International Cargo Bike Festival 2017

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Nijmegen, The Netherlands<br />

11 - 13 June, <strong>2017</strong>

Protecting<br />

your cargo<br />

since 1975<br />

In The Netherlands we love cycling. Some<br />

people even say that it is in our DNA. But<br />

that is not true. Building a cyclists’ paradise<br />

requires hard work, a clear vision and<br />

defiance. We should know, because keeping<br />

The Netherlands a safe and happy cycling<br />

country is our main goal, ever since we<br />

started, more than forty years ago.<br />

We are Fietsersbond, the Dutch Cyclists’<br />

Union. Thanks to our 34.000 members and<br />

1.650 volunteers, we are the largest cycling<br />

advocacy group in The Netherlands, and we<br />

welcome you to try some of our best Dutch<br />

cycling routes.<br />

You can find more about us and cycling in<br />

The Netherlands on our website:<br />

fietsersbond.nl/english<br />


Hundred years ago two mobility concepts<br />

fought for supremacy: the car and the<br />

bicycle. In the 20th century modern<br />

society was build around the car: a device<br />

weighting 1000kg, carrying 300kg of mass<br />

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

The bicycle is a simple mechanical device<br />

with a weight of 15kg, able to carry 75kg at<br />

a speed of 25km/h using a bowl of cereals.<br />

Recently the bicycle underwent a<br />

rejuvenation based on new technology. The<br />

bicycle is a superior transport mode for<br />

short distances, for inner city transport and<br />

for recreation. Both its manufacturing and<br />

its use have a substantial lower ecological<br />

footprint than the car.<br />

Bicycling is fun, certainly in the<br />

green surroundings of Nijmegen. But it<br />

is so much more than that. In our city you<br />

can experience that cycling more and more<br />

contributes in other areas. It reduces<br />

traffic jams, increases our accessibility<br />

and is good for the air quality and our health.<br />

In addition, it is a real industry that creates<br />

jobs, innovation and sales. The <strong>International</strong><br />

<strong>Cargo</strong> <strong>Bike</strong> <strong>Festival</strong> will showcase this.<br />

The festival this year coincides with<br />

Velo-city Conference <strong>2017</strong> ‘The global<br />

cycling summit’ that also takes place<br />

in Nijmegen (and Arnhem). In June<br />

you can see, hear and experience<br />

in our city for yourself what’s new<br />

in cyling and bicycles.<br />

Harriët Tiemens,<br />

Alderman municipality<br />

Nijmegen<br />

In the 21st century the bicycle should and<br />

shall be better integrated in transport<br />

systems both for cargo and services as for<br />

people’s mobility. More prominence shall<br />

be given to cyclists in road network design.<br />

It requires distribution centres to split or<br />

bundle freight.<br />

I look forward to welcome a new bicycle<br />

industry. The European bicycle industry<br />

is back with brands for aficionados and<br />

with manufacturers for specific niches.<br />

It has become an industry with many<br />

opportunities for custom made design or<br />

clever modular solutions. It is an industry<br />

of skilled workers but also for people with<br />

a handicap. It requires a fine network of<br />

maintenance firms. And finally it is an<br />

article that people love. Love for the cargo<br />

bike is evident too in this edition of the<br />

ICBF Magazine <strong>2017</strong>.<br />

June <strong>2017</strong>, Michiel Scheffer, Vice Governor in<br />

the Provincie of Gelderland for Economy,<br />

Education and Europe.<br />

4 Interview Jos Sluijsmans<br />

6 Stroopwafels<br />

7 Modacity<br />

8 RIPPL Project<br />

10 LEVV-LOGIC project<br />

14 E<strong>Bike</strong>4Delivery<br />

15 European Cycle Logistics Federation<br />

16 <strong>Cargo</strong> <strong>Bike</strong> impression<br />

18 Urban Arrow<br />

20 Containerisation<br />

22 Greenpack<br />

23 Should we make way for cargo bikes?<br />

24 <strong>Cargo</strong> <strong>Bike</strong>s in Rio<br />

26 Role of Energy in Agriculture<br />

28 <strong>Cargo</strong> bike? Sharing!<br />

30 The Art of Cycling / Cycle-Art<br />


By Karin Veenendaal<br />

For bicycle entrepreneur Jos Sluijsmans, it all boils down to this sentence.<br />

For more than 10 years, he has dedicated himself to promoting the bicycle as<br />

a sustainable alternative to motorised transport. He began as an independent<br />

bike courier; nowadays he is a sustainable mobility consultant and Director of<br />

the <strong>International</strong> <strong>Cargo</strong> <strong>Bike</strong> <strong>Festival</strong>.<br />

