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Report

Evaluation of Sound Transit Train Stations and Transit-Oriented Development Areas for Common Carrier Locker Systems (Final Report)

 
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Publication Date: 2018
Summary:

The rapid expansion of ecommerce has flooded American cities with delivery trucks, just as those cities are experiencing booming population growth. Retailers need a more efficient, reliable, and cost-effective way to deliver goods in increasingly crowded urban environments. For their part, cities like Seattle want to minimize traffic congestion, both sustain quality of life for residents and ensure a smooth flow of goods and services.

Common carrier parcel lockers hold tremendous potential for streamlining the urban goods delivery system and addressing these challenges. This research study explores the viability of providing public right of way for common carrier lockers at or near transit stations in Seattle, a ground-breaking step toward improving freight delivery in the city’s fast-growing urban core.

Recommended Citation:
Supply Chain Transportation & Logistics Center. (2018) Evaluation of Sound Transit Train Stations and Transit Oriented Development Areas for Common Carrier Locker Systems.

The Final 50 Feet of the Urban Goods Delivery System: Documenting Loading Bays, Demonstrating Parcel Lockers’ Proof of Concept & Tracking Curb Use in Seattle’s Interconnected Load/Unload Network (Task Order 2)

Part of the Final 50 Feet Research Program, this project contains: a curb occupancy study, a survey of First and Capitol Hill Loading Bays, a pilot test at Seattle Municipal Tower, and the development of a toolkit.

Private Loading Bays and Docks Inventory Study

Taken together with the Urban Freight Lab’s earlier private infrastructure inventory (Seattle Center City Alley Infrastructure Inventory and Occupancy Study 2018) in Downtown Seattle, Uptown, and South Lake Union, this report finalizes the creation of a comprehensive Center City inventory of private loading/unloading infrastructure.

To the research team’s knowledge, Seattle is the first city to maintain a database with the location and features of private loading/unloading infrastructure (meaning, out of the public right of way). This matters because these facilities are privately owned and managed, cities lack information about them—information critical to urban planning. The private infrastructure has been a missing piece of the urban freight management puzzle. The work in this report helps complete that puzzle and advance efforts to make urban freight delivery more efficient in increasingly dense, constrained cities, such as Seattle.

Key Findings from Private Loading Bays and Docks Inventory

Data collectors in this study identified, examined, and collected key data on 92 private loading docks, bays and areas across 421 city blocks in the neighborhoods of Capitol Hill, First Hill, and a small segment of the International District east of I-5.  The earlier inventory in Downtown Seattle, Uptown, and South Lake Union had proportionally more than twice the density of private infrastructure of Capitol Hill and First Hill documented in this report. This finding is unsurprising. While all the inventoried neighborhoods are in the broad Center City area, they are fundamentally different neighborhoods with different built environments, land use, and density. Variable demand for private infrastructure—and the resulting supply—stems from those differences.

Researchers found that a trust relationship with the private sector is essential to reduce uncertainty in this type of work. UPS’ collaboration helped reduce uncertainty in the total inventory from 33% to less than 1%.

Curb Occupancy Study

This study gives the city on-the-ground data on the current use and operational capacity of the curb for commercial vehicles, documenting vehicle parking behavior in a three-by-three city block grid around each of five prototype Center City buildings: a hotel, a high-rise office building, an historical building, a retail center, and a residential tower. These buildings were intentionally chosen to deepen the city’s understanding of the Center City; they were part of UFL’s earlier SDOT-sponsored research tracking how goods move vertically within a building in the Final 50 Feet of the goods delivery system.

Significantly, this study captured the parking behavior of commercial vehicles everywhere along the curb as well as the parking activities of all vehicles (including passenger vehicles) in commercial vehicle loading zones (CVLZs.) The research team documented: (1) which types of vehicles parked in CVLZs and for how long, and; (2) how long commercial vehicles (CVs) parked in CVLZs, in metered parking, and in passenger load zones (PLZ) and other unauthorized spaces. (Passenger vehicles in this study were not treated as commercial vehicles, due to challenges in systematically identifying whether passenger vehicles were making deliveries or otherwise carrying a commercial permit.)

Key Findings from Curb Occupancy Study

  1. Commercial and passenger vehicle drivers use CVLZs and PLZs fluidly: commercial vehicles are parking in PLZs and passenger vehicles are parking in CVLZs.
  2. Most commercial vehicle (CV) demand is for short-term parking: 15 or 30 minutes.
  3. Thirty-six percent of the total CVs parked along the curb were service CVs, showing the importance of factoring their behavior and future demand into urban parking schemes.
  4. Forty-one percent of commercial vehicles parked in unauthorized locations. But a much higher percentage parked in unauthorized areas near the two retail centers (55% – 65%) when compared to the predominantly office and residential areas (27% – 30%). The research team found that curb parking behavior is associated with granular, building-level urban land use. This occurred even as other factors such as the total number, length and ratio of CVLZs versus PLZs varied widely across the five study areas.

