Why does urban freight become difficult in the last mile?
The short distance from a depot to the recipient door is often the most complex delivery stage. Loading space, building access and pedestrians matter alongside traffic. Conditions change between a school arrival period and an afternoon delivery window on the same street. A short vehicle route need not mean fast access to a door or a safe street for everyone.
Spatial bottlenecks in delivery
1. A large vehicle may cover most of its route efficiently on main roads, then meet narrow streets, one-way restrictions, loading bans and a search for parking. Delay accumulates when the delivery window is short. The OECD International Transport Forum explains that urban freight affects traffic efficiency, safety and the use of public space. A short line on a map does not mean goods can move without interruption all the way to the door. 2. When loading bays are scarce, a driver may circle a block or stop illegally. Both options affect delivery time, traffic and pedestrian safety. Curb space does not belong to vans alone: buses, taxis, accessible drop-offs, cyclists and walkers share a limited edge of the street. Decisions about dedicated loading space therefore need to consider all users, not only a delivery company's speed or convenience. 3. Work continues after the vehicle stops. Parcels are sorted, entrances and lifts located, recipients found and sometimes stairs climbed or signatures obtained. ITF's report on the final metres explains why this map-small stage can consume a large amount of time. Temperature-sensitive food or fragile goods cannot tolerate the same delays as a standard parcel; building design becomes part of the delivery chain.
Options and public space
4. Micro-distribution hubs, parcel lockers, cargo bikes and time-limited loading bays may suit certain streets. A bike may be unsuitable for large heavy goods, while a locker adds a walk for the customer. Assess energy use, worker safety, accessibility and privacy for each proposal. One technology cannot serve both every dense centre and every suburb; street width and delivery density shape what works locally. 5. Measure not only vehicle kilometres but also stop duration per delivery, time spent seeking parking, late parcels, collisions and obstructions to walkers. A street at school arrival time differs from the same street in the afternoon. Municipalities, operators and building managers can use compatible data standards without revealing individual customer addresses. ITF recommends managing freight while safeguarding public interests and allocating curb space deliberately. 6. Growth in online orders can increase delivery volumes, but sending more vehicles is not the only response. Consolidation, appropriate delivery windows and a reachable destination for a first attempt may reduce repeat trips. A remote locker, however, can shift the burden to customers. Interpret outcomes alongside local rules, labour conditions and the needs of street users. A time saving reported in one city cannot automatically be transferred to another neighbourhood.