During all this time there was one constant:<br />

his conviction that city logistics should be<br />

(and must be) organised in ways that are<br />

smarter, healthier and focussed on eco<br />

friendliness. Sluijsmans: ‘Recently I re-read<br />

a blog I wrote back in 2006. In it I expressed<br />

my horror at the many trucks and vans<br />

that congested the city while loading and<br />

unloading. With my city centre office I<br />

experienced the stench, the noise, the jams<br />

and the aggravation every day.’<br />

It was evident to Sluijsmans that cargo<br />

bikes offered the solution. They are a<br />

cheap, human and environmentally friendly<br />

alternative to the noisy, polluting trucks and<br />

vans. Re-reading the blog he was especially<br />

struck by the mention of core values ​for a<br />

pleasant living and working environment.<br />

According to Sluijsmans a city must be<br />

attractive, accessible and liveable. ‘I still<br />

agree with every word I wrote. Cities should be<br />

about people and not cars. I’m an advocate<br />

for liveability.’<br />

Sluijsmans: ‘I’m particularly inspired by what<br />

Paris has done on the banks of the Seine,<br />

which have been made car-free and transformed<br />

into parks. Or Madrid where they<br />

plan to make the Gran Vía, a busy shopping<br />

street and a six-lane road, car-free. Have you<br />

ever been to Madrid? The Gran Vía runs right<br />

through the heart of the city. Their plan is so<br />

inspiring! It takes guts to make such decisions<br />

and enhance the life of a city.’<br />

Can you in The Netherlands learn from<br />

these examples? ‘Yes. Even here, absolutely.<br />

In Nijmegen they are still engaged in trivial<br />

disputes about whether or not to ban cars<br />

from the Waalkade, Nijmegen’s waterfront.<br />

Come on, just do it! Citizens will adapt. In fact,<br />

more and more people demand these kind<br />

of choices from the business sector and their<br />

government. We choose to ignore it: but traffic<br />

pollution is - just like smoking - carcinogenic.<br />

So a change is needed. Last year, I predicted<br />

that within 10 years there will 50% less vans in<br />

the Netherlands. I’m still convinced they will be<br />

replaced by (e)-cargo bikes and other light<br />

electric vehicles.’<br />

Interest in and demand for clean and<br />

quiet transportation increases all the time.<br />

A common refrain is that organisations will<br />

only consider transitioning to them when<br />

affordable eco friendly alternatives to<br />

motorised transport are developed.<br />

However, according to Sluijsmans proven<br />

alternatives already exist: ‘This is one of the<br />

reasons why I organise the ICBF. I want to<br />

show people, bring them together, anyone<br />

- including executives and policy makers -<br />

so they can experience for themselves what<br />

viable cargo bike transport entails. It’s the<br />

place to pick up on the latest developments<br />

and see the many advantages and<br />

possibilities.’<br />


The ICBF is also about networking. ‘It’s still<br />

a young industry. But people are - despite<br />

a growing sense of competition - willing to<br />

share their knowledge and work together to<br />

innovate.’ With pride Sluijsmans continues:<br />

‘It would be bold to claim that the idea for the<br />

DHL Cubycicle was born here. But the parties<br />

involved in developing this concept, Velove,<br />

DHL and Flevobike, met at the ICBF. That<br />

speaks for itself, I think.’<br />

He’s a bit shy to admit it, but Sluijsmans<br />

is also proud of the fact that in the US, in<br />

Oklahoma, a cargo bike has been named<br />

after him: the JosExpress. ‘Two years ago<br />

I took Keith Reed on a tour of Nijmegen. I<br />

showed him all sorts of bikes. He was really<br />

interested in the latest developments and<br />

my activities. He obviously found the tour<br />

inspiring, because he went on to create the<br />

JosExpress. Amazing, don’t you think?!’<br />

Obviously, Jos Sluijsmans is a passionate<br />

entrepreneur. There is much to complain<br />

about; the fossil industry which is<br />

systematically favoured, the lack of<br />

structural support for sustainable<br />

initiatives or the threat represented<br />

by diminishment of the human<br />

dimension. But his vision for a<br />

better world is what keeps him<br />

going. ‘I think it’s fair to say:<br />

I’m a bit of an idealist.’<br />


By Jos Sluijsmans<br />

Especially for the <strong>International</strong> <strong>Cargo</strong> <strong>Bike</strong><br />