Seattle Municipal Tower Common Carrier Locker Pilot

The UFL’s 2017 research (The Final 50 Feet Urban Goods Delivery System Research Scan and Data Collection Project) documented that of the 20 total minutes delivery drivers spent on average in the 62-story Seattle Municipal Tower, 12.2 of those minutes were spent going floor-to-floor in freight elevators and door-to-door to tenants on multiple floors. The UFL recognized that cutting those two steps from the delivery process could slash delivery time in the Tower by more than half—which would translate into a substantial reduction in truck dwell time.

This report provides compelling evidence of the effectiveness of a new urban goods delivery system strategy: common carrier lockers that create parcel delivery density and provide secure delivery locations in public spaces. Parcel lockers are widely available secure, automated, self-service storage systems that are typically owned by a single retailer or delivery firm and placed inside private property. In contrast, common carrier lockers are open to multiple retailers and delivery carriers. This pilot, which placed a common carrier locker system in the 62-floor Seattle Municipal Tower for ten days in spring 2018, was intentionally carried out in a public space.

Key Findings from Seattle Municipal Tower Common Carrier Locker Pilot

The common carrier locker both reduced total delivery time by 78% when compared to traditional floor-to-floor, door-to-door delivery method and cut the number of failed first parcel deliveries to zero.

Paper

Providing Curb Availability Information to Delivery Drivers Reduces Cruising for Parking

 
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Publication: Scientific Reports
Volume: (2022) 12:19355
Publication Date: 2022
Summary:

Delivery vehicle drivers are experiencing increasing challenges in finding available curb space to park in urban areas, which increases instances of cruising for parking and parking in unauthorized spaces. Policies traditionally used to reduce cruising for parking for passenger vehicles, such as parking fees and congestion pricing, are not effective at changing delivery drivers’ travel and parking behaviors.

Intelligent parking systems that use real-time curb availability information to better route and park vehicles can reduce cruising for parking, but they have never been tested for delivery vehicle drivers.

This study tested whether providing real-time curb availability information to delivery drivers reduces the travel time and distance spent cruising for parking. A curb parking information system deployed in a study area in Seattle, Wash., displayed real-time curb availabilities on a mobile app called OpenPark. A controlled experiment assigned drivers’ deliveries in the study area with and without access to OpenPark.

The data collected showed that when curb availability information was provided to drivers, their cruising for parking time significantly decreased by 27.9 percent, and their cruising distance decreased by 12.4 percent. These results demonstrate the potential for implementing intelligent parking systems to improve the efficiency of urban logistics systems.

Recommended Citation:
Dalla Chiara, G., Krutein, K.F., Ranjbari, A. et al. Providing curb availability information to delivery drivers reduces cruising for parking. Sci Rep 12, 19355 (2022). https://doi.org/10.1038/s41598-022-23987-z
Report

The Seattle Neighborhood Delivery Hub Pilot Project: An Evaluation of the Operational Impacts of a Neighborhood Delivery Hub Model on Last-Mile Delivery

 
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Publication Date: 2021
Summary:

As one of the nation’s first zero-emissions last-mile delivery pilots, the Seattle Neighborhood Delivery Hub served as a testbed for innovative sustainable urban logistics strategies on the ground in Seattle’s dense Uptown neighborhood. Providers could test and evaluate new technologies, vehicles, and delivery models — all in service of quickly getting to market new more fuel- and resource-efficient solutions, reducing emissions and congestion, and making our cities more livable and sustainable.

These technologies are also an important part of the City of Seattle’s Transportation Electrification Blueprint, including the goal of transitioning 30% of goods delivery to zero emissions by 2030.

