning grant, we mapped 275 existing micro-pantries in the greater Seattle area, developed and tested a low-cost modular sensing platform to provide reliable data on micro-pantry usage and food safety, and conducted user engagement research. Through a first deployment, we estimated more than 4 million pounds of food being distributed in a year through the entire micro-pantry network in the study area of Seattle. While many different types of stakeholders use micro-pantries, including owners, donors, and recipients, they lack a system for centralized information-sharing. The current project aims to assess at scale whether a cyber-physical network of connected shared micro-pantries can complement HROs as a reliable and efficient system for hyper-local food redistribution while allowing for localized reduction of food waste.

Our multi-disciplinary team of experts in urban logistics, supply chain, wireless sensor technology, food safety, and public health will collaborate with a national recycling company, public jurisdictions, and HROs to (1) deploy at scale modular, low-cost, wireless sensor platforms to gather and communicate data on micro-pantry usage and food safety conditions; (2) create a centralized information and communication system for micro-pantries donors and recipients; and (3) assess the potential to improve the safety and quality of food donated through micro-pantries, working with the state health department to establish best practices. This research and action project will advance knowledge of how civic-engaged research on sensor and information-sharing technologies can be rapidly designed and piloted to support hyper-local food redistribution, reduce inefficiencies and food waste, and enhance community access to safe, high-quality food. This research will provide a valuable, first-of-its-kind, formal study of micro-pantries as a potential solution to address food security and food waste at the neighborhood level, seeking to close gaps in traditional food rescue and distribution.

This is part of NSF’s CIVIC Innovation Challenge (CIVIC), a competition that supports partnerships between researchers and local communities to pilot innovative, research-based solutions that address climate resilience and equitable access to essential resources, focusing on scalable, real-world impacts.

Report

Boston Delivers: Cargo Bike Pilot Evaluation

Download PDF (0.93 MB)

URL: https://doi.org/10.6069/536T-FC45

Publication Date: 2025

Summary:

Boston Delivers was an 18-month pilot project (running September 2023 through February 2025) led by the Boston Transportation Department in partnership with Net Zero Logistics and funded by MassCEC through the ACT4All program. The project tested the use of electric cargo bikes for neighborhood deliveries, aiming to reduce congestion, improve air quality, and support local businesses by replacing car and van trips with more sustainable, right-sized vehicles. The Urban Freight Lab served as a research partner on the pilot, helping to design the evaluation framework, develop performance metrics, and analyze outcomes related to safety, emissions, and economic feasibility — ensuring the project produced actionable insights for Boston and other cities looking to implement cleaner and more efficient last-mile delivery options.

Executive Summary

Boston Delivers is a pilot project that promoted sustainable methods of making neighborhood deliveries for local businesses in Allston, Brighton, and the surrounding area. Instead of motor vehicles, packages were delivered by electric cargo bikes. The Boston Transportation Department (BTD) partnered with Net Zero Logistics (Net Zero) to carry out this delivery service. Net Zero Logistics provided electric cargo bikes, made deliveries, and coordinated delivery logistics. The Massachusetts Clean Energy Center (MassCEC) funded the pilot through their Accelerating Clean Transportation for All (ACT4All) Program. The pilot intended to test the policy implications of using right-sized delivery vehicles in urban environments, generate societal co-benefits from an efficient and sustainable mode for goods movement, and share learnings with a broad audience.

The city outlined four core goals as follows:

Support Local Businesses,
Reduce Urban Congestion,
Improve Street Safety, and
Reduce Pollution

Furthermore, the city created five learning objectives for the pilot program, as follows:

Identify the policies, programs, and regulations that need to change to allow for e-cargo bike delivery in the City of Boston;
Test infrastructure changes needed to accommodate e-cargo bike delivery, including but not limited to e-cargo bike delivery zones, staging and sorting areas, parcel lockers, and other last-mile logistical needs;
Measure the benefits of e-cargo bike delivery, including its impact on
environmental, safety, and economic metrics;
Understand the costs and feasibility of e-cargo bike delivery for different types of
businesses;
Share findings on e-cargo bike delivery and communicate to delivery service providers that the City of Boston is ready for e-cargo bikes to be used on a larger scale.