<strong>Festival</strong> <strong>2017</strong> and the Velo-city Conference<br />

<strong>2017</strong>, to be celebrated in Nijmegen from<br />

11 to 13 June and from 13 to 16 June <strong>2017</strong>,<br />

now available a lovely bicycle-inspired can<br />

with delicious ‘stroopwafels’ in the “Delfts<br />

Blue” tradition.<br />

The images combine the perfect biking<br />

tradition of our country together with<br />

the tast of our national celebrated syrup<br />

waffle, ‘Stroopwafel’. Pictured are a cargo<br />

bike, an “omafiets”, a child’s walking bike,<br />

a recumbent bike and a racing bike.<br />

We meet so many cyclists and bike riders<br />

that love “stroopwafels” that we thought<br />

it a good idea to make a combination of<br />

the two. When requested the cans can<br />

also be filled with licorice (drop), mints or<br />

traditional Dutch candy.<br />

You can order the stroopwafel bicycle cans<br />

in boxes of 48 cans by sending an e-mail<br />

to Fietsdiensten.nl: info@fietsdiensten.nl,<br />

indicating the address where it should be<br />

delivered and indicating the address for<br />

the invoice.<br />

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

donated to charity, the ICBF funding, for potential<br />

participants of the <strong>International</strong> <strong>Cargo</strong> <strong>Bike</strong> <strong>Festival</strong><br />

