International Cargo Bike Festival 2017

llubbers

Nijmegen, The Netherlands

11 - 13 June, 2017


Protecting

your cargo

since 1975

In The Netherlands we love cycling. Some

people even say that it is in our DNA. But

that is not true. Building a cyclists’ paradise

requires hard work, a clear vision and

defiance. We should know, because keeping

The Netherlands a safe and happy cycling

country is our main goal, ever since we

started, more than forty years ago.

We are Fietsersbond, the Dutch Cyclists’

Union. Thanks to our 34.000 members and

1.650 volunteers, we are the largest cycling

advocacy group in The Netherlands, and we

welcome you to try some of our best Dutch

cycling routes.

You can find more about us and cycling in

The Netherlands on our website:

fietsersbond.nl/english

2


Hundred years ago two mobility concepts

fought for supremacy: the car and the

bicycle. In the 20th century modern

society was build around the car: a device

weighting 1000kg, carrying 300kg of mass

at a speed of 100km/h using 10l for 100km.

The bicycle is a simple mechanical device

with a weight of 15kg, able to carry 75kg at

a speed of 25km/h using a bowl of cereals.

Recently the bicycle underwent a

rejuvenation based on new technology. The

bicycle is a superior transport mode for

short distances, for inner city transport and

for recreation. Both its manufacturing and

its use have a substantial lower ecological

footprint than the car.

Bicycling is fun, certainly in the

green surroundings of Nijmegen. But it

is so much more than that. In our city you

can experience that cycling more and more

contributes in other areas. It reduces

traffic jams, increases our accessibility

and is good for the air quality and our health.

In addition, it is a real industry that creates

jobs, innovation and sales. The International

Cargo Bike Festival will showcase this.

The festival this year coincides with

Velo-city Conference 2017 ‘The global

cycling summit’ that also takes place

in Nijmegen (and Arnhem). In June

you can see, hear and experience

in our city for yourself what’s new

in cyling and bicycles.

Harriët Tiemens,

Alderman municipality

Nijmegen

In the 21st century the bicycle should and

shall be better integrated in transport

systems both for cargo and services as for

people’s mobility. More prominence shall

be given to cyclists in road network design.

It requires distribution centres to split or

bundle freight.

I look forward to welcome a new bicycle

industry. The European bicycle industry

is back with brands for aficionados and

with manufacturers for specific niches.

It has become an industry with many

opportunities for custom made design or

clever modular solutions. It is an industry

of skilled workers but also for people with

a handicap. It requires a fine network of

maintenance firms. And finally it is an

article that people love. Love for the cargo

bike is evident too in this edition of the

ICBF Magazine 2017.

June 2017, Michiel Scheffer, Vice Governor in

the Provincie of Gelderland for Economy,

Education and Europe.

4 Interview Jos Sluijsmans

6 Stroopwafels

7 Modacity

8 RIPPL Project

10 LEVV-LOGIC project

14 EBike4Delivery

15 European Cycle Logistics Federation

16 Cargo Bike impression

18 Urban Arrow

20 Containerisation

22 Greenpack

23 Should we make way for cargo bikes?

24 Cargo Bikes in Rio

26 Role of Energy in Agriculture

28 Cargo bike? Sharing!

30 The Art of Cycling / Cycle-Art

3


By Karin Veenendaal

For bicycle entrepreneur Jos Sluijsmans, it all boils down to this sentence.

For more than 10 years, he has dedicated himself to promoting the bicycle as

a sustainable alternative to motorised transport. He began as an independent

bike courier; nowadays he is a sustainable mobility consultant and Director of

the International Cargo Bike Festival.

During all this time there was one constant:

his conviction that city logistics should be

(and must be) organised in ways that are

smarter, healthier and focussed on eco

friendliness. Sluijsmans: ‘Recently I re-read

a blog I wrote back in 2006. In it I expressed

my horror at the many trucks and vans

that congested the city while loading and

unloading. With my city centre office I

experienced the stench, the noise, the jams

and the aggravation every day.’

It was evident to Sluijsmans that cargo

bikes offered the solution. They are a

cheap, human and environmentally friendly

alternative to the noisy, polluting trucks and

vans. Re-reading the blog he was especially

struck by the mention of core values ​for a

pleasant living and working environment.

According to Sluijsmans a city must be

attractive, accessible and liveable. ‘I still

agree with every word I wrote. Cities should be

about people and not cars. I’m an advocate

for liveability.’

Sluijsmans: ‘I’m particularly inspired by what

Paris has done on the banks of the Seine,

which have been made car-free and transformed

into parks. Or Madrid where they

plan to make the Gran Vía, a busy shopping

street and a six-lane road, car-free. Have you

ever been to Madrid? The Gran Vía runs right

through the heart of the city. Their plan is so

inspiring! It takes guts to make such decisions

and enhance the life of a city.’

Can you in The Netherlands learn from

these examples? ‘Yes. Even here, absolutely.

In Nijmegen they are still engaged in trivial

disputes about whether or not to ban cars

from the Waalkade, Nijmegen’s waterfront.

Come on, just do it! Citizens will adapt. In fact,

more and more people demand these kind

of choices from the business sector and their

government. We choose to ignore it: but traffic

pollution is - just like smoking - carcinogenic.

So a change is needed. Last year, I predicted

that within 10 years there will 50% less vans in

the Netherlands. I’m still convinced they will be

replaced by (e)-cargo bikes and other light

electric vehicles.’

Interest in and demand for clean and

quiet transportation increases all the time.

A common refrain is that organisations will

only consider transitioning to them when

affordable eco friendly alternatives to

motorised transport are developed.