Recommended Citation:
Urban Freight Lab (2021). The Seattle Neighborhood Delivery Hub Pilot Project: An Evaluation of the Operational Impacts of a Neighborhood Delivery Hub Model on Last-Mile Delivery.
Technical Report

Year One Progress Report: Technology Integration to Gain Commercial Efficiency for the Urban Goods Delivery System, Meet Future Demand for City Passenger and Delivery Load/Unload Spaces, and Reduce Energy Consumption

 
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Publication: U.S. Department of Energy
Publication Date: 2019
Summary:

The objectives of this project are to develop and implement a technology solution to support research, development, and demonstration of data processing techniques, models, simulations, a smart phone application, and a visual-confirmation system to:

  1. Reduce delivery vehicle parking seeking behavior by approximately 20% in the pilot test area, by returning current and predicted load/unload space occupancy information to users on a web-based and/or mobile platform, to inform real-time parking decisions
  2. Reduce parcel truck dwell time in pilot test areas in Seattle and Bellevue, Washington, by approximately 30%, thereby increasing productivity of load/unload spaces near common carrier locker systems, and
  3. Improve the transportation network (which includes roads, intersections, warehouses, fulfillment centers, etc.) and commercial firms’ efficiency by increasing curb occupancy rates to roughly 80%, and alley space occupancy rates from 46% to 60% during peak hours, and increasing private loading bay occupancy rates in the afternoon peak times, in the pilot test area.

The project team has designed a 3-year plan, as follows, to achieve the objectives of this project.

In Year 1, the team developed integrated technologies and finalized the pilot test parameters. This involved finalizing the plan for placing sensory devices and common parcel locker systems on public and private property; issuing the request for proposals; selecting vendors; and gaining approvals necessary to execute the plan. The team also developed techniques to preprocess the data streams from the sensor devices, and began to design the prototype smart phone parking app to display real-time load/unload space availability, as well as the truck load/unload space behavior model.

Recommended Citation:
Urban Freight Lab (2020). Year One Progress Report: Technology Integration to Gain Commercial Efficiency for the Urban Goods Delivery System.
Report

The Final 50 Feet of the Urban Goods Delivery System (Executive Summary)

 
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Publication Date: 2018
Summary:

Urban Freight Lab’s foundational report is the first assessment in any American city of the privately-owned and operated elements of the Final 50 Feet of goods delivery supply chains (the end of the supply chain, where delivery drivers must locate both parking and end customers). These include curb parking spaces, private truck freight bays and loading docks, street design, traffic control, and delivery policies and operations within buildings.

Two key goals have been identified early for the Final 50 Feet program:

  • Reducing truck time in a load/unload space in the city (“dwell time”)
  • Minimizing failed first package deliveries. About 8-10% of first delivery attempts in urban areas are unsuccessful, creating more return trips
Recommended Citation:
Supply Chain Transportation & Logistics Center. (2018) The Final 50 Feet of the Urban Goods Delivery System: Executive Summary.

Greater Downtown Seattle Area Cordon Data Collection for Trucks and Cars (Task Order 5)

Abstract: The City of Seattle Department of Transportation (SDOT) engaged the Urban Freight Lab to establish a baseline cordon truck and car count for the Greater Downtown area before major construction, transit, and traffic changes occurred in fall 2018. The UFL developed a detailed typology of all commercial vehicle types, and is now assigning every commercial vehicle crossing the cordon to a category that may be tied to its use. Examples of these detailed use types include food delivery, garbage pick up, construction, and service vans. The researchers are analyzing video data provided by SDOT of 30 primary gateway intersections around the perimeter of the Greater Downtown area, which includes Seattle’s downtown, uptown (lower Queen Anne), South Lake Union, and Capital and First Hill urban centers.

This research will enable the city to understand much more about the economic sectors served by commercial vehicles that enter and leave the Greater Downtown area. When this project is completed, SDOT will be the first major city department of transportation in the nation to develop a database that provides such detailed commercial vehicle use information.

Presentation:
Cracking the Freight Data Nut: Estimating Center City Inbound and Outbound Vehicle Volumes from Cordon Counts (METRANS International Urban Freight Conference, October 17, 2019)

Data Visualization:
Cordon Counts: A Data Visualization of Vehicles Moving in and out of Seattle’s City Center

Paper

What is the Right Size for a Residential Building Parcel Locker?

 
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Publication: Transportation Research Record: Journal of the Transportation Research Board
Publication Date: 2022
Summary:

Common-carrier parcel lockers present a solution for decreasing delivery times, traffic congestion, and emissions in dense urban areas through consolidation of deliveries. Multi-story residential buildings with large numbers of residents, and thus a high volume of online package orders, are one of the best venues for installing parcel lockers. But what is the right size for a residential building locker that would suit the residents’ and building managers’ needs?

Because of the novelty of parcel lockers, there is no clear guideline for determining the right locker size and configuration for a residential building given the resident population. A small locker would result in packages exceeding capacity and being left in the lobby, increasing the building manager’s workload and confusing and inconveniencing users. On the other hand, a large locker is more expensive, more difficult to install, and unappealing to residents.

