Paper

Evaluation of Bicyclist Physiological Response and Visual Attention in Commercial Vehicle Loading Zones

URL: https://doi.org/10.1016/j.jsr.2023.11.018

Publication: Journal of Safety Research

Publication Date: 2023

Summary:

With growing freight operations throughout the world, there is a push for transportation systems to accommodate trucks during loading and unloading operations. Currently, many urban locations do not provide loading and unloading zones, which results in trucks parking in places that obstruct bicyclist’s roadway infrastructure (e.g., bicycle lanes).

Method
To understand the implications of these truck operations, a bicycle simulation experiment was designed to evaluate the impact of commercial vehicle loading and unloading activities on safe and efficient bicycle operations in a shared urban roadway environment. A fully counterbalanced, partially randomized, factorial design was chosen to explore three independent variables: commercial vehicle loading zone (CVLZ) sizes with three levels (i.e., no CVLZ, Min CVLZ, and Max CVLZ), courier position with three levels (i.e., no courier, behind the truck, beside the truck), and with and without loading accessories. Bicyclist’s physiological response and eye tracking were used as performance measures. Data were obtained from 48 participants, resulting in 864 observations in 18 experimental scenarios using linear mixed-effects models (LMM).

Results
Results from the LMMs suggest that loading zone size and courier position had the greatest effect on bicyclist’s physiological responses. Bicyclists had approximately two peaks-per-minute higher when riding in the condition that included no CVLZ and courier on the side compared to the base conditions (i.e., Max CVLZ and no courier). Additionally, when the courier was beside the truck, bicyclist’s eye fixation durations (sec) were one (s) greater than when the courier was located behind the truck, indicating that bicyclists were more alert as they passed by the courier. The presence of accessories had the lowest influence on both bicyclists’ physiological response and eye tracking measures.

Practical Applications
These findings could support better roadway and CVLZ design guidelines, which will allow our urban street system to operate more efficiently, safely, and reliable for all users.

Authors: Dr. Ed McCormackDr. Anne Goodchild, Hisham Jashami, Douglas Cobb, Ivan Sinkus, Yujun Liu, David Hurwitz

Recommended Citation:
Jashami, Hisham, Douglas Cobb, Ivan Sinkus, Yujun Liu, Edward McCormack, Anne Goodchild, and David Hurwitz. “Evaluation of Bicyclist Physiological Response and Visual Attention in Commercial Vehicle Loading Zones.” Journal of Safety Research. Elsevier BV, December 2023. https://doi.org/10.1016/j.jsr.2023.11.018

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:

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.
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.
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.
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).

Authors: Urban Freight Lab

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

Technical Report

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

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

Publication Date: 2016

Summary:

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

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

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

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

A Data-Driven Simulation Tool for Dynamic Curb Planning and Management

Project Budget: $2.9M (UW amount: $500k)

Lead Institution:

Pacific Northwest National Lab (PNNL)

Partner Institutions:

Urban Freight Lab (UFL), University of Washington
Lawrence Berkeley National Laboratory (LBNL)
Lacuna Technologies, Inc. (Lacuna)
National Renewable Energy Laboratory (NREL)

Summary:

Curbs are a critical interfacing layer between movement and arrival in urban areas—the layer at which people and goods transition from travel to arrival—representing a primary point of resistance when joining and leaving the transportation network. Traditionally, curb spaces are statically supplied, priced, and zoned for specific usage (e.g., paid parking, commercial/passenger loading, or bus stops). In response to the growing demand for curb space, some cities are starting to be more intentional about defining curb usage. Examples of curb demand include not only traditional parking and delivery needs, but today include things like curb access requirements generated by micro delivery services, active transportation modes, and transportation network companies. And now due to the pandemic, increased demand comes from food/grocery pick-up/drop-off activities, as well as outdoor business use of curb space (e.g., outdoor restaurant seating).

Heightened demand and changing expectations for finite curb resources necessitates the implementation of new and dynamic curb management capabilities so that local decision-makers have the tools needed to improve occupancy and throughput while reducing the types of traffic disruptions that result from parking search and space maneuvering activities.