However, according to Sluijsmans proven

alternatives already exist: ‘This is one of the

reasons why I organise the ICBF. I want to

show people, bring them together, anyone

- including executives and policy makers -

so they can experience for themselves what

viable cargo bike transport entails. It’s the

place to pick up on the latest developments

and see the many advantages and

possibilities.’

4


The ICBF is also about networking. ‘It’s still

a young industry. But people are - despite

a growing sense of competition - willing to

share their knowledge and work together to

innovate.’ With pride Sluijsmans continues:

‘It would be bold to claim that the idea for the

DHL Cubycicle was born here. But the parties

involved in developing this concept, Velove,

DHL and Flevobike, met at the ICBF. That

speaks for itself, I think.’

He’s a bit shy to admit it, but Sluijsmans

is also proud of the fact that in the US, in

Oklahoma, a cargo bike has been named

after him: the JosExpress. ‘Two years ago

I took Keith Reed on a tour of Nijmegen. I

showed him all sorts of bikes. He was really

interested in the latest developments and

my activities. He obviously found the tour

inspiring, because he went on to create the

JosExpress. Amazing, don’t you think?!’

Obviously, Jos Sluijsmans is a passionate

entrepreneur. There is much to complain

about; the fossil industry which is

systematically favoured, the lack of

structural support for sustainable

initiatives or the threat represented

by diminishment of the human

dimension. But his vision for a

better world is what keeps him

going. ‘I think it’s fair to say:

I’m a bit of an idealist.’

5


By Jos Sluijsmans

Especially for the International Cargo Bike

Festival 2017 and the Velo-city Conference

2017, to be celebrated in Nijmegen from

11 to 13 June and from 13 to 16 June 2017,

now available a lovely bicycle-inspired can

with delicious ‘stroopwafels’ in the “Delfts

Blue” tradition.

The images combine the perfect biking

tradition of our country together with

the tast of our national celebrated syrup

waffle, ‘Stroopwafel’. Pictured are a cargo

bike, an “omafiets”, a child’s walking bike,

a recumbent bike and a racing bike.

We meet so many cyclists and bike riders

that love “stroopwafels” that we thought

it a good idea to make a combination of

the two. When requested the cans can

also be filled with licorice (drop), mints or

traditional Dutch candy.

You can order the stroopwafel bicycle cans

in boxes of 48 cans by sending an e-mail

to Fietsdiensten.nl: info@fietsdiensten.nl,

indicating the address where it should be

delivered and indicating the address for

the invoice.

The price per can is €6,95. Of each can €0,50 will be

donated to charity, the ICBF funding, for potential

participants of the International Cargo Bike Festival

from developing countries or for participants

that lack resources themselves to come

to the ICBF in Nijmegen.

http://www.cargobikefestival.com/news/

icbf-funding/

The cans come with 8 fresh stroopwafels with an estimated

expiration date of 1 year. But they are so tasty that we don’t

expect them to last longer than a week.

Discount of 5% when you purchase 10 boxes, (480 cans)

Discount of 10% when you purchase 20 boxes (960 cans)

The cans can be personalised with a sticker for an additional

charge from €1,00 per can.

There will be a Stroopwafel stand at the ICBF2017 where

fresh delicious stroopwafels are made. Here you can

buy the tins in single units or pre-order boxes of

48 cans that can be shipped to you

after the event.

6


By Chris and Melissa Bruntlett

When historians tell Vancouver’s cycling

story, 2008 will be seen as a turning point,

with a crucial shift in strategy from sport

to transport, designed to attract the

“interested, but concerned”. We had an

existing network of greenways, sharrows,

and door-zone paint, but then the City

started to build a network of protected

bike lanes, one street at a time.

Suddenly, more families were looking for

practical ways to move their children

around. Cargo bikes provided exercise,

fresh air, family time, and were easier

than walking or transit.

There was also a rise in bike-based food

service businesses, offering everything from

coffee, cream puffs, and popsicles. These

businesses wouldn’t have existed eight

years ago, demonstrating the potential

for bike infrastructure as an incubator for

entrepreneurs.

Shift Delivery is a worker-owner logistics

co-operative formed in 2011 by a group

of SFU graduates, and funded through

non-profit grants. They now have a fleet of

eight electric tricycles, and a staff of twelve;

delivering produce, baked goods, catered

meals, office supplies, and dry cleaning

across Vancouver.

This helps battle aggression, depression,

and dementia, and creates opportunities

for intergenerational interaction.

It’s important to note many of these people

were motivated by efficiency and economics,

rather than altruism. Cargo bikes have been

an unexpected byproduct of better bike

infrastructure. They represent the tip of

the iceberg, as cargo bikes can replace

50% of all urban freight. This would have

a huge impact on sound and air quality, on

road safety, and on public health. To that

end, all Vancouverites will benefit from our

cargo bike revolution. We’re excited to watch

it unfold.

Chris and Melissa Bruntlett are the co-founders

of Modacity, a creative agency focused on

inspiring healthier, happier, simpler forms of

urban mobility through words, photography,

and film. Reach them at www.modacitylife.com.

In 2009, staff at Yaletown House Nursing

Home saw the Duet Bike online, and raised

funds to buy one from Germany. Now

volunteers pedal two Duet Bikes daily,

taking residents for rides across Vancouver.

7


By Tom Parr

What is going on in cycle logistics? What are

the latest developments? Who is doing the

most interesting things with bikes and

mobility? These are the questions that

were the genesis of a project called RIPPL

(Register of Initiatives in Pedal Powered

Logistics). Born out of curiosity and an

interest in all things cycle logistics, RIPPL

aims to gather and then share the most

interesting examples from around the

world, with a particular focus on Europe.