from developing countries or for participants<br />

that lack resources themselves to come<br />

to the ICBF in Nijmegen.<br />

http://www.cargobikefestival.com/news/<br />

icbf-funding/<br />

The cans come with 8 fresh stroopwafels with an estimated<br />

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

expect them to last longer than a week.<br />

Discount of 5% when you purchase 10 boxes, (480 cans)<br />

Discount of 10% when you purchase 20 boxes (960 cans)<br />

The cans can be personalised with a sticker for an additional<br />

charge from €1,00 per can.<br />

There will be a Stroopwafel stand at the ICBF<strong>2017</strong> where<br />

fresh delicious stroopwafels are made. Here you can<br />

buy the tins in single units or pre-order boxes of<br />

48 cans that can be shipped to you<br />

after the event.<br />


By Chris and Melissa Bruntlett<br />

When historians tell Vancouver’s cycling<br />

story, 2008 will be seen as a turning point,<br />

with a crucial shift in strategy from sport<br />

to transport, designed to attract the<br />

“interested, but concerned”. We had an<br />

existing network of greenways, sharrows,<br />

and door-zone paint, but then the City<br />

started to build a network of protected<br />

bike lanes, one street at a time.<br />

Suddenly, more families were looking for<br />

practical ways to move their children<br />

around. <strong>Cargo</strong> bikes provided exercise,<br />

fresh air, family time, and were easier<br />

than walking or transit.<br />

There was also a rise in bike-based food<br />

service businesses, offering everything from<br />

coffee, cream puffs, and popsicles. These<br />

businesses wouldn’t have existed eight<br />

years ago, demonstrating the potential<br />

for bike infrastructure as an incubator for<br />

entrepreneurs.<br />

Shift Delivery is a worker-owner logistics<br />

co-operative formed in 2011 by a group<br />

of SFU graduates, and funded through<br />

non-profit grants. They now have a fleet of<br />

eight electric tricycles, and a staff of twelve;<br />

delivering produce, baked goods, catered<br />

meals, office supplies, and dry cleaning<br />

across Vancouver.<br />

This helps battle aggression, depression,<br />

and dementia, and creates opportunities<br />

for intergenerational interaction.<br />

It’s important to note many of these people<br />

were motivated by efficiency and economics,<br />

rather than altruism. <strong>Cargo</strong> bikes have been<br />

an unexpected byproduct of better bike<br />

infrastructure. They represent the tip of<br />

the iceberg, as cargo bikes can replace<br />

50% of all urban freight. This would have<br />

a huge impact on sound and air quality, on<br />

road safety, and on public health. To that<br />

end, all Vancouverites will benefit from our<br />

cargo bike revolution. We’re excited to watch<br />

it unfold.<br />

Chris and Melissa Bruntlett are the co-founders<br />

of Modacity, a creative agency focused on<br />

inspiring healthier, happier, simpler forms of<br />

urban mobility through words, photography,<br />

and film. Reach them at www.modacitylife.com.<br />

In 2009, staff at Yaletown House Nursing<br />

Home saw the Duet <strong>Bike</strong> online, and raised<br />

funds to buy one from Germany. Now<br />

volunteers pedal two Duet <strong>Bike</strong>s daily,<br />

taking residents for rides across Vancouver.<br />


By Tom Parr<br />

What is going on in cycle logistics? What are<br />

the latest developments? Who is doing the<br />

most interesting things with bikes and<br />

mobility? These are the questions that<br />

were the genesis of a project called RIPPL<br />

(Register of Initiatives in Pedal Powered<br />

Logistics). Born out of curiosity and an<br />

interest in all things cycle logistics, RIPPL<br />

aims to gather and then share the most<br />

interesting examples from around the<br />

world, with a particular focus on Europe.<br />

The team is documenting its findings in<br />

a series of short, accessible blog posts<br />

throughout the year. Tom Parr, Amsterdam<br />

based RIPPL Researcher, said: “We are<br />

creating an archive of blog posts that will<br />

serve as a reference for the curious. We<br />

want people or organisations to be able to<br />

take inspiration from what has been done<br />

elsewhere. Perhaps the ideas they will read<br />

about will serve as a catalyst, or help with<br />

practical matters. We want to encourage<br />

more innovation and more lateral thinking,<br />

but we also want to get cycle logistics to a<br />

point where it becomes “normal”.”<br />

8<br />

Register of Initiatives in Pedal Powered Logistics<br />

Project Leader Jos Sluijsmans, who is also Director of the ICBF,<br />

adds: “The team already interested in cycle logistics, but RIPPL<br />

allows us, forces us even, to keep open minds. We hope and expect<br />

to learn a lot from the RIPPL; a big goal of us is to identify the<br />

trends which are causing issues as well as those which open up<br />

new opportunities. This will be our contribution; to engage in and<br />

move along ongoing debates and perhaps open up some<br />

new ones.”<br />

Along with Nikki Korzilius,<br />

Master Student at Radboud University,<br />

Parr and Sluijsmans will be working on RIPPL<br />

until October <strong>2017</strong>. Got a tip or suggestion for<br />

what should be included? Email the team on<br />

info@fietsdiensten.nl. RIPPL’s blog posts are<br />

published on the blog of the ICBF at<br />

http://cargobikefestival.blogspot.nl<br />

Along with Nikki Korzilius, Master<br />

Student at Radboud University, Parr and<br />

Sluijsmans will be working on RIPPL until October<br />

<strong>2017</strong>. Got a tip or suggestion for what should be<br />

included? Email<br />

the team on info@fietsdiensten.nl. RIPPL’s blog<br />

posts are published on the blog of the ICBF at<br />



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

The number of delivery vans in cities is growing which puts increasing<br />

pressure on the liveability of cities. Light electric freight<br />

vehicles can offer a solution for many deliveries. However, there<br />

is a lack of knowledge on how the vehicles van offer a financially<br />

attractive alternative for delivery vehicles.<br />

rising e-commerce market<br />

growth of inner city construction work<br />

increase of self-employed workers<br />

changes in the food and hospitality industry<br />

The LEVV-LOGIC project explores the use of light electric freight<br />