To answer this question, we installed a common-carrier parcel locker in a residential building in downtown Seattle, WA, U.S.A. Through collecting detailed data on locker usage from the locker provider company, we studied and quantified carriers’ delivery patterns and residents’ online shopping and package pickup behaviors. We then used this information to model the locker delivery and pickup process, and simulated several locker configurations to find the one that best suits the delivery needs of the building.

These findings could aid urban planners and building managers in choosing the right size for residential building lockers that meet delivery demand while minimizing costs and contributing to environmental benefits.

Recommended Citation:
Ranjbari, A., Diehl, C., Chiara, G. D., & Goodchild, A. (2022). What is the Right Size for a Residential Building Parcel Locker?. Transportation Research Record, 03611981221123807. https://doi.org/10.1177/03611981221123807
Student Thesis and Dissertations

Examining the Effects of Common Carrier Lockers on Residential Delivery

 
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Publication Date: 2021
Summary:
In recent years, e-commerce has dramatically increased deliveries to residential areas. The rise in delivery vehicle activity creates externalities for the transportation system, including congestion, competition for parking space, and emissions. Common carrier lockers have emerged as a way to manage these effects by consolidating deliveries, but they remain largely untested in the United States. This thesis examines the effects of a common carrier locker placed in a residential building in downtown Seattle, Washington. An experimental design with on-street data tests the effect of the locker on dwell times and time that delivery people spend in the building. Data collected by the locker provider gives insight into the e-commerce behavior patterns of residents. Finally, a simulation model was constructed to obtain the optimal configuration of box sizes in similar lockers. The results show that the locker had a statistically significant effect on time spent within the building, but not on dwell times or curb productivity. However, dwell times for similar vehicles in this sample decreased somewhat. The simulation demonstrated that time-based policies and flexible locker designs can prove to be effective strategies for managing demand.

 

 

 

 

Authors: Caleb Diehl
Recommended Citation:
Diehl, Caleb. (2021). Examining the Effects of Common Carrier Lockers on Residential Delivery. http://hdl.handle.net/1773/47716. University of Washington Master's Thesis.
Report

The Final 50 Feet of the Urban Goods Delivery System: Tracking Curb Use in Seattle

 
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Publication Date: 2019
Summary:

Vehicles of all kinds compete for parking space along the curb in Seattle’s Greater Downtown area. The Seattle Department of Transportation (SDOT) manages use of the curb through several types of curb designations that regulate who can park in a space and for how long. To gain an evidence-based understanding of the current use and operational capacity of the curb for commercial vehicles (CVs), SDOT commissioned the Urban Freight Lab (UFL) at the University of Washington Supply Chain Transportation & Logistics Center to study and document curb parking in five selected Greater Downtown areas.

This study documents vehicle parking behavior in a three-by-three city block grid around each of five prototype Greater Downtown buildings: a hotel, a high-rise office building, an historical building, a retail center, and a residential tower. These buildings were part of the UFL’s earlier SDOT-sponsored research tracking how goods move vertically within a building in the final 50 feet.

The areas around these five prototype buildings were intentionally chosen for this curb study to deepen the city’s understanding of the Greater Downtown area.

Significantly, this study captures the parking behavior of commercial vehicles everywhere along the curb as well as the parking activities of all vehicles (including passenger vehicles) in commercial vehicle loading zones (CVLZs). The research team documented: (1) which types of vehicles parked in CVLZs and for how long, and; (2) how long commercial vehicles (CVs) parked in CVLZs, in metered parking, and in passenger load zones (PLZ) and other unauthorized spaces.

Four key findings, shown below, emerged from the research team’s work:

  1. Commercial and passenger vehicle drivers use CVLZs and PLZs fluidly: commercial vehicles are parking in PLZs, and passenger vehicles are parking in CVLZs. Passenger vehicles made up more than half of all vehicles observed parking in CVLZs (52%). More than one-quarter of commercial vehicle drivers parked in PLZs (26 %.) This fact supports more integrated planning for all curb space, versus developing standalone strategies for passenger vehicle and for commercial vehicle parking.
  2. Most commercial vehicle (CV) demand is for short-term parking: 15 or 30 minutes. Across the five locations, more than half (54%) of all CVs parked for 15 minutes or less in all types of curb spaces. Nearly three-quarters of all CVs (72%) parked for 30 minutes or less. When considering just the delivery CVs, an even higher percentage, 60%, parked for 15 minutes or less. Eighty-one percent of the delivery CVs parked for 30 minutes or less.
  3. Thirty-six percent of the total CVs parked along the curb were service CVs, showing the importance of factoring their behavior and future demand into urban parking schemes. In contrast to delivery CVs that predominately parked for 30 minutes or less, service CVs’ parking behavior was bifurcated. While 56% of them parked for 30 minutes or less, 44% parked for more than 30 minutes. And more than one quarter (27%) of the service CVs parked for an hour or more. Because service vehicles make up such a big share of total CVs at the curb, this may have an outsize impact on parking space turn rates at the curb.
  4. Forty-one percent of commercial vehicles parked in unauthorized locations. But a much higher percentage parked in unauthorized areas near the two retail centers (55% – 65%) when compared to the predominately office and residential areas (27% – 30%). The research team found that curb parking behavior is associated with granular, building-level urban land use. This occurred even as other factors such as the total number, length and ratio of CVLZs versus PLZs varied widely across the five study areas.

