Case study
Urban Freight Transport (UFT) and Last Mile Logistics (LML) are essential urban functions and bring economic gains, but they also contribute to the negative impacts that are associated with light-duty vehicles (LDVs) and motorised transport modes, posing social challenges due to outdated infrastructure, impacting small city centres’ liveability.
Policymakers are promoting access regulations and clean vehicles for sustainable alternatives, as well as urban consolidation centres (UCCs) to optimise urban deliveries. However, the high number of permits that are often available to access a Limited Traffic Zone (LTZ) does not limit private motorised access significantly. The use of clean vehicles, and the electrification of fleets more generally, may reduce vehicles’ direct emissions without addressing accessibility, safety and global environmental issues, and UCCs face coordination challenges.
Cargo bikes offer a sustainable solution, capable of carrying significant loads (up to 300kg and 2 m3) with low energy consumption and cost. Thus tackling the inefficiencies of LCVs carrying, on average, 20-30% of their capacities (loads and volumes). Transitioning from vans to cargo bikes for CEP (courier, express and parcel) services, particularly in B2C (business-to-consumer) and C2C (customer-to-customer) segments could revolutionise urban logistics and mobility, improving its environmental and socio-economic performance, while at the same time addressing issues beyond transport, such as the use of energy and public space. However, they remain underutilised.
This case study presents the proposed strategic scheme for Reggio-Emilia (a small-sized Italian city), developed by TRT Trasporti e Territorio at the mandate of the city authority, targeting logistics operators, retailers, and households with tailored infrastructure, services, and governance coordination. Measures include on-street exchange nodes, cargo bike sharing and incentives for both retailers and households, coordinated by a specified actor. These initiatives aim to diversify LML approaches and reduce reliance on traditional vehicles. Similarly, household incentives aim at encouraging mode shift toward cycling and reducing car dependency.
While these measures are not yet in effect, they promise cost-effective, diversified, and comprehensive alternatives to traditional LML systems. The case study calls for broader adoption of cargo bikes and cycle logistics to meet European, national and local carbon neutrality targets and accommodate growing e-commerce, providing a foundation for future research and policy development in the absence of an EU “Cycle Logistics Plan”.