The 18-month pilot began in September 2023 and concluded in February 2025. The Boston team successfully recruited a logistics partner (Net Zero), onboarded and launched a new delivery service, and completed thousands of deliveries on behalf of underserved populations during the pilot period. Net Zero and BTD worked with four different clients who utilized the service:

a private “meals on wheels” service provider (City Fresh Foods),
a local restaurant (OliToki),
a local non-profit (Allston Brighton Health Collaborative), and
a catering service that fulfilled group food orders for corporate offices.

Between September 2023 and January 2025, 18,375 deliveries were made (approximately 20,000 units) with an estimated total of 5,881 cargo bicycle miles traveled and an estimated savings of 2,352.5 – 3,193.5 of kg CO2e (carbon emissions) avoided. By replacing larger vehicle trips, these outcomes directly contributed to the City’s goals of reducing neighborhood congestion and the chances for serious crashes, improving air quality through less tailpipe pollution, and showcasing new delivery methods that could benefit local businesses.

The pilot demonstrated that e-bike deliveries could be a feasible alternative to cars for specific delivery scenarios. Critically, Boston created a strong pilot framework that referenced big picture agency goals but focused on measurable pilot learning objectives. This approach allowed for a flexible and adaptive approach during pilot design and implementation, which made the pilot all the more successful. With an adaptive approach, the city was able to uncover important key learnings for future pilots.

While the critical elements of the pilot were achieved (launching a cargo bike operator, performing thousands of deliveries, and focusing on an underserved neighborhood), key learnings for future sustainable delivery programs from the pilot included:

Flexibility in pilot design and implementation is critical during the execution of any pilot program and especially when working in close partnership with multiple organizations and companies.
There is a need to coordinate and potentially partner with anchor clients or partners with significant volume ahead of launching a sustainable delivery program.
For pilots or programs that require space for staging, identifying location(s) for these activities, and ensuring they can be launched expediently and permitted in a timely manner, is critical for success.
When choosing a pilot geography, the use cases for e-bikes for last mile delivery should be evaluated in terms of existing neighborhood density, ease or lack thereof in making deliveries by large van or truck, and whether the neighborhood already has significant numbers of bike deliveries and a robust cycling culture.
Organizers should understand the economics of programs that involve multiple non-governmental and private sector organizations, including the significant start up (capital) costs required, and the importance of achieving economies of scale in delivery volume to ensure long-term financial health of a program.
Broader citywide goals and policies around safety, congestion relief, and decarbonization can help center urban delivery goals in broader contexts (potentially allowing for additional funding, programmatic support, communication, better unit economics, etc.).

Overall, the goal of this pilot evaluation is to reflect on the City of Boston’s pilot experience and provide transparency about these learnings to a wide audience. We hope that the information below will provide real value for future City of Boston initiatives, delivery service providers and vendors, and cities nationwide as they continue to focus on ways to unlock greater efficiency in urban deliveries and realize a wide array of societal benefits.

Authors: Kelly RulaYu-Chen ChuDr. Giacomo Dalla ChiaraDr. Anne GoodchildArsalan Esmaili, Ben Rosenblatt, Harper Mills (Boston Transportation Department), Matthew Warfield (Boston Transportation Department)

Recommended Citation:
Rula, K., Rosenblatt, B., Mills, H., Chu, Y, Dalla Chiara, G., Warfield, M., Goodchild, A. (2025). Boston Delivers Cargo Bike Pilot Evaluation. Urban Freight Lab, University of Washington. https://doi.org/10.6069/536T-FC45.

Boston Delivers Cargo Bike Pilot Evaluation

Boston Delivers was a pilot project that promoted sustainable methods of making neighborhood deliveries for local businesses in Allston, Brighton, and the surrounding area. Instead of motor vehicles, packages were delivered by electric cargo bikes. The Boston Transportation Department (BTD) partnered with Net Zero Logistics (Net Zero) to carry out this delivery service. Net Zero Logistics provided electric cargo bikes, made deliveries, and coordinated delivery logistics. The Massachusetts Clean Energy Center (MassCEC) funded the pilot through their Accelerating Clean Transportation for All (ACT4All) Program. The pilot intended to test the policy implications of using right-sized delivery vehicles in urban environments, generate societal co-benefits from an efficient and sustainable mode for goods movement, and share learnings with a broad audience.

