## 2 Literature Review
### Experiences from the UK and Ireland  
Local authorities in the UK have targeted large logistics companies in order to incentivize them to adopt cargo bikes into their supply chain. Moreover, communication campaigns of cargo cycle programs at the local level have emphasized both perception issues and lack of awareness and regulation as factors impacting negatively on the implementation of cycle logistics initiatives [7]. Ref. [21] demonstrates that promoting policies in the UK should address three pillars: incentive system, risk perception and availability and maintenance of infrastructures. Some of these key factors are common among cycle logistics and cycling at large, despite significant definitory differences and obstacles that characterize each strain. Finally, extant studies found some relationships between the impacts of both cycle logistics and cycling at large, but the definitory elements are not shared among them: it is a question of convergence of two different strains (cycle logistics and cycling at large) toward some similar results [18; 21; 22; 23; 24; 25; 26; 27; 28; 29; 30].  
An additional factor lies in the impacts: an inverse relationship between the adoption of bike delivery solutions and the number of obese citizens, including bike messengers, has been found, thus proving the broad extent of social impacts partly attributable to cycle logistics [22; 23; 24; 25; 26]. In fact, cycle logistics projects in the UK have several impacts, since they contribute to reduce the pressure on the National Health Service; delivering goods by bike is positively linked to health benefits and is proven to help tackle urban mobility issues, which are directly responsible for 70% of substances threatening public health [21; 27]. In Scotland, different research studies have identified a complex set of shared impacts--e.g., demographic, economic and infrastructural--related to both cycle logistics and cycling at large [18; 28; 29; 30]. In Ireland, cycle logistics have been included in two ad hoc government programs in order to increase both individual and socio-economic benefits [9]. Tackling safety issues in Irish urban transportation networks is key in order to build on the reputation of cycling as safe in cities and, especially, to ensure the business viability of bike delivery projects [18]. In this context, risk perception, infrastructures and attitudinal aspects have been identified as key factors [18; 31; 32]. However, the current strong political will in many towns in the UK is not the only enabling factor supporting cycle logistics and cycling at large. In fact, the traditional good public transport systems and the urban infrastructures adverse to car use in city centers act as complementary factors in the British scenario since they help in decreasing traffic levels and, at the same time, enable the timely delivery of goods and, hence, the increase in customer satisfaction for cycle logistics businesses [33]. On the contrary, public transport proved to be poorly designed in Ireland since it provoked a 29.7% drop for non-motorized commuting and a 37.5% increase in car use from 1986 to 2006, thus revealing a negative context factor and discouraging the start-up of bike delivery businesses [9; 34]. Many authors have investigated socio-economic and transportation- and household-specific factors in major Irish cities: supporting policies, infrastructures, car ownership and socio-demographic status at large have been identified as some of the more relevant issues impacting non-motorized transport, thus including cycle logistics [9; 35; 36; 37; 38; 39].