International Cargo Bike Festival 2017

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
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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!
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