However, municipalities and cities currently lack tools that allow them to simulate the effectiveness of potential dynamic curb management policies to understand how the available control variables (e.g. price or curb space supply) can be modified to influence curb usage outcomes. On the other hand, transportation authorities and fleet managers lack the needed signage or communication platforms to effectively communicate the availability of curb space for a specified use, price, and time at scales beyond centralized lots and garages.

This project aims to develop a city-scale dynamic curb use simulation tool and an open-source curb management platform. The envisioned simulation and management capabilities will include dynamically and concurrently controlling price, number of spaces, allowed parking duration, time of use or reservation, and curb space use type (e.g., dynamic curb space rezoning based on supply and demand).

Project Objectives:

Project objectives include the following:

Objective 1: The team will develop a microscale curb simulation tool to model behavior of individual vehicles with different purposes at the curb along a blockface over time of day, accounting for price, supply, function, and maximum parking time.
Objective 2: The team will integrate the microscale simulation tool with the LBNL’s mesoscale (city-scale) traffic simulation tool, BEAM, for simulating traffic impacts of alternative curb management strategies and their effects on citywide and regional traffic, in terms of (1) travel time, (2) throughput (people and goods) into and out of urban centers, (3) reduced energy use and emissions (from parking search and congestion), and (4) curb space utilization.
Objective 3: The team will develop a dynamic curbspace allocation controller for various curb users, either municipal or commercial, for the purpose of a demonstration and pilot.
Objective 4: The team will design, implement and test a curbside resource usage platform for fleet vehicles communications at commercial vehicle load zones (CVLZs), passenger load zones (PLZs), and transit stops.
Objective 5: The team will perform demonstrations with stakeholder agencies and provide pathways to practice for promising curb allocation policies.

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

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

Key Findings

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

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

The study surfaces four additional key findings:

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

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

Presentation

Can Real-Time Curb Availability Information Improve Urban Delivery Efficiency?

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URL: https://metrans.org/inuf_2022-papers_presentations

Publication: 9th International Urban Freight Conference, Long Beach, May 2022

Publication Date: 2022

Summary:

Parking cruising is a well-known phenomenon in passenger transportation, and a significant source of congestion and pollution in urban areas. While urban commercial vehicles are known to travel longer distances and to stop more frequently than passenger vehicles, little is known about their parking cruising behavior, nor how parking infrastructure affects such behavior.

In this study, we propose a simple method to quantitatively explore the parking cruising behavior of commercial vehicle drivers in urban areas using widely available GPS data, and how urban transport infrastructure impacts parking cruising times.

We apply the method to a sample of 2900 trips performed by a fleet of commercial vehicles, delivering and picking up parcels in downtown Seattle. We obtain an average estimated parking cruising time of 2.3 minutes per trip, contributing on average for 28 percent of total trip time. We also found that cruising for parking decreased as more curb-space was allocated to commercial vehicles load zones and paid parking and as more off-street parking areas were available at trip destinations, whereas it increased as more curb space was allocated to bus zone.

Authors: Dr. Giacomo Dalla ChiaraFiete KruteinDr. Anne Goodchild

Recommended Citation:
Giacomo Dalla Chiara, Klaas Fiete Krutein, and Anne Goodchild (2022). Can Real-Time Curb Availability Information Improve Urban Delivery Efficiency? 9th International Urban Freight Conference (INUF), Long Beach, CA May 2022.

Technical Report

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

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URL: https://rosap.ntl.bts.gov/view/dot/55776

Publication Date: 2020

Summary:

This report presents research to improve the understanding of curb space and delivery needs in urban areas. Observations of delivery operations to determine vehicle type, loading actions, door locations, and accessories used were conducted. Once common practices had been identified, then simulated loading activities were measured to quantify different types of loading space requirements around commercial vehicles. This resulted in a robust measurement of the operating envelope required to reduce conflicts between truck loading and unloading activities with adjacent pedestrian, bicycle, and motor vehicle activities.

A bicycling simulator experiment examined bicycle and truck interactions in a variety of CVLZ designs. The experiment was completed by 50 participants. The bicycling simulator collected data regarding a participant’s velocity, lane position, and acceleration. Three independent variables were included in this experiment: pavement marking (No, Minimum, or Recommended CVLZ), Courier Position (none, behind vehicle, on driver’s side), and Accessory (none or hand truck). The results support the development of commercial loading zone design recommendations that will allow our urban street system to operate more efficiently, safely, and reliably for all users.