The team is documenting its findings in

a series of short, accessible blog posts

throughout the year. Tom Parr, Amsterdam

based RIPPL Researcher, said: “We are

creating an archive of blog posts that will

serve as a reference for the curious. We

want people or organisations to be able to

take inspiration from what has been done

elsewhere. Perhaps the ideas they will read

about will serve as a catalyst, or help with

practical matters. We want to encourage

more innovation and more lateral thinking,

but we also want to get cycle logistics to a

point where it becomes “normal”.”

8

Register of Initiatives in Pedal Powered Logistics

Project Leader Jos Sluijsmans, who is also Director of the ICBF,

adds: “The team already interested in cycle logistics, but RIPPL

allows us, forces us even, to keep open minds. We hope and expect

to learn a lot from the RIPPL; a big goal of us is to identify the

trends which are causing issues as well as those which open up

new opportunities. This will be our contribution; to engage in and

move along ongoing debates and perhaps open up some

new ones.”

Along with Nikki Korzilius,

Master Student at Radboud University,

Parr and Sluijsmans will be working on RIPPL

until October 2017. Got a tip or suggestion for

what should be included? Email the team on

info@fietsdiensten.nl. RIPPL’s blog posts are

published on the blog of the ICBF at

http://cargobikefestival.blogspot.nl

Along with Nikki Korzilius, Master

Student at Radboud University, Parr and

Sluijsmans will be working on RIPPL until October

2017. Got a tip or suggestion for what should be

included? Email

the team on info@fietsdiensten.nl. RIPPL’s blog

posts are published on the blog of the ICBF at

http://cargobikefestival.blogspot.nl


9


www.hva.nl/levvlogic | levvlogic@hva.nl | Project leader: Susanne Balm, Amsterdam University of Applied Sciences

The number of delivery vans in cities is growing which puts increasing

pressure on the liveability of cities. Light electric freight

vehicles can offer a solution for many deliveries. However, there

is a lack of knowledge on how the vehicles van offer a financially

attractive alternative for delivery vehicles.

rising e-commerce market

growth of inner city construction work

increase of self-employed workers

changes in the food and hospitality industry

The LEVV-LOGIC project explores the use of light electric freight

vehicles (LEFV) for city logistics. Researchers and students from

Universities of Applied Sciences in Amsterdam, Rotterdam and

Arnhem/Nijmegen work together with professionals from the

logistics and automotive industry and the public sector.

Together they develop and apply knowledge on new logistics

concepts and business models with LEFVs, supporting the

ambition towards zero emission transport in 2025.

faster in dense cities

occupy less space

manoeuvre easily

no tailpipe pollutants

quiet

health benefits for driver

The LEVV-LOGIC project defines light electric freight vehicles as

electrically powered or electrically assisted vehicles that are in size

smaller than a delivery van and have a maximum loading capacity

of 750 kilograms. It includes electric cargo bikes and L-category

vehicles.

“We aim to use LEFVs, because it fits with our

sustainable business, but we are still looking for

ways to use the vehicles efficiently.”

10


The members of the LEVV-LOGIC project:

How can light electric

freight vehicles be used

cost-effectively

for city logistics?

1. Examine the potential of LEFVs for different city logistics flows

2. Design new logistics concepts with LEFVs for the distribution

of goods from sender to receiver.

3. Turn logistics requirements into technical designs and

adjustments to existing LEFVs.

4. Experiment with new LEFV concepts in practice;

5. Develop scalable business models with LEFVs. Disseminate

knowledge for scientific, practical and educational purposes.

“I really like to work on LEFV, because it is

very topical at the moment. It is nice to be

part of the beginning and to contribute to

the sustainability of cities.”

The research and the outcomes of the LEVV-LOGIC project are

of value for both practice and education. LEVV-LOGIC offers

students the opportunity to work together with professionals on

LEFV, for example as part of a minor assignment, internship or

graduation project. During the International Cargo Bike Festival,

on June 12, 2017, the students of the Amsterdam University of

Applied Sciences present their results.

Researchers, students and

practitioners visualize the

supply chain of the LEVV-LOGIC

experiments and identify

opportunities and

challenges for LEFV.

11


Within the LEVV-LOGIC Lab, researchers and

students monitor and evaluate implementations

of LEFVs in various Dutch cities. The aim is to gain

insight in the opportunities and challenges of LEFVs

in different sectors based on daily practice. The lab

experiments are of great value to identify the

conditions for a scalable business model with LEFV.

The first two experiments are initiated by

CityServiceBike and Greenolution.

Experiment 1. CityServiceBike provides

space in a parking garage in Utrecht where

maintenance and servicemen from KPN,

Douwe Egberts and Coca Cola can park

there delivery van and switch to an Urban

Arrow cargo bike. The concept is tested

from May until July 2017.

May 2017: start pilot

CityServiceBike

in Utrecht.

From left to right: Freek Willems

(DOET), Said Arslan (LeanCargo

Consultancy), Martijn Altenburg

(researcher), Islam Morse (student)

Coca-Cola serviceman

Site visit

Urban Arrow

Photo: students and researchers

visit the office of Urban Arrow in

Amsterdam, November 2016, where

they try out the different cargo bikes

themselves. On the right: Nick Heijdeman.

12


Experiment 2. Greenolution has developed

the CycleSpark CargoBikeXL which is tested

by 2Wielkoeriers for food distribution from

biological food market hall Het Lokaal

in Amersfoort. The carrying capacity in

terms of volume and payload, which is

comparable with a delivery van, makes the

CargoBikeXL a unique solution.

Photo: CycleSpark

CargoBikeXL in

front of Het Lokaal

in Amersfoort, with

bike courier 2Wielkoers.