Background and Overview

The city outlined four core goals as follows:

Support Local Businesses,
Reduce Urban Congestion,
Improve Street Safety, and
Reduce Pollution

Furthermore, the city created five learning objectives for the pilot program, as follows:

Identify the policies, programs, and regulations that need to change to allow for ecargo bike delivery in the City of Boston;
Test infrastructure changes needed to accommodate e-cargo bike delivery, including but not limited to e-cargo bike delivery zones, staging and sorting areas, parcel lockers, and other last-mile logistical needs;
Measure the benefits of e-cargo bike delivery, including its impact on environmental, safety, and economic metrics;
Understand the costs and feasibility of e-cargo bike delivery for different types of businesses;
Share findings on e-cargo bike delivery and communicate to delivery service providers that the City of Boston is ready for e-cargo bikes to be used on a larger scale.

Flexibility in pilot design and implementation is critical during the execution of any pilot program and especially when working in close partnership with multiple organizations and companies.
There is a need to coordinate and potentially partner with anchor clients or partners with significant volume ahead of launching a sustainable delivery program.
For pilots or programs that require space for staging, identifying location(s) for these activities, and ensuring they can be launched expediently and permitted in a timely manner, is critical for success.
When choosing a pilot geography, the use cases for e-bikes for last mile delivery should be evaluated in terms of existing neighborhood density, ease or lack thereof in making deliveries by large van or truck, and whether the neighborhood already has significant numbers of bike deliveries and a robust cycling culture.
Organizers should understand the economics of programs that involve multiple nongovernmental and private sector organizations, including the significant start up (capital) costs required, and the importance of achieving economies of scale in delivery volume to ensure long-term financial health of a program.
Broader citywide goals and policies around safety, congestion relief, and decarbonization can help center urban delivery goals in broader contexts (potentially allowing for additional funding, programmatic support, communication, better unit economics, etc.).

Scope of Work

Support design of pilot evaluation plan
- Provide feedback on an evaluation approach/framework, metrics, methodology, and data collection strategies.
- Deliverables: Written pilot evaluation plan, additional comments and participate in 1-2 meetings.
Gather and perform data analysis
- Depending on availability and quality of data obtained, data will be processed to compute operational performance metrics as defined in Task 1 (e.g total VMT, deliveries per hour, etc). The UFL will work with NetZero Logistics to obtain data on deliveries performed over the study period.
- Incorporate available qualitative data. UFL to conduct interviews with NetZero Logistics and at least 3 participating businesses.
- Deliverables: Analyze data collected by the City of Boston.
Report write-up
- UFL to summarize methodology and findings in report format in collaboration with Boston including key learnings, challenges, and future opportunities.
- UFL to provide outline and final content, while Boston will collaborate on graphics and layout for the final deliverable.
- Deliverables: Final report content including analysis with 1 major review cycle.

Paper

Does Proximity Matter in Shopping Behavior?

Download PDF (6.27 MB)

URL: https://doi.org/10.1016/j.tra.2025.104471

Publication: Elsevier Transportation Research Part A: Policy and Practice

Volume: 196

Publication Date: 2025

Summary:

While e-commerce continues to grow as a proportion of retail sales, consumers still largely rely on vehicle travel to shop. At the same time, the “15-minute city” concept is gaining traction, suggesting that the livability and sustainability of urban areas will improve if essential goods and services are all located in close proximity to residential areas. However, little is known about how the proximity of commercial establishments to consumers affects their shopping behaviors, namely their choice of whether to shop online or in-person, and the mode of travel if the latter is chosen.

In this study, we use data from a 2022 shopping behavior survey asking about consumers’ most recent shopping events, whether they were performed online or in-person, the travel mode. Respondents’ approximate home locations were also collected, allowing the research team to map nearby establishments. The collected data was used to estimate discrete choice models of shopping behaviors and test whether proximity to commercial establishments affects shoppers’ choices. In particular, this study tests whether proximity to commercial establishments makes consumers more likely to shop in person (vs. online) and to travel by walking (vs. driving).

