Cities around the world are taking bold steps to reduce car traffic and reclaim public space. In Bergen, Norway, a new zoning proposal aims to reduce traffic in the historic city center, restricting access primarily to public transportation and emergency services. While this is a commendable move toward a more livable and pedestrian-friendly urban environment, our study highlights a key oversight in many such mobility policies: freight transport is often overlooked.
Researchers evaluated the implications of Bergen’s zoning plan on urban freight flows. Using clustering and routing models that reflect real-world parcel delivery operations, researchers found that, contrary to the policy’s intention, traffic volumes within the city center could increase. The new zoning requires delivery vans to navigate longer and more circuitous routes, as access points are limited and non-contiguous across zones. This issue is especially pronounced for smaller parcel carriers, who lack the scale to consolidate deliveries efficiently.
To address this unintended outcome, the researchers evaluated the effectiveness of a micro-hub and cargo bike delivery solution for last-mile delivery. This model shows promise, particularly in a city like Bergen, with its medieval street layout, narrow alleys, and limited parking. Replacing vans with bike couriers could reduce both traffic and emissions while maintaining delivery service levels.
However, the researchers emphasize the importance of conducting a priori (ex-ante) policy evaluations before implementing traffic restrictions. Proactive analysis allows city authorities to anticipate adverse impacts and refine their plans accordingly. In Bergen’s case, our ex-ante simulation suggests that freight distances—and associated emissions—will increase under the current proposal unless mitigated by consolidation and last-mile innovations.
The researchers also acknowledge the limitations of their study. This last-mile freight model was based on PostNord’s distribution patterns (parcels only), serving as a proxy for broader carrier activity. While additional data from smaller operators would improve model accuracy, our findings clearly show that these carriers contribute disproportionately to inefficient routing—an effect that may worsen with the rise of gig economy logistics.
Lastly, while the study focused on parcels, future research should examine other city logistics (construction, retail, and HoReCa) and private vehicle behavior in response to zoning. Limiting car traffic could encourage public transportation or active travel, but it might also shift traffic patterns in unpredictable ways.
Freight transport must be integrated from the beginning in urban mobility planning. Failing to do so risks undermining sustainability goals and could create new challenges in the very areas such policies seek to improve.