The consortium partners of LEVV-LOGIC are:

Dutch Organisation for Electric Transport

13


By Jos Sluijsmans

They are fast, they are durable and they

are trendy. The Deliver Ebike is taking over

Europe. Big chains like Domino’s, Burger

King and Subway are already using the

innovative solution for delivering meals in

urban areas.

The Deliver Ebike is a fast electric E-bike

with a maximum speed of 18 mph. It was

developed in the Ebike Development Centre

in Cuijk, the Netherlands. Engineers used

top quality components of well-known

brands, ensuring that the bike is solid, safe

and durable.

The E-bike is especially designed for

delivery and is as sturdy and strong as

possible. The battery is positioned within

the frame, minimizing the chance of

accidental damage. Most cables are safely

hidden inside the bike frame and the

handle bars are fitted with solid grips. The

bike is equipped with an automatic 2-gear

hub, allowing for automatic gear changes.

This feature makes it very efficient and

reliable.

14

Using the Deliver Ebike has a lot of advantages. It’s faster on short

distances and in the city compared to a scooter, moped or car. It

has a modern and trendy image and it’s easy to park. The Deliver

Ebike also has a great green reputation because it doesn’t need any

petrol and therefore it is CO2 neutral.

The Deliver Ebike has an unique look because the bike can be

customized with a company name, a company logo and a wide

range of different delivery boxes and bags. It’s also possible to

change the colour of the bike to match a corporate image.

Next to the normal Deliver Ebike, there is also a new model: The

Deliver E-Trike. This innovative three wheeled E-Bike uses the latest

technology and is perfect for last mile delivery, such as delivering

big packages in crowded downtown areas were large trucks are

being banned.

Are you

interested in

our Deliver Ebikes?

Check out our website

for prices and more

relevant information:

www.ebike4delivery.com.


By Gary Armstrong

We are witnessing the unprecedented growth of CycleLogistics across Europe.

Every day in our cities and urban areas you see cargo bikes being adopted

for a plethora of uses from cycle based delivery companies and independent

shops using bikes to deliver cargo and goods; municipalities adopting cargo

bikes to deliver services like street cleaning, gardening and waste collection;

and citizens transporting children to school and running errands.

In addition, the traditional big international

logistics operators are also getting in on

the act. Every month we hear about a new

cargo bike initiative either being trialled or

rolled out replacing vans on routes

especially in cities where congestion,

parking, access, pollution and air quality

is an issue.

For many cities cycle logistics is also

becoming a main priority. Municipalities

are encouraging take up by running free

test riding sessions. Some are also

launching cargo bike subsidy schemes

for its citizens. Additionally, cargo bike

hires schemes are being established.

So, we can rightly justify our claim of

significant growth in cargo bike use and

cycle logistics. But growth brings with

it “growing pains”. Technically, we need

better and stronger cargo bikes and strikes;

Digitally we need integrated data sharing

platforms, which are essential to make

cycle logistics efficient and cost effective;

Economically, we need strong businesses

operating cycle logistics to ensure growth

can continue and all our staff is paid

properly; Socially, we need municipal

government to make the cargo bike

welcome, enabling family and domestic

use through cargo bike friendly infrastructure,

parking, training and loan

schemes. None of the above is to make

false claims about our sector: we are not

the solution to congestion, poor air quality,

urban noise, and carbon-dependent

transport, but we are most definitely part

of the solution.

The European Cycle Logistics Federation was established

to start to make our voice heard at the highest level.

Come and have a chat with us at #ICBF2017 about how you

can get involved or contact us at eclf.bike.

15


“It might be

tough to imagine,

but all you have to

do is try it.”

16


Once you start,

I promise it’s a ride

you won’t forget.

17


We sat down with Jorrit Kreek,

Founder of Urban Arrow, a Dutch

cargo bike company based in Amsterdam,

The Netherlands. The company

has been around for a decade and

has seen tremendous growth and interest

in cargo bikes. Jorrit gives us an

insider’s perspective on Urban Arrow

and cargo bikes in general.

Can you tell us about why you started

Urban Arrow?

A couple of years ago there seemed to be a

clear distinction between cargo bikes for

families and cargo bikes for businesses. We

took an inventory of all the cargo bikes and

found a major gap in the market: a sleek,

modern, upright cargo bike that works for

women, men, families and businesses. We

called our new brand Urban Arrow because

the bikes are meant to be used in cities

and they are fast like an arrow

thanks to the pedal assist.

What kind of customers do you have?

We focus on families with children and

businesses. It is so much fun to drive your

kids around on a cargo bike. The children

love it and so do the parents. Although

most of our bikes are bought by families,

we’re seeing a huge increase in small

businesses customers. Our bikes are all

electric-assist and modular, so depending

on the business’ needs you can customize

the frame and the “box.” We’ve worked all

types of delivery and courier businesses,

like UPS and Stuart (UK), or start-up home

delivery services. My personal favorite is

the CycloPlombier, a plumber in Paris who

rides his Urban Arrow all over the city fixing

leaky sinks and toilets. We also just finished

a fleet of customized extra-large cargo

bikes for Dutch supermarket-giant Albert

Heijn for their home delivery service. I love

seeing the creativity in all these different

businesses.

18


“I love seeing the

creativity in all

these different

businesses.”

The brand’s motto is the “first electric

car on two wheels.” Can you explain?

Our hope is that if a family or a small

business is tempted to get a second car,

they consider an Urban Arrow instead. Not

only can the bike carry 100kg of load and

easily go 25km/hr comfortably, it’s way

more fun than a car – and you can park it

anywhere! No more circling for a parking

spot. Think of all the gas and time a family

would save if even just one or two trips per

day were by bike instead of by car. It might

be hard to imagine, but all you have to do

is try it.

Speaking of trying, where can we try an

Urban Arrow?

