E-commerce has empowered consumers to order goods online from anywhere in the world with just a couple of clicks. This new trend has led to significant growth in the number of package deliveries related to online shopping. Seattle’s freight infrastructure is challenged to accommodate this freight growth. Commercial vehicles can already be seen double parked or parked illegally on the city’s streets impacting traffic flow and inconveniencing other road users.
This paper presents an analytical model to contrast the carbon emissions from a number of goods delivery methods. This includes individuals travelling to the store by car, and delivery trucks delivering to homes. While the impact of growing home delivery services has been studied with combinatorial approaches, those approaches do not allow for systematic conclusions regarding when the service provides net benefit.
There are more than 212,000 at-grade railroad crossings in the US. A number of them features paths running adjacent to the railroad tracks, and crossing a highway; serving urban areas, recreational activities, light rail station access and a variety of other purposes. Some of these crossings see a disproportionate number of violations and conflicts between rail, vehicles and pedestrians and bikes.
Movement of goods within a central business district (CBD) can be very constraining with high levels of congestion and insufficient curb spaces. Pick-up and delivery activities encompass a significant portion of urban goods movement and inefficient operations can negatively impact the already highly congested areas and truck dwell times. Identifying and quantifying the delivery processes within the building is often difficult.
Urban transportation infrastructure includes facilities such as loading docks and curb space which are important for freight pick-up and delivery operations. Information about the location and nature of these facilities is typically not documented for public or private urban freight stakeholders and therefore cannot be used to support more effective private sector operations or public sector planning and engineering decisions.
This paper presents a framework to classify and mitigate roadway bottlenecks and that is designed to improve freight mobility. This is in recognition that roadway operations for trucks are under studied, truck-only bottlenecks are often not identified and freight-specific problem areas are therefore often overlooked. The framework uses four-steps. Step 1 identifies and locates the roadway sections where vehicle travel time is in excess of what would normally occur.
An inadequate supply of parking spaces for long-haul drivers creates safety issues that may lead to severe or fatal crashes, as tired drivers face the decision of choosing between parking at unsafe locations or continuing to drive.
To better understand the current use of truck parking facilities and safety issues caused by the lack of parking capacity in high-demand locations, the authors reviewed existing research and reports that describe the lack of parking in the PacTrans region. The researchers then identified and provided a qualitative analysis of future trends that will affect this problem.
Finally, the research team developed and executed a survey of truck drivers at two long-haul trucking parking facilities. The research team focused on two high-volume multi-state truck corridors, the Interstate 5 and 90 corridors, that are of interest to the Washington State Department of Transportation (WSDOT) and neighboring state DOTs. This study presents the data collection method, the overall survey results, and an analysis of the findings.
This research provides original data as well as expert insights to support state decision-making in determining the beneficiaries of building and maintaining public and private truck parking rest stops in Washington state.
This paper evaluates whether or not there is a sprawling tendency to the spatial patterns of warehouse establishments in the Chicago and Phoenix metropolitan areas. The trend of warehouses to move away from the urban centers to more suburban and exurban areas is referred to as “Logistics Sprawl”.
Two converging trends – the rise of e‐commerce and urban population growth – challenge cities facing competing uses for road, curb and alley space. The University of Washington has formed a living Urban Freight Lab to solve city logistics problems that cross private and public sector boundaries.