Proximity to commercial establishments did not affect the likelihood of purchasing goods online, while it did affect the travel mode choice for in-person shopping travel for certain types of goods. Regression analysis indicates that each additional commercial establishment within a 0.5-mile radius increased the likelihood of walking by 23%for groceries and 17% for prepared meals. This did not apply to clothes shopping, which also had the highest rate of e-commerce at 62.4%. We observed that for in-person shopping, travel time was approximately 10 min for both walking and driving. In addition, we found that e-commerce made up 25.3% of all shopping activity and the majority (81%) of shopping travel involved driving.

Authors: Rishi VermaDr. Giacomo Dalla ChiaraDr. Anne Goodchild

Recommended Citation:
Verma, Rishi, Dalla Chiara, Giacomo, and Goodchild, Anne. (2025) ‘Does proximity matter in shopping behavior?’, Transportation Research Part A: Policy and Practice, 196, p. 104471. doi:10.1016/j.tra.2025.104471.

Yu-Chen Chu

Yu-Chen Chu(no longer at UFL/SCTL)

Research Assistant, Urban Freight Lab
Ph.D. Student, Urban Planning and Design, University of Washington

ychu24@uw.edu

Yu-Chen’s research interests include last-mile delivery and freight equity.

Commercial Vehicle Load Zone programs in U.S. cities (2026)
Boston Delivers: Cargo Bike Pilot Evaluation (2025)

APTF Board Scholarship, American Public Transportation Foundation (APTF), Aug 2024
2024 Dekema Scholarship, California Transportation Scholarship, Aug 2024
Lewis Center Capstone Fellowship, UCLA Institute of Transportation Studies, Dec 2023
James A. Ditch Education Fund Scholarship, California Transit Training Consortium (CTTC), Nov 2023
Vanessa Dingley Fellowship, Department of Urban and Regional Planning, UCLA, Sep 2023
Berg & Associates Scholarship, Women’s Transportation Seminar – Los Angeles (WTS – LA), Sep 2023
American Disability Association Scholarship, APTF, Aug 2023
Systra Scholarship, Conference of Minority Transportation Officials (COMTO), Jul 2023

Ph.D., Urban Planning and Design, University of Washington (in progress)
MURP., Urban and Regional Planning, University of California, Los Angeles
B.S. in Agriculture, Horticulture and Landscape Architecture, National Taiwan University

Yu-Chen holds a Bachelor of Science in Agriculture from National Taiwan University and a Master’s in Urban and Regional Planning from UCLA. She is currently pursuing a Ph.D. in Urban Planning and Design at the University of Washington.

At UCLA, she was a graduate research assistant, focusing on community vulnerability research related to wildfire risks, specifically in the context of vehicle electrification, land use, and gentrification.

Prior to her studies at UCLA, she gained practical experience as a landscape designer at AECOM in Taipei, where she worked on complete street designs and regional recreational planning projects.

Her recent publications include:

Chu, Yu-Chen & Taylor, Brian. (2024). “The Impact of SADRs on Vehicle Travel and Emissions: A Focus on On-Demand Food Delivery.” Invited presentation at the 2025 Transportation Research Board Annual Meeting, the 2025 ASCE International Conference on Transportation & Development, and the 2024 METRANS International Urban Freight Conference.

Zhang, N., Jiang, Q., He, B., & Ma, J. (2024, January 10). Multi-scale vulnerability analysis for transportation electrification under extreme weather events. Paper presented at the Transportation Research Board Annual Meeting, Washington, D.C.