We now export our cargo bikes to 18

countries worldwide, including US, Australia

and most of Europe. We only work with the

best bicycle shops. Check our website for all

dealer locations.

What do you think the future holds for

cargo bikes?

If you look at the facts – urban populations

are growing, space is limited, traffic and

congestion is at record highs, public health

is decreasing, and so on – you can’t help

but question the role of the private vehicle

in our cities, businesses and everyday lives.

Certainly the car is here to stay, at least for

the next few generations, but cities simply

don’t have the space to offer everyone a

nice little parking spot in front of every

destination. So there’s a trade-off that

needs to happen: people have to change

their habits and way of thinking just a little

bit. And cargo bikes can help make that

shift easier. It just takes a little guts and a

little practice. But once you start, I promise

it’s a ride you won’t forget.

19


By Johan Erlandsson

Most readers of this magazine probably already know that the cargobike is a productive,

low-cost, sustainable and city-friendly solution for all of that small goods that is such

a big part of city logistics. So no need to repeat all of those arguments again!

But we also know that we are nowhere

near the theoretical potential. How can

we increase the share? Promotion is one

important part, technological development

and professional service of cargo bikes

another, better cycling infrastructure a

third. What I am suggesting here is yet

another way to increase the attractiveness

of using cargo bikes: containerisation.

So what can a container for cargo bikes,

an easily detachable box, bring here?

I think the best way to imagine it is to

compare with the sea container.

Goods, lots of it, are transported into the

city center. There is no argument that

if you need to bring in loads of goods,

a big vehicle is best fit for the job. It

can be a train, a barge or a truck. If you

are delivering big and heavy goods to

customers, like 1000 kg EU pallets or roller

cages with milk cartons, a vehicle that can

carry many of those in a distribution round

is the natural choice - like a truck or at least

a medium sized city distribution vehicle. But

if you want to distribute small goods, then

a small vehicle is, as you already know, the

logical choice. However, this also introduces

a new step in the supply chain, you need

to somehow shift the goods from the big

vehicle to the small. This can be both costly

and risky, and I believe this is one of the

reasons why we still see a lot of vans in city

centers, delivering goods that could have

been delivered with cargo bikes.

20

Photo: DHL. City Containers being

switched from motor vehicle to cargo bike.


When it was introduced it led to crazy

efficiency gains. Ships and trucks could now

be loaded and unloaded at a fraction of the

time, and damages and theft also dropped

significantly. It is generally agreed that the

sea container is the most important factor

to why international shipping is now so dirt

cheap (for good and for worse). Some

even argue it is the driving force behind

globalisation… That is the power of a

simple metal box!

The comparison with the sea container is

not perfect, but the basic idea is the same

-to easily shift goods from one vehicle to

another, fast and secure. When the cargo

bike container enters the city, it is already

prepared for last mile delivery. The container

is loaded with goods for a certain route,

and the only thing you need to do now is

to get the container to the right area and

move the container from the big vehicle

to the small. There is no extra handling of

goods, and also limited or eliminated risk of

damaging the goods or having it stolen. You

can even shift the goods outside, without a

terminal, as the container is weatherproof.

Efficient handling is one advantage, the

feeling of control another. The container is

loaded in the carrier’s terminal under full

control, and the next time it is opened is

when it is on its last mile delivery route. Of

course the container is trackable as well.

Efficiency and control, this is why I believe

the container will turn more vans into cargo

bikes in dense areas!

21


By Thomas Breyer and Tobias Duscha

We would like to share

our story with you

since we are convinced

that most of you know

how long a road from

a simple vision to a

serial product can be.

Five years ago we found

ourselves in a challenging

situation. During the

development of our light electric

3-wheeler for urban transportation we

faced the following 2 obstacles:

Storage capacity: 1,400 Wh

Charging time: 3h

Continuous rated power: 1300 W

Nominal voltage: 48V

Discharge current: 25A

Short-time withstand current (3 sec): 60A

Weight: 8.8 kg

Find a battery with enough capacity and power to

meet the requirement of professional users

Find a battery assembler which is willing to

cooperate with a startup

Back in 2012 reality showed that not a single battery in the market

was applicable for “kicktrike” and that “big players” were not

interested in working with a startup. They rather continued selling

proprietary systems and most of them still do so. Honestly - this

motivated us so much, we started right away with the goal to make

batteries better, safer and smarter. Backed by our founder and

his company we began to work hard. We understood quickly that

a battery for a b2b product needs to be swappable and handy- so

the vehicle could literally work 24/7. From the very beginning we

were convinced that 48Volts are the right choice for professional

usage as voltage is for free and current always means money. Last

but not least, we knew that it only makes sense to create an open

system, so several battery assemblers all over the world would be

able to produce our GreenPacks if they fulfill our requirements on

quality, reliability and shared philosophy.

5 years later and with all the support of

our families, our partner network and our

coffee machine, we can proudly present

the first official series GreenPack in

several vehicles. Currently models from

Carla Cargo, MaxPro, VSC.Bike, Gobax are

available. Furthermore, we emphasize

that GreenPacks can be a power source

for various applications such as lawn

mowers, camping devices, “off-grid

devices” and electric scooters. They can

be integrated into almost any vehicle. Our

engineers are happy to help you during the

development process. At this very moment

our colleagues in Berlin are working on

wonderful solutions against congestion

and combustion. Next big step will be a net

of battery swapping stations in municipal

areas, where LEV users will be able to rent

out our batteries and prolongue their daily

ranges. Follow us on social media- we keep

you updated.