vehicles (LEFV) for city logistics. Researchers and students from<br />

Universities of Applied Sciences in Amsterdam, Rotterdam and<br />

Arnhem/Nijmegen work together with professionals from the<br />

logistics and automotive industry and the public sector.<br />

Together they develop and apply knowledge on new logistics<br />

concepts and business models with LEFVs, supporting the<br />

ambition towards zero emission transport in 2025.<br />

faster in dense cities<br />

occupy less space<br />

manoeuvre easily<br />

no tailpipe pollutants<br />

quiet<br />

health benefits for driver<br />

The LEVV-LOGIC project defines light electric freight vehicles as<br />

electrically powered or electrically assisted vehicles that are in size<br />

smaller than a delivery van and have a maximum loading capacity<br />

of 750 kilograms. It includes electric cargo bikes and L-category<br />

vehicles.<br />

“We aim to use LEFVs, because it fits with our<br />

sustainable business, but we are still looking for<br />

ways to use the vehicles efficiently.”<br />


The members of the LEVV-LOGIC project:<br />

How can light electric<br />

freight vehicles be used<br />

cost-effectively<br />

for city logistics?<br />

1. Examine the potential of LEFVs for different city logistics flows<br />

2. Design new logistics concepts with LEFVs for the distribution<br />

of goods from sender to receiver.<br />

3. Turn logistics requirements into technical designs and<br />

adjustments to existing LEFVs.<br />

4. Experiment with new LEFV concepts in practice;<br />

5. Develop scalable business models with LEFVs. Disseminate<br />

knowledge for scientific, practical and educational purposes.<br />

“I really like to work on LEFV, because it is<br />

very topical at the moment. It is nice to be<br />

part of the beginning and to contribute to<br />

the sustainability of cities.”<br />

The research and the outcomes of the LEVV-LOGIC project are<br />

of value for both practice and education. LEVV-LOGIC offers<br />

students the opportunity to work together with professionals on<br />

LEFV, for example as part of a minor assignment, internship or<br />

graduation project. During the <strong>International</strong> <strong>Cargo</strong> <strong>Bike</strong> <strong>Festival</strong>,<br />

on June 12, <strong>2017</strong>, the students of the Amsterdam University of<br />

Applied Sciences present their results.<br />

Researchers, students and<br />

practitioners visualize the<br />

supply chain of the LEVV-LOGIC<br />

experiments and identify<br />

opportunities and<br />

challenges for LEFV.<br />


Within the LEVV-LOGIC Lab, researchers and<br />

students monitor and evaluate implementations<br />

of LEFVs in various Dutch cities. The aim is to gain<br />

insight in the opportunities and challenges of LEFVs<br />

in different sectors based on daily practice. The lab<br />

experiments are of great value to identify the<br />

conditions for a scalable business model with LEFV.<br />

The first two experiments are initiated by<br />

CityService<strong>Bike</strong> and Greenolution.<br />

Experiment 1. CityService<strong>Bike</strong> provides<br />

space in a parking garage in Utrecht where<br />

maintenance and servicemen from KPN,<br />

Douwe Egberts and Coca Cola can park<br />

there delivery van and switch to an Urban<br />

Arrow cargo bike. The concept is tested<br />

from May until July <strong>2017</strong>.<br />

May <strong>2017</strong>: start pilot<br />

CityService<strong>Bike</strong><br />

in Utrecht.<br />

From left to right: Freek Willems<br />

(DOET), Said Arslan (Lean<strong>Cargo</strong><br />

Consultancy), Martijn Altenburg<br />

(researcher), Islam Morse (student)<br />

Coca-Cola serviceman<br />

Site visit<br />

Urban Arrow<br />

Photo: students and researchers<br />

visit the office of Urban Arrow in<br />

Amsterdam, November 2016, where<br />

they try out the different cargo bikes<br />

themselves. On the right: Nick Heijdeman.<br />


Experiment 2. Greenolution has developed<br />

the CycleSpark <strong>Cargo</strong><strong>Bike</strong>XL which is tested<br />

by 2Wielkoeriers for food distribution from<br />

biological food market hall Het Lokaal<br />

in Amersfoort. The carrying capacity in<br />

terms of volume and payload, which is<br />

comparable with a delivery van, makes the<br />

<strong>Cargo</strong><strong>Bike</strong>XL a unique solution.<br />

Photo: CycleSpark<br />

<strong>Cargo</strong><strong>Bike</strong>XL in<br />

front of Het Lokaal<br />

in Amersfoort, with<br />

bike courier 2Wielkoers.<br />

The consortium partners of LEVV-LOGIC are:<br />

Dutch Organisation for Electric Transport<br />


By Jos Sluijsmans<br />

They are fast, they are durable and they<br />

are trendy. The Deliver Ebike is taking over<br />

Europe. Big chains like Domino’s, Burger<br />

King and Subway are already using the<br />

innovative solution for delivering meals in<br />

urban areas.<br />

The Deliver Ebike is a fast electric E-bike<br />

with a maximum speed of 18 mph. It was<br />

developed in the Ebike Development Centre<br />

in Cuijk, the Netherlands. Engineers used<br />

top quality components of well-known<br />

brands, ensuring that the bike is solid, safe<br />

and durable.<br />

The E-bike is especially designed for<br />

delivery and is as sturdy and strong as<br />

possible. The battery is positioned within<br />

the frame, minimizing the chance of<br />

accidental damage. Most cables are safely<br />

hidden inside the bike frame and the<br />

handle bars are fitted with solid grips. The<br />

bike is equipped with an automatic 2-gear<br />

hub, allowing for automatic gear changes.<br />

This feature makes it very efficient and<br />

reliable.<br />

14<br />

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

distances and in the city compared to a scooter, moped or car. It<br />

has a modern and trendy image and it’s easy to park. The Deliver<br />

Ebike also has a great green reputation because it doesn’t need any<br />

petrol and therefore it is CO2 neutral.<br />

The Deliver Ebike has an unique look because the bike can be<br />

customized with a company name, a company logo and a wide<br />

range of different delivery boxes and bags. It’s also possible to<br />

change the colour of the bike to match a corporate image.<br />

Next to the normal Deliver Ebike, there is also a new model: The<br />

Deliver E-Trike. This innovative three wheeled E-<strong>Bike</strong> uses the latest<br />