The occupancy study documents that each building and the built environment surrounding it has unique features that impact parking operations. As cities seek to more actively manage curb space, the study’s findings illuminate the need to plan a flexible network with capacity for distinct types (time and space requirements) of CV parking demand.

This study also drives home that the curb does not function in isolation, but instead forms one element of the Greater Downtown’s broader, interconnected load/unload network, which includes alleys, the curb, and private loading bays and docks. (1,2,3) SDOT commissioned this work as part of its broader effort with the UFL to map—and better understand—the entire Greater Downtown area’s commercial vehicle load/unload space network. Cities and other parties interested in the details of how to conduct a commercial vehicle occupancy study can see a step-by-step guide in Appendix C.

In this study, researchers deployed six data collectors to observe each curb study area for three days over roughly six weeks in October and December 2017. To make the data produced in this project as useful as possible, the research team designed a detailed vehicle typology to track specific vehicle categories consistently and accurately. The typology covers 10 separate vehicle categories, from various types of trucks and vans to passenger vehicles to cargo bikes. Passenger vehicles in this study were not treated as commercial vehicles, due to challenges in systematically identifying whether passenger vehicles were making deliveries or otherwise carrying a commercial permit.

The five prototype Seattle buildings studied are Seattle Municipal Tower (also the site of a common carrier parcel locker pilot), Dexter Horton, Westlake Center, and Insignia Towers. (4) The study shows how different building and land uses interact with the broader load/unload network. By collecting curb occupancy data in the same locations as their earlier work, the research team added a new layer of information to help the city evaluate—and manage—the Greater Downtown area load/unload network more comprehensively.

This report is part of a broader suite of UFL research to date that equips Seattle with an evidence-based foundation to actively and effectively manage Greater Downtown load/unload space as a coordinated network. The UFL has mapped the location and features of the legal landing spots for trucks across the Greater Downtown, enabling the city to model myriad urban freight scenarios on a block-by-block level. To the research team’s knowledge, no other city in the U.S. or the E.U. has this data trove. The findings in this report, together with all the UFL research conducted and GIS maps and databases produced to date, give Seattle a technical baseline to actively manage the Greater Downtown’s load/unload spaces as a coordinated network to improve the goods delivery system and mitigate gridlock.

The UFL will pilot such active management on select Greater Downtown streets in Seattle and Bellevue, Washington, to help goods delivery drivers find a place to park without circling the block in crowded cities for hours, wasting time and fuel and adding to congestion. The U.S. Department of Energy’s Office of Energy Efficiency and Renewable Energy under the Vehicles Technologies Office is funding the project. (5) The project partners will integrate sensor technologies, develop data platforms to process large data streams, and publish a prototype app to let delivery firms know when a parking space is open – and when it’s predicted to be open so they can plan to arrive when another truck is leaving. This is the nation’s first systematic research pilot to test proof of concept of a functioning system that offers commercial vehicle drivers and dispatchers real-time occupancy data on load/unload spaces–and test what impact that data has on commercial driver behavior. This pilot can help inform other cities interested in taking steps to actively manage their load/unload network.

Actively managing the load/unload network is more imperative as the city grows denser, the e-commerce boom continues, and drivers of all vehicle types—freight, service, passenger, ride-sharing and taxis—jockey for finite (and increasingly valuable) load/unload space. Already, Seattle ranks as the sixth most-congested city in the country.

The UFL is a living laboratory made up of retailers, truck freight carriers and parcel companies, technology companies supporting transportation and logistics, multifamily residential and retail/commercial building developers and operators, and SDOT. Current members are Boeing HorizonX, Building Owners and Managers Association (BOMA) – Seattle King County, curbFlow, Expeditors International of Washington, Ford Motor Company, General Motors, Kroger, Michelin, Nordstrom, PepsiCo, Terreno, USPack, UPS, and the United States Postal Service (USPS).

Recommended Citation:
Urban Freight Lab (2019). The Final 50 Feet of the Urban Goods Delivery System: Tracking Curb Use in Seattle.