22


By Karin Veenendaal

At the request of the Dutch Province of Gelderland lecturer/researcher Kaspar

Koolstra (Amsterdam University of Applied Sciences) made a first inventory

of the pro’ and con’s of cargo bikes on bike lanes and /or streets. To get a

broader perspective on the matter he interviewed several European specialists

and producers. The full transcript of his article can be found at

www.cargobikefestival.com/news/place-of-cargo-bikes-on-the-road

The introduction of electrically assisted

pedaling has opened up a huge potential

for cycle logistics. What if we could replace

half of all urban deliverances by vans with

cargo bikes? They are fast, flexible and

clean. On the other hand: they’re also

larger, heavier and in need of power… So

where should they go? On the carriageway

alongside motor traffic or should they stick

to bike lanes?

Based on four types of cargo bikes Koolstra

dives deeper into the various European

pro’s and con’s of this question. For

example the two-wheeled cargo bikes and

pedelecs (bicycles with electrically assisted

pedaling). In Germany and the Netherlands

these vehicles must use the separate cycle

lane if there is one. In other countries the

rules are not that strict.

Or the cargo tricycles, quadricycles and

bicycles with a trailer? Although the exact

criteria differ from country to country,

these wider cycles and pedelecs are free

to use either cycle lanes or carriageways.

But given it’s width, is it not wiser to use

the carriageway only? Gary Armstrong

(Outspoken Delivery, Cambridge, UK)

considers it to be anti-social for other

cyclists to use trikes on cycle tracks less

than 2 meters wide.

And how about deliberately placed

obstacles on cycle lanes to prevent motor

vehicles from entering? They serve a good

cause but hinder trike users as well… In his

article Koolstra concludes there’s ample

food for thought and further investigation

is needed..

23


The use of bicycles and tricycles for goods delivery is growing in Europe and

the United States, largely for environmental reasons and often aided by public

policy. In Rio de Janeiro, goods delivery by cargo bike is already a thriving

practice, with thousands of deliveries made every day, with no incentive from

public policy or consumer preference for environmentally-friendly practices.

As the number of motorized vehicles in

Brazilian cities increases, freight distribution

in urban centers is becoming more

challenging. Larger volumes of motorized

vehicle travel have led to increased traffic

congestion, and negatively impacted

the environment and public health. In

addition, commercial establishments are

constantly reducing the size of their stocks

(usually due to the rising cost of space),

necessitating more frequent deliveries of

stocks, and thus increasing the number of

delivery vehicles and trips.

Cycle logistics have a long tradition in Rio,

as evidenced by an article in the newspaper

Jornal dos Esportes (Sports Journal 1935)

reporting on cargo bike race of cycle

delivery vehicles that was organized in

1935. Another newspaper article (Jornal

do brasil, 1971) reports that many cargo

tricycles were used by businesses in the

city center, and that these establishments

reduce their delivery costs by up to 80%

with these vehicles. Observation suggests

that the use of cycle logistics may have

increased, at least in Copacabana, since the

1980s, and local bicycle counts showed that

around 35% of all trips by bicycle in City

Center and South Zone (Touristic Area) are

made for delivery or services provision.

To clarify this, a survey was carried out

in Copacabana neighbourhood, where

researchers identified 372 establishments

that used cargo bikes. These

establishments included: pharmacies,

bakeries, hardware stores, restaurants,

dry cleaners, supermarkets, beverage

distributors, pet shops among others –

including kiosks, bars, independent goods

movers, mattress stores, delicatessens,

electronics repair shops, automotive parts

distributors, and florists. All told, these

businesses used 732 cargo bikes, of which

40% were regular bicycles, 30% cargo

bicycles and 30% tricycles that provide 658

direct jobs for cyclists in the neighborhood.

On average, the commercial establishments

consulted had two bicycles or tricycles, two

full-time cyclists making a minumun of 31

deliveries each. These cyclists made an

average of 11,541 deliveries per day, only

in Copacabana.

24


Most of the businesses (about 75%) made

deliveries in an area of under 3 kilometers,

with the remaining 25% delivering in areas

up to 8 kilometers from the establishment.

Cargo bikes have been an excellent choice

for the delivery of goods over short

distances and should be further integrated

into the busy streets of Rio de Janeiro and

in cities throughout Brazil. The high number

of trips made by bicycles and cargo tricycles

in Rio de Janeiro provide significant benefits

in terms of emissions of greenhouse gases,

urban space, and economic activity.

Due to these benefits, government in

Brazil (federal, state, and municipal) should

increase support for infrastructure and

campaigns to improve road safety and

comfort for cyclists, and new urban areas

should have urban design characteristics that

encourage cycling and cycle-logistics, but that

has not happened so far. However, some

civil society organizations plan to make cycle

logistics and the benefits it brings to urban

areas more visible. These organization plan

to make the most of the Velo-City Rio 2018 in

terms of elevating the profile of Rio’s thriving

system of cycle logistics.

Ze Lobo is a lifetime bicycle user

and enthusiast, Founder of

Transporte Ativo (Active

Transportation) a Brazilian NGO

that promotes all kind of bicycle uses including logistics and services,

aiming to reach more people on bikes for any purpose, anywhere,

anytime. He was awarded with the Cycling Visionary Awards in

Vienna 2013 for a research on bicycle logistics in Rio de Janeiro.

25


By Sangeeta Ghosh

To rise above poverty, one needs not only to improve overall quality of life, but also have access to

appropriate opportunities that improves social and economic well-being. Lack of access to basic

resources (and energy access) denies people of appropriate opportunities, better incomes,

education and a decent standard of living.

At household, livelihood and community

level, the “energy ladder” follows and

influences the “economic ladder”. Thus,

when looking at poverty alleviation, there

needs to be a focus on promoting and

understanding the key role of energy access

as an enabler to different development

components. In rural areas particular, food

security and agri-based livelihoods need

to be analysed through the energy lens.

