Not sure what your curb has done for you lately? Not to worry. Your answer is arriving now, in the form of an equation devised by Uber and meant to help cities evaluate how efficiently they’re using this increasingly contested space.

After years of neglect and scorn, this strip of urban infrastructure, long the sole domain of the meter maid, has gotten incredibly crowded. Bike- and scooter-share companies would love to park their wares there. Transit agencies would love for drivers to stay out of their bus stops. Delivery drivers—the folks transporting businesses’ daily merchandise, the roughly 30 percent more UPS, FedEx, and USPS packages sent since five years ago, the 20 percent more takeout orders—would love to idle just outside their destinations. Ride-hailers like Uber and Lyft would love to pick up and drop off their passengers quickly and safely. Car owners would love to park there, ideally for free.

Yes, the curb is a contested space, which is cities want to get better at managing them. Some are trying. Places like Washington, DC are experimenting with reserved, nighttime parking spots for Uber and Lyft pick-ups and drop-offs in one of its most hopping nightlife areas. Lyft has worked with San Francisco’s Metropolitan Transportation Agency to block its drivers from stopping on another busy street.

To do more, though, cities need data—a complete understanding of what’s happening on their roads. Plus, they need a smart way to evaluate that data, a way to come to conclusions about how curbs should be used. Oh, and also an easy way to explain those decisions to citizens once their made.

“Converting parking to loading zones or to other uses is just a politically challenging thing to do,” says Allison Wylie, an Uber public policy analystCK.

Which is why, in a report released last week, Uber and the transportation consultancy Fehr and Peers published what they’re calling a “curb productivity index”. It’s a way to figure out what the curb is doing for you.

The equation is decpetivtivey simple:

Time x Space

“Activity” is the number of passengers using the curb space by a specific mode, “time” is the period when the activity was observed, and “space” is the total amount of curb footage dedicated to that use.

Here’s the example that the consultants use in their report, where a 20-foot parking spot is used as a parking spot by a single car carrying two people for four hours:

2 passengers/(4 hours x 20 feet) = .025 passengers/hour-feet, or 0.5 passengers per hour per 20 feet of curb

But if that space is instead used as part of an 80-foot bus stop served by 100 people in that four-hour block, ti equation looks like this:

100 passengers/(4 hours x 80 feet) = .3125 passengers/hour-feet, or 6.25 passengers served per hour per 20 feet of curb

Clearly, the bus stop is a better use of public space.

To show how this equation might work in the real world, the researchers collected 12 hours worth of video footage, photographs, and Uber data for five locations in San Francisco. They concluded that, yes, it sometimes often makes sense to convert parking spots to other uses, like Uber pick-ups and designated loading zones. It also makes sense to make curbs flexible—to use them for parking at some times of day, and other things at others.

“It’s this easy to use, easy to understand way to communicate the benefits of turning over parking in very busy downtown centers to more productive uses,” says Wylie. She notes that those cities that can’t collect their own precise data should also be able to use the five examples in the report, each a different sort of street, to reach their own curb conclusions.


It makes a lot of sense that an Uber report would find in favor of more spaces for Uber. But transportation experts say it’s a good thing that the ride-hailing company is thinking seriously about how to use city streets. For years, government officials have criticized the company for refusing to release the specific data they could use to make important and long-lasting decisions on street design and infrastructure. “The report is advancing the discussion of how to use data in cities, which is quite good,” says Bruce Schaller, a former New York City transportation official who is now an independent transportation consultant.

This is only a first step. The harder decisions come after cities decide to change the status quo. They need to figure out not just how the street is operating now, but how they want it to operate in the future. Maybe fewer people would choose ride-hail if officials were better at creating dedicated infrastructure for buses—they could be cheaper, even faster, than a solo trip in a car.

And then cities need to figure out how to price those decisions. Changing behavior isn’t just a question of drawing differently colored stripes on curbs. It’s also using money as a carrot or stick. If cities want fewer cars to park, they need to raise the price of parking. If they want fewer people in cars, they need to raise the cost of driving, through things like congestion fees.

Those decisions should come quick. On ThursdayCK, Uber became just the latest company introduce a scooter-share program to city streets, this time in Santa Monica. The cheery, red, Jump-branded electric scoots are another way for the company to show that it’s not only committed to four-wheeled transport devices. It also announced last week a $10 million environmental fund, which will, in part, help fight congestion.

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