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.

Report

Boston Delivers: Cargo Bike Pilot Evaluation

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URL: https://www.boston.gov/departments/transportation/boston-delivers

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.

Balancing Freight and Goods Delivery Needs in Designing Complete Streets

The Infrastructure and Investment Jobs Act (IIJA) introduced provisions that are important for both freight movement and implementation of Complete Streets policies. Per the IIJA, Complete Streets standards and policies “ensure the safe and adequate accommodation of all users of transportation systems, including pedestrians, bicyclists, public transportation users, children, individuals who are aging, individuals with disabilities, motorists, and freight vehicles” (Pub. L. 117-58, Section 11206(a). Complete Streets can be considered synonymous with active transportation, which refers to human-powered activities such as walking, biking, or rolling. However, freight is explicitly referenced in the Federal Highway Administration’s Complete Streets description; state departments of transportation (DOTs) are required to allocate resources for activities related to Complete Streets, and freight must be considered concurrently.

With the rise of e-commerce and smaller delivery vehicles, curbside goods delivery, bicycle and pedestrian needs, advancing technologies, and other factors, research is needed to identify knowledge gaps and explore how to integrate the needs of freight movement with the active transportation approaches of Complete Streets to create more efficient, comprehensive, resilient, and cohesive networks.

Objective

The objective of this research is to develop a guide to incorporate design and operational considerations for freight into Complete Streets strategies across land use topologies.

In developing the research approach, considerations should include:

For the purpose of defining scope parameters, freight movement is related to surface transportation and includes trucks, cargo bikes, autonomous delivery robots, rail, and drones, as applicable;
Local, state, and federal transportation needs and economic development funding mechanisms;
Innovative solutions that prioritize the use of existing rights-of-way;
Applicable local, state, and federal codes and regulations;
Advanced technologies including autonomous delivery (e.g., autonomous trucks, drones, and personal delivery devices); and
Equitable outcomes for varying types of communities, businesses, and freight operators.
Accomplishment of the project objective will require at least the following tasks.

Tasks

PHASE I

Task 1. Analyze, describe, and critique pertinent domestic and international research on the bases of applicability, conclusiveness of findings, and usefulness for the integration of freight in Complete Streets processes. Include completed research and research currently underway.

Task 2. Identify effective and successful practices for integrating freight in Complete Streets processes. This information may include performance data, metrics, research findings, and other information assembled from technical literature and from a survey of practitioners.

Task 3. Prepare a detailed outline of the proposed guide intended to aid in incorporating the design and operational considerations of freight with Complete Streets.

Task 4. Prepare an interim report that documents the work completed in Tasks 1 through 3. Include a detailed work plan for the work anticipated in Phase II. Following a review of the interim report by the NCHRP, the research team will be required to make a presentation to the project panel.

PHASE II

Task 5. Building on the findings of Phase I, use partnership engagement to identify and summarize common challenges and conflicts related to policy, equity, funding, planning, design, prioritization and reporting, personnel, and the use and interpretation of Complete Streets policies as they relate to freight transportation. Interested parties shall include local municipalities, metropolitan planning organizations, DOTs, and freight providers and generators.

Task 6. Develop case studies that represent a broad range of land use topologies using the findings from Tasks 1 through 5. The case studies should highlight challenges and opportunities.

Task 7. Prepare Interim Report 2 summarizing the findings from Tasks 1 through 6.

PHASE III

Task 8. Develop a freight and Complete Streets integration tool kit that includes a checklist, visual library, and primers on the following areas: equity, policy, design, funding mechanisms, community engagement strategies, partnership opportunities, operations, and maintenance.

Task 9. Prepare a guide that describes how practitioners may consider all modes of surface transportation while balancing the needs of transportation systems users with the demands of freight.

Task 10. Prepare final deliverables, which shall include, at a minimum: (1) a final research report documenting the entire research effort, findings, and lessons learned; (2) a guide to integrating freight and Complete Streets; (3) a freight and Complete Streets integration tool kit; (4) prioritized recommendations for future research; (5) a PowerPoint presentation describing the background, objectives, research approach, findings, and conclusions; (6) a stand-alone technical memorandum titled “Implementation of Research Findings and Products”; and (7) a presentation, as possible, of findings to two American Association of State Highway and Transportation Officials (AASHTO) councils or committees concerned with the integration of freight and Complete Streets.