Modern agriculture recognizes energy as

a core to all its process as at the different

stages- whether it be in farm machinery,

irrigation, cultivation, harvesting or

processing, storage and transportation.

Furthermore, increasingly, advanced

modern farming technologies have made

farmers more resilient to climate change

and natural disasters. But many of these

technologies have not trickled down to

the farmers of the developing countries-

where energy availability and lack of access to appropriate

machinery is still a challenge.

Additionally, over 67% of India’s farmlands are under marginal

farmers with smaller landholdings (less than 1 hectare). Since much

of the agri innovation has been focussed on large-scale machinery

and the industrialized market- these marginalized farmers continue

to be excluded from the agri innovations. Thus, there is a need

to not only look at technologies that can be decentralized and

look at the needs of the marginalized farmers but also financial

innovations that can help farmers access these technologies.

Portable Solar Water Pump (PSP)

As stated above, with climate change and increasing water crisis in

rural communities, reliance on technologies such as water pumps

by farmers has been on the rise. In India, small and marginal

farmers with small and fragmented landholdings, are unable to

benefit from the advantages that solar PV water pumps can bring

to the agrarian community, due to the high cost associated with

ownership.

26


During demonstrations of Solar Water Pumps, the feedback

received revealed that the poorer strata of farmers were

reluctant to shift from traditional diesel pumps to Solar

Water Pumps due to the convenience that diesel pumps

are able to offer in terms of (a) ease of portability and

(b) convenience of paying irrigation service fees for just

the required quantity of water versus a fixed equated

monthly installment associated with the financing of a Solar

Water Pump. The farmers also expressed their intent to

incorporate the portability feature to the existing small Solar

Water Pump (SWP), thereby enabling mobility of the system

from field to field in order to maximize its usage.

Further, the mobility of the pump would also allow for

a group of farmers to co-own the pump or create an

opportunity for an entrepreneur to rent out to other farmers

in the village, depending on their needs. This is particular

useful for smaller farmers who have smaller landholdings

and do not have large irrigation requirements. One of the

key challenges however was the mobility of the pump,

regarding the poor infrastructure in most of these villages

and the inaccessibility by roads to the water points (mostly

rivers, ponds or canals) near the farmlands.

The panels and the pump can be

un-mounted and placed as per site

conditions, thereby increasing the ease

of transportability. The prototype is

currently being tested in the field with

the farmers. After closely monitoring

of the pilot, and the data collected on

the field usage, impact, constraints etc,

a financial model will be developed

and piloted with the farmers. Financial

linkage will be provided to the farmers

as well, by leveraging on the local

banking institutes to prove a holistic

model that is technologically, financially

and environmentally sustainable.

The Portable Solar Pump was designed to respond to the

site context. The aim was to offer a modular and simplified

operating mechanism, which will be durable and sustainable

in the long run. In the first prototype (Depicted in the picture

above) a 1HP DC pump was mounted on a cargo bicycle.

The cargo bicycle was chosen as it is the most prevalent and

easily accessible form of mobility found in the rural parts

of India.

About SELCO Foundation

SELCO Foundation develops innovative,

sustainable - social, technical and financial

models that impact climate change and

poverty alleviation. We are a collaborative

striving to work on solutions, support agents

and build sustainable ecosystem for clean

energy access. The organization seeks to

holistically facilitate context driven solutions

and opportunities that result in improved

well-being and livelihoods for under-served

communities through sustainable energy and

energy efficient applications. The interventions

are developed with focus on local

empowerment, replication and ethical scaling.

The organization follows an arrangement to:

• Systematically identify diverse needs and

understand the role of sustainability and

energy in under-served communities.

• Create and support product-service-systems

and sustainable ecosystems that positively

impact wellbeing and livelihoods by focusing

on energy-driven solutions.

• Foster innovation in the social sector by

bridging gaps in process, technology, finance

and policy.

27


There can be good reasons not to own a private cargo bike: costs, space and only

occasional transport needs. This is why cargo bike sharing makes sense. If well

organized and comfortable to use, sharing systems offer a low-threshold access to

cargo bikes, they will attract new user groups and increase the general popularity of

cargo bikes. And compared to a buyer‘s premium, sharing systems are the more socially

inclusive form of promoting cargo bikes – ideally, both should go hand in hand.

Arne Behrensen

Cargo bike sharing system

in aspern Seestadt

In October 2015 the world’s first fully-automatic cargo bike sharing system premiered in

aspern Seestadt – one of Europe‘s largest urban development projects. Four cargo bikes are

part of SeestadtFLOTTE which offers sustainable mobility options for residents.

They can be hired 24/7 direct from terminals using the SeestadtCard,

which allows fuss-free, straightforward booking of all mobility options.

The cargo bikes are highly popular to transport kids and shopping with

over 2,700 rides last year. SeestadtFLOTTE introduced cargo bikes

to people who would not have had the possibility to use them.

Contact:

Lukas Lang

Projektmanager Planung

Wien 3420

Aspern Development AG

Seestadtstraße 27/13

A 1220 Wien

T: +43 1 774 02 74-38

F: +43 1 774 02 74-99

M: +43 664 12 78 502

E: l.lang@wien3420.at www.wien3420.at

28


TINK

TINK (acronym for “Transportrad Initiative Nachhaltiger

Kommunen” – “cargo bike initiative of sustainable

communities”) promotes sustainable urban mobility by

providing large-scale and fully automatic cargo bike

sharing systems. Funded by the German Federal

Ministry of Transport and Digital Infrastructure, two

pilot cities, Konstanz and Norderstedt, are each

offering 26 cargo bikes for rent at more than

twelve different stations within town.