technology and is perfect for last mile delivery, such as delivering<br />

big packages in crowded downtown areas were large trucks are<br />

being banned.<br />

Are you<br />

interested in<br />

our Deliver Ebikes?<br />

Check out our website<br />

for prices and more<br />

relevant information:<br />


By Gary Armstrong<br />

We are witnessing the unprecedented growth of CycleLogistics across Europe.<br />

Every day in our cities and urban areas you see cargo bikes being adopted<br />

for a plethora of uses from cycle based delivery companies and independent<br />

shops using bikes to deliver cargo and goods; municipalities adopting cargo<br />

bikes to deliver services like street cleaning, gardening and waste collection;<br />

and citizens transporting children to school and running errands.<br />

In addition, the traditional big international<br />

logistics operators are also getting in on<br />

the act. Every month we hear about a new<br />

cargo bike initiative either being trialled or<br />

rolled out replacing vans on routes<br />

especially in cities where congestion,<br />

parking, access, pollution and air quality<br />

is an issue.<br />

For many cities cycle logistics is also<br />

becoming a main priority. Municipalities<br />

are encouraging take up by running free<br />

test riding sessions. Some are also<br />

launching cargo bike subsidy schemes<br />

for its citizens. Additionally, cargo bike<br />

hires schemes are being established.<br />

So, we can rightly justify our claim of<br />

significant growth in cargo bike use and<br />

cycle logistics. But growth brings with<br />

it “growing pains”. Technically, we need<br />

better and stronger cargo bikes and strikes;<br />

Digitally we need integrated data sharing<br />

platforms, which are essential to make<br />

cycle logistics efficient and cost effective;<br />

Economically, we need strong businesses<br />

operating cycle logistics to ensure growth<br />

can continue and all our staff is paid<br />

properly; Socially, we need municipal<br />

government to make the cargo bike<br />

welcome, enabling family and domestic<br />

use through cargo bike friendly infrastructure,<br />

parking, training and loan<br />

schemes. None of the above is to make<br />

false claims about our sector: we are not<br />

the solution to congestion, poor air quality,<br />

urban noise, and carbon-dependent<br />

transport, but we are most definitely part<br />

of the solution.<br />

The European Cycle Logistics Federation was established<br />

to start to make our voice heard at the highest level.<br />

Come and have a chat with us at #ICBF<strong>2017</strong> about how you<br />

can get involved or contact us at eclf.bike.<br />


“It might be<br />

tough to imagine,<br />

but all you have to<br />

do is try it.”<br />


Once you start,<br />

I promise it’s a ride<br />

you won’t forget.<br />


We sat down with Jorrit Kreek,<br />

Founder of Urban Arrow, a Dutch<br />

cargo bike company based in Amsterdam,<br />

The Netherlands. The company<br />

has been around for a decade and<br />

has seen tremendous growth and interest<br />

in cargo bikes. Jorrit gives us an<br />

insider’s perspective on Urban Arrow<br />

and cargo bikes in general.<br />

Can you tell us about why you started<br />

Urban Arrow?<br />

A couple of years ago there seemed to be a<br />

clear distinction between cargo bikes for<br />

families and cargo bikes for businesses. We<br />

took an inventory of all the cargo bikes and<br />

found a major gap in the market: a sleek,<br />

modern, upright cargo bike that works for<br />

women, men, families and businesses. We<br />

called our new brand Urban Arrow because<br />

the bikes are meant to be used in cities<br />

and they are fast like an arrow<br />

thanks to the pedal assist.<br />

What kind of customers do you have?<br />

We focus on families with children and<br />

businesses. It is so much fun to drive your<br />

kids around on a cargo bike. The children<br />

love it and so do the parents. Although<br />

most of our bikes are bought by families,<br />

we’re seeing a huge increase in small<br />

businesses customers. Our bikes are all<br />

electric-assist and modular, so depending<br />

on the business’ needs you can customize<br />

the frame and the “box.” We’ve worked all<br />

types of delivery and courier businesses,<br />

like UPS and Stuart (UK), or start-