Zero-Emission Delivery Zone: City of Portland SMART Grant

The Portland Bureau of Transportation (PBOT) was awarded a nearly $2 million Strengthening Mobility and Revolutionizing Transportation (SMART) Grant by the US Department of Transportation (USDOT) in Fall 2023 to pilot the country’s first regulated Zero-Emission Delivery Zone in downtown Portland and test digital infrastructure tools. This project will test an innovative set of incentives and regulations to better understand what technology and strategies municipalities can use to support and reduce greenhouse gas emissions in the freight sector.

While other cities in the United States have piloted voluntary Zero-Emission Delivery Zones (ZEDZs) to encourage the transition of commercial fleets to zero-emission modes, Portland will be the first U.S. city to pilot a regulated ZEDZ. The regulated ZEDZ will be active during a demonstration period of approximately six months beginning in late summer/early fall of 2024. During this temporary demonstration period, the parking rules for all truck loading zones within the project area will be changed to prioritize access for zero-emission vehicles only (see Figure 1). Loading zones within the ZEDZ will be monitored by parking sensors, both before and after the approximately six-month long demonstration period, so that project staff can better understand the impact of this regulation. These loading zones will be referred to as Zero-Emission Loading Zones.

This pilot project will also test a variety of partnerships and incentives to accelerate the movement of “clean goods,” or goods with fewer negative impacts to health and the environment. This could include diverting existing deliveries into the ZEDZ to local fleets of electric-assist cargo trikes and electric vehicles, vans and trucks, or supporting local delivery companies in transitioning their own fleets to zero-emission modes.

This project is enabled by a nearly $2 million USDOT SMART Stage 1 pilot and prototyping grant. Depending on outcomes from this pilot project, PBOT will have the opportunity to apply for a Stage 2 implementation grant for up to $15 million to refine or scale promising strategies identified in the initial pilot project. The two stages of the SMART grant program are unique in that they allow the City of Portland to test several strategies on a small scale before exploring any larger-scale implementation. All of this work is in service to Portland’s values around climate and transportation justice: a safer, cleaner, and more equitable system for delivering goods and services.

Draft map of project area showing proposed zero-emission load zones updated in March 2024. Loading zone site selection will be refined with stakeholder input in late Spring 2024.

Scope of Work

The Urban Freight Lab (UFL) was approached by PBOT to assist in their Phase 1 SMART grant implementation. The UFL will provide subject matter expertise on the topics of urban freight, curb management, and freight decarbonization. They will support PBOT in the form of interviews and/or surveys to summarize current carrier operations, current and future fleet composition, and loading activities.

Task 1. Project management and subject matter expertise support
- Deliverables: Attend meetings and provide subject matter expert consultation as needed.
Task 2. Document how some carriers and delivery operators would be impacted by a zero-emission delivery zone (ZEDZ) in Portland, including understanding current and planned fleet composition, interactions with the curb, and barriers and opportunities for the City to support.
- Deliverables: Interview questionnaire and summaries of answers (we will aggregate and anonymize results). Draft and final technical memo, with one PBOT review of the draft

Paper

Evaluating Spatial Inequity in Last-Mile Delivery: A National Analysis

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URL: https://doi.org/10.1108/IJPDLM-08-2023-0301

Publication: International Journal of Physical Distribution & Logistics Management

Volume: 54 (5)

Pages: 501-522

Publication Date: 2024

Summary:

This study introduces a first-of-a-kind modeling framework to evaluate the equity impacts of last-mile ecommerce delivery in U.S. cities. Analyzing data across 41 metropolitan areas, the research finds that populations of color experience significantly higher exposure to delivery traffic—about 35% more than white populations—despite ordering fewer packages. The framework helps planners assess baseline equity performance and test urban freight strategies.

Purpose

Despite large bodies of research related to the impacts of e-commerce on last-mile logistics and sustainability, there has been limited effort to evaluate urban freight using an equity lens. Therefore, this study proposes a modeling framework that enables researchers and planners to estimate the baseline equity performance of a major e-commerce platform and evaluate equity impacts of possible urban freight management strategies. The study also analyzes the sensitivity of various operational decisions to mitigate bias in the analysis.

Design/methodology/approach

The model adapts empirical methodologies from activity-based modeling, transport equity evaluation, and residential freight trip generation (RFTG) to estimate person- and household-level delivery demand and cargo van traffic exposure in 41 U.S. Metropolitan Statistical Areas (MSAs).

Findings

Evaluating 12 measurements across varying population segments and spatial units, the study finds robust evidence for racial and socio-economic inequities in last-mile delivery for low-income and, especially, populations of color (POC). By the most conservative measurement, POC are exposed to roughly 35% more cargo van traffic than white populations on average, despite ordering less than half as many packages. The study explores the model’s utility by evaluating a simple scenario that finds marginal equity gains for urban freight management strategies that prioritize line-haul efficiency improvements over those improving intra-neighborhood circulations.