As urban populations and freight activities grow, there is continued pressure for multiple modes to share urban streets and compete for curb space. Cities are recognizing curb space as valuable public real estate that must be better understood and designed in order to improve the quality of life for residents and the transportation systems of cities.

Current commercial vehicle load zones are not well designed to accommodate safe, efficient, and reliable deliveries. Commercial vehicles using urban curbside loading zones are not typically provided with a consistent envelope, or a space allocation adjacent to the vehicle for deliveries. While completing loading and unloading activities, drivers are required to walk around the vehicle, extend ramps and handling equipment, and maneuver goods; these activities require space around the vehicle. But these unique space needs of delivery trucks are not commonly acknowledged by or incorporated in current urban design practices. Due to this lack of a truck envelope, drivers of commercial vehicles are observed using pedestrian pathways and bicycling infrastructure for unloading activities as well as walking in traffic lanes. These actions put themselves, and other road users in direct conflict and potentially in harm’s way.

This project improves our understanding of curb space requirements and delivery needs in urban areas. The research approach involved the observation of delivery activities operations to measure the envelope required for different vehicle types, loading actions, door locations, and accessories. Once the envelope was determined the (simulator was used).

Common loading and unloading practices and where freight activities occurred in relationship to trucks (sides, back, or front) were initially identified by observing twenty-five curbside deliveries in urban Seattle. The research team next collaborated with three delivery companies with active operations in urban areas. These companies proved access to their facilities, nine different urban delivery vehicles, and a variety of loading accessories. The research team initially recorded the commercial vehicle’s closed vehicle footprint without any possible extensions engaged. Next the open vehicle footprint was measured when all vehicle parts such as doors, lift gates, and ramps were extended for delivery operations. Finally, the active vehicle footprint was recorded as the companies’ drivers simulated deliveries which allowed the research team to observe and precisely measure driver and accessory paths around the vehicle.

This process resulted in robust measurements, tailored to different types of truck configurations, loading equipment and accessories, of the operating envelope around a commercial vehicle. These measurements, added to the foot print of a user-selected delivery truck sizes, provides the envelope needed to reduce conflicts between truck loading and unloading activities and adjacent pedestrian, bicycle, and motor vehicle activities.

A bicycling simulator experiment examined bicycle and truck interactions in a variety of CVLZ designs. The experiment was successfully completed by 50 participants. The bicycling simulator collected data regarding a participant’s velocity, lane position, and acceleration.

Three independent variables were included in this experiment: pavement marking (No, Minimum, or Recommended CVLZ), Courier Position (none, behind vehicle, on driver’s side), and Accessory (none or hand truck). Several summary observations resulted from the bicycling simulator experiment:

A bicyclist passing by no loading zone (truck is obstructing bike lane) or minimum loading zone (truck next to the bike lane without a buffer) had a significantly lower speed than a bicyclist passing a preferred loading zone (truck has an extra buffer). A smaller loading zone had a ix decreasing effect on mean speed, with a courier exiting on the driver side of the truck causing the lowest mean speed.
A courier on the driver’s side of the truck had an increasing effect on mean lateral position, with a no CVLZ causing the highest divergence from the right edge of the bike lane. Consequently, bicyclists shifted their position toward the left edge of bike lane and into the adjacent travel lane. Moreover, some bicyclists used the crosswalk to avoid the delivery truck and the travel lane.
In the presence of a courier on the driver’s side of the truck, the minimum CVLZ tended to be the most disruptive for bicyclists since they tended to depart from the bike lane toward the adjacent vehicular travel lane.
When the bicyclist approached a delivery vehicle parked in the bicycle lane, they had to choose between using the travel lane or the sidewalk. About one third of participants decided to use the sidewalk.

From our results, commercial loading zone best practice envelope recommendations can be developed that will allow our urban street system to operate more efficiently, safely, and reliably for all users

Authors: Dr. Ed McCormackDr. Anne GoodchildManali Sheth, David S. Hurwitz, Hisham Jashami, Douglas P. Cobb

Recommended Citation:
McCormack, Ed. Anne Goodchild, Manali Sheth, et.al. (2020). Developing Design Guidelines for Commercial Vehicle Envelopes on Urban Streets.