Researchers from different disciplines

(environmental psychology,

transportation science)

accompany the project to ensure

learning for introducing similar

projects in other towns and

cities.

www.tink.bike

Rent a cargo-bike

Electrically assisted cargo

bikes can be hired in a number of

Swiss cities by visiting carvelo2go.ch.

The users reserve a “carvelo” on

www.carvelo2go.ch, pay the booking

online, then take the bike, battery and key

in the desired place. What makes this service so

attractive is the easy use of a “carvelo” instead of

a car for carrying goods and children at short notice

and for short periods of time. Carvelos bring exercise

and fun into your daily mobility! The offer is operated by

the Mobility Academy, supported by Engagement Migros,

TCS and other partners.

Commons Cargo Bike

KASIMIR was the first “Commons Cargo Bike“:

Founded in 2013 by non-profit association

“wielebenwir” in Cologne, Germany. KASIMIR is

free to lend, promoting sharing resources and

cargo bikes; the solution for sustainable urban

transportation.

Thanks to an conference, an online WIKI

and the booking software, all established

by wielebenwir, the “commons cargo

bike“-concept has spread across

Germany and Austria, with more than

30 initiatives providing up to 10 cargo

bikes each – all for free.

www.dein-lastenrad.de

29


Four international artist show their work inspired by the

bicycle during the International Cargo Bike festival.

Each of them from a different angle en perspective:

photography, video, paintings and collage.

Dyami Serna, a Californian

photographer living in

the Netherlands, shows

pictures taken from

bike-couriers in the US

and the Netherlands.

Jacob van der Linden (NL),

painter/musician/videoartist,

shows a videocompilation.

During the

day, his videos will be

displayed on the walls of

the festival building.

Diederik Grootjans,

a local painter from

Nijmegen, will present

his portraits of bicycles

in quit a different

setting.

Ro-Nalt Schrauwen (NL)

collagist, will guide you

through the surrealistic

possibilities of mixing

images of cycling,

bikes and bike-parts to

a new reality.

All pieces of Art are for sale. If interested, ask the organisation, Ro-Nalt Schrauwen or call: 0031-(0)6-4942 2005

Pakje Kunst at the International

Cargo Bike Festival!

Pakje Kunst is an art project by Ro-Nalt Schrauwen where old

vending machines are used to sell art from local artists. During the

International Cargo Bike Festival there will be a vending machine on

the premises. For only €4 you can draw a Pakje Kunst (Package of

Art). You draw a Pakje Kunst from curiosity, as a gift for a friend or

loved one, as a pleasantry, as collection item or a souvenir from the

International Cargo Bike Festival or Velo-city 2017.

30


Unlocking the sharing economy

All electronics safely

mounted & waterproof

5 mm thick

hardened tool steel

Suitable for each bike

The mobilock is mounted at the location of a regular bike lock and can be fitted on

any type of bike, from a granny bike to a tandem.

Optimum protection against theft

The combination of hardened steel lock components and high tech electronics makes the

Mobilock a very safe lock that is strong enough to be used on a daily basis under the toughest

of weather conditions.

Can be easily upscaled

Quick and flexible expandability based on actual demand is possible.

Fleet Management system

The extensive Mobilock back-office includes a complete Fleet Management function. Our

software offers many options and it is, of course, possible to integrate these into your own system.

Suitable for all types of situations

Suitable for all types of usage; bike share, bike rental or company mobility.

Keyless convenience

The days of being dependent on bike keys are over.

Use the handy Mobilock app for an overview of booking availability or to open the Mobilock.

Intuitive operation

Simple operation. The Mobilock can be opened via the smartphone at the touch of a button.

The Mobilock can be locked again by inserting the locking pin.

No adaption of infrastructure necessary

The Mobilock bike share system does not require pay stations, expensive bike clamps or costly

terminals. Why not? Because you can park the bike anywhere. This makes Mobilock the bike

share system with the lowest Total Costs of Ownership (TCO).

14.5 mm thick

hardened tool steel

7 mm thick chain

Hardware:

• Heavy duty bike lock.

• Designed in accordance with the ART 4 standard. Patented hardened

steel Mobilock fitted with a safe and thick chain of hardened steel.

• Energy autonomous for at least 3 years. The Mobilock hardware system is

extremely energy efficient through the use of the latest technologies.

• Redundancy: The Mobilock system does not depend on one technology

only. Mobilock makes use of multiple technologies, including LORA, BLE

and the Beacon technology.

Software:

• Realtime Asset Management: through the

application of the triple localisation technology,

Mobilock can create a realtime overview of the

status, availability and location of the bikes.

• The Mobilock bike share system is fully future

proof. While developing the Mobilock hardware and software any

future technological developments were taken into account.

• The Mobilock bike share system has a responsive HTML-5 web portal.

Unlocking the sharing economy

E-mail: info@mobilock.nl

www.mobilock.nl

31


GAME CHANGER 2017

NATION-WIDE PARCEL DELIVERY POWERED BY BIKEMESSENGERS

Together with more than 600 other fellow bikemessengers, Nick loves to cycle up a sweat just for

your parcel. In over 30 cities our parcels are delivered by bicycle. In surrounding areas such as villages

and the countryside parcels are delivered in so-called biogas fuelled cars. Today, Fietskoeriers.nl is a

globally unique and fully adapted delivery service for The Netherlands. Nick delivers up to 150 parcels

a day on average, only powered by muscle and a bowl of oatmeal.

INTERESTED IN A FIT COURIER AT YOUR FRONT DOOR?

Help us promote sustainable delivery! When ordering online in The Netherlands, ask for delivery by

Fietskoeriers.nl. Inform them about our services and perhaps Nick shows up at your door!

32

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