Originality/value

Presents a first effort in building a modeling framework for more equitable decision-making in last-mile delivery operations and broader city planning.

Authors: Travis FriedDr. Anne Goodchild, Ivan Sanchez Diaz (Chalmers University), Michael Browne (Gothenburg University)

Recommended Citation:
Fried, T., Goodchild, A.V., Sanchez-Diaz, I. and Browne, M. (2024), "Evaluating spatial inequity in last-mile delivery: a national analysis", International Journal of Physical Distribution & Logistics Management.

Chapter

New Urban Freight Developments and Land Use

URL: https://www.elgaronline.com/edcollbook/book/9781800370258/9781800370258.xml

Publication: Handbook on Transport and Land Use: A Holistic Approach in an Age of Rapid Technological Change

Volume: Chapter 22

Pages: 383-397

Publication Date: 2023

Summary:

Urban freight denotes vehicle and commodity flows in an urban environment. These flows depend on a complex set of relationships among various stakeholders. In the last decades, urban freight has experienced an incredible pace of evolution, which has occurred due to various technological factors. One example is the ubiquity of internet access and the advance in information technology, leading to e-commerce adoption. Another is the development of algorithms to forecast demand, design and maintain supply chains and plan vehicle routes. In this chapter, we summarize critical changes in urban freight developments and land use. We highlight the interactions between passenger and freight travel, the recent shifts in freight flows and associated planning needs.

Authors: Dr. Giacomo Dalla Chiara, André Alho, Takanori Sakai

Recommended Citation:
Alho, André, Takanori Sakai, and Giacomo Dalla Chiara. "New urban freight developments and land use." Handbook on Transport and Land Use: A Holistic Approach in an Age of Rapid Technological Change (2023): 383.

Paper

Ecommerce and Environmental Justice in Metro Seattle

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URL: https://doi.org/10.1016/j.retrec.2023.101382

Publication: Research in Transportation Economics

Volume: 103

Publication Date: 2023

Summary:

Urban distribution centers (UDCs) are opening at unprecedented rates to meet rising home delivery demand. The trend has raised concerns over the equity and environmental justice implications of ecommerce’s negative externalities. However, little research exists connecting UDC location to the concentration of urban freight-derived air pollution among marginalized populations.

Using spatial data of Amazon UDCs in metropolitan Seattle, this study quantifies the socio-spatial distribution of home delivery-related commercial vehicle kilometers traveled (VKT), corresponding air pollution, and explanatory factors. Results reveal that racial and income factors are relevant to criteria air pollutant exposure caused by home deliveries, due to tracts with majority people of color being closer in proximity to UDCs and highways. Tracts with majority people of color face the highest median concentration of delivery vehicle activity and emissions despite ordering less packages than white populations. While both cargo van and heavy-duty truck emissions disproportionately affect people of color, the socio-spatial distribution of truck emissions shows higher sensitivity to fluctuations in utilization.

Prioritizing environmental mitigation of freight activity further up the urban distribution chain in proximity to UDCs, therefore, would have an outsized impact in minimizing disparities in ecommerce’s negative externalities.

Authors: Travis FriedRishi VermaDr. Anne Goodchild

Recommended Citation:
Fried, T., Verma, R., & Goodchild, A. (2024). Ecommerce and Environmental Justice in Metro Seattle. Research in Transportation Economics, 103, 101382. https://doi.org/10.1016/j.retrec.2023.101382

White Paper

Biking the Goods: How North American Cities Can Prepare for and Promote Large-Scale Adoption of E-Cargo Bikes

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URL: https://doi.org/10.6069/REXD-W642

Publication Date: 2023

Summary:

The distribution of goods and services in North American cities has conventionally relied on diesel-powered internal combustion engine (ICE) vehicles. Recent developments in electromobility have provided an opportunity to reduce some of the negative externalities generated by urban logistics systems.

Cargo e-bikes — electric cycles specially designed for cargo transportation — represent an alternative environmentally friendly and safer mode for delivering goods and services in urban areas. However, lack of infrastructure, legal uncertainties, and a cultural and economic attachment to motorized vehicles has hindered their adoption. Cities play a crucial role in reducing these barriers and creating a leveled playing field where cargo e-bikes can be essential to urban logistics systems.

This paper aims to inform urban planners about what cargo e-bikes are, how they have been successfully deployed in North America to replace ICE vehicles, and identify actionable strategies cities can take to encourage their adoption while guaranteeing safety for all road users.

Gathering data and opinions from key public and private sector stakeholders and building on the expertise of the Urban Freight Lab, this paper identifies nine recommendations and 21 actions for urban planners across the following four main thematic areas:

Infrastructure: cycling, parking infrastructure, and urban logistics hubs
Policy and Regulation: e-bike law, safety regulation, and policies de-prioritizing vehicles
Incentives: rebates and business subsidies
Culture and Education: labor force training, educational programs, and community-driven adoption

Acknowledgements

The Urban Freight Lab acknowledges the following co-sponsors for financially supporting this research: Bosch eBike Systems, Fleet Cycles, Gazelle USA, Michelin North America, Inc., Net Zero Logistics, Pacific Northwest Transportation Consortium (PacTrans) Region 10, Seattle Department of Transportation, and Urban Arrow.

Technical contributions and guidance: Amazon, B-Line (Franklin Jones), Cascade Bicycle Club, Coaster Cycles, City of Boston, City of Portland, Downtown Seattle Business Association (Steve Walls), New York City Department of Transportation, People for Bikes (Ash Lovell), Portland Bureau of Transportation, University of Washington Mailing Services (Douglas Stevens), UPS,

Authors: Dr. Giacomo Dalla ChiaraRishi VermaKelly RulaDr. Anne Goodchild

Recommended Citation:
Dalla Chiara, G., Verma, R., Rula, K., Goodchild, A. (2023). Biking the Goods: How North American Cities Can Prepare for and Promote Large-Scale Adoption of Cargo e-Bikes. Urban Freight Lab, University of Washington.

Chapter

Success Factors for Urban Logistics Pilot Studies

URL: https://www.taylorfrancis.com/chapters/edit/10.4324/9781003241478-27/success-factors-urban-logistics-pilot-studies-andisheh-ranjbari-anne-goodchild-elizabeth-guzy

Publication: The Routledge Handbook of Urban Logistics

Publication Date: 2023

Summary:

The last mile of delivery is undergoing major changes, experiencing new demand and new challenges. The rise in urban deliveries amid the societal impacts of the COVID-19 pandemic has dramatically affected urban logistics. The level of understanding is increasing as cities and companies pilot strategies that pave the way for efficient urban freight practices. Parcel lockers, for instance, have been shown to reduce delivery dwell times with such success that Denmark increased its pilot program of 2,000 lockers to 10,000 over the past two years. This chapter focuses on challenges faced during those pilots from technical, managerial and operational perspectives, and offers examples and lessons learned for those who are planning to design and/or run future pilot tests. On-site management proved to be critical for locker operations.

Authors: Dr. Andisheh RanjbariDr. Anne GoodchildElizabeth Guzy

Recommended Citation:
Ranjbari, Andisheh & Goodchild, A & Guzy, E. (2023). Success Factors for Urban Logistics Pilot Studies. 10.4324/9781003241478-27.

Paper

Urban Delivery Company Needs and Preferences for Green Loading Zones Implementation: A Case Study of NYC

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URL: https://doi.org/10.1061/9780784484340.030

Publication: Proceedings of American Society of Civil Engineers (ASCE) Transportation and Development Conference 2022: Transportation Planning and Workforce Development

Publication Date: 2022

Summary:

(This project is part of the Urban Freight Lab’s Technical Assistance Program, where UFL contributes to the project by providing 1:1 match funds in terms of staff and/or research assistants to complete project tasks.)

Green Loading Zones (GLZs) are curb spaces dedicated to the use of electric or alternative fuel (“green”) delivery vehicles. Some U.S. cities have begun piloting GLZs to incentivize companies to purchase and operate more green vehicles. However, there are several questions to be answered prior to a GLZ implementation, including siting, potential users and their willingness to pay. We reviewed best practices for GLZs around the world, and surveyed goods delivery companies operating in New York City to collect such information for a future GLZ pilot. The findings suggest the best candidate locations are areas where companies are currently subject to the most parking fines and double parking. Companies expressed willingness to pay for GLZs, as long as deploying green vehicles in the city can offset other cost exposures. Respondents also selected several single-space GLZs spread throughout a neighborhood as the preferred layout.

Authors: Thomas MaxnerNota GoulianouDr. Andisheh RanjbariDr. Anne Goodchild

Recommended Citation:
Maxner, T., Goulianou, P., Ranjbari, A., and Goodchild, A. (2022). "Studying Urban Delivery Company Needs and Preferences for Green Loading Zones Implementation: A Case Study of NYC", In Proceedings of ASCE Transportation and Development Conference (Forthcoming), Seattle, WA.