Chu, Yu-Chen & Cheng, Chia-Kuen. (2021). “Effect of Renao Scenes on Relationships between Perceived Crowding and Satisfaction.” Journal of Outdoor Recreation Study (TSSCI), 34(4), 67-98. http://dx.doi.org/10.6130/JORS.202112_34(4).0003

Leveraging a Connected Network of Unattended Micro-Pantries to Reduce Food Waste and Improve Food Security (Part I)

Traditional Hunger Relief Organizations (HROs) play a central role in reducing food insecurity. However, they face increasing challenges in equitably distributing rescued food. Vulnerable populations, such as the elderly, physically disabled individuals, and households with children, are often not able to access HROs during limited opening hours. Moreover, HROs often do not rescue food from smaller businesses, such as cafes, restaurants, and households which contribute to 70 percent of food waste in urban areas. Instead, HROs rely mostly on larger supply chains, not directly reducing food waste at a neighborhood level. This project proposes to pilot a decentralized network of connected, unattended food micro-pantries to provide real-time information on existing demand for rescued food to food donors, collect food donations at a micro-scale level across neighborhoods of the Seattle study area, and monitor food safety. Micro-pantries are an emerging community-driven concept of independent, small, unattended, open-access, and community-run food pantries and fridges that are hosted on public-right-of-way or private properties and maintained by community members and local organizations. The disaggregated network of micro-pantries could support HROs as additional, more accessible and resilient food sources available closer to vulnerable communities and support more localized food rescue from households and local businesses.

The research team will prototype a wireless sensor platform installed at selected micro-pantries to collect food donations and pick-up data and provide real-time information to community groups, HROs, and local businesses to optimize the distribution of rescued food. The project is the first empirical study to quantitatively analyze micro-pantries’ role in fighting food insecurity and improving equitable access to healthy eating. The research team will (1) perform a geospatial analysis of the existing network of micro-pantries in Seattle, WA; (2) develop and test a novel low-cost sensing system to detect food donations and pick-ups and measure food conditions; (3) develop a food donation training protocol for households and businesses located in proximity to micro-pantries; (4) estimate empirical demand and supply models to distribute rescued food optimally; (5) perform community outreach to document current food waste and food rescue practices. This research will provide a valuable, first-of-its-kind formal study of micro-pantries as a potential solution to food security that seeks to close gaps in traditional food rescue distribution. The results will provide key data to scale up programs that benefit low-income, food-insecure individuals, establishing a proof of concept for new community-based food distribution methods. The team includes experts from the University of Washington on urban distribution systems, sensor systems, and food safety, as well as a community partner working with local HROs to support food rescue and distribution.

This project is in response to the Civic Innovation Challenge program’s Track B. Bridging the gap between essential resources and services & community needs and is a collaboration between NSF, the Department of Homeland Security, and the Department of Energy.

Leveraging a Connected Network of Unattended Micro-Pantries to Reduce Food Waste and Improve Food Security

This project proposes to pilot a decentralized network of connected, unattended food micro-pantries to provide real-time information on existing demand for rescued food to food donors, collect food donations at a micro-scale level across neighborhoods of the Seattle study area, and monitor food safety. Micro-pantries are an emerging community-driven concept of independent, small, unattended, open-access, and community-run food pantries and fridges that are hosted on public-right-of-way or private properties and maintained by community members and local organizations. The disaggregated network of micro-pantries could support HROs as additional, more accessible and resilient food sources available closer to vulnerable communities and support more localized food rescue from households and local businesses.

This award reflects NSF’s statutory mission and has been deemed worthy of support through evaluation using the Foundation’s intellectual merit and broader impacts review criteria.

Freight and Bus Lane (FAB) Data Collection and Evaluation Plan (Route 40)

The Urban Freight Lab (UFL) was approached by the Seattle Department of Transportation (SDOT) to complete a review of proposed evaluation criteria and propose a data collection plan in preparation for the implementation of a Freight and Bus Lane (FAB) Lane in Fall 2024 for King County Metro’s Bus Route 40.

This project would effectively produce the follow-on scope of work for the UFL to complete during the actual implementation (pre/post/post phase). UFL will build on the findings from the Urban Freight Lab’s Freight and Transit Lane Case Study completed in 2019. With the completion of the Route 40 TPMC project in Fall 2024, FAB lanes will be tested as a pilot in select locations and evaluated before permanent installation.

Objectives

Refresh literature review on freight and transit lane studies
Meet with key stakeholders from SDOT and Metro to understand data collection tools and methodologies
Propose a technical evaluation plan for this pilot that includes data collection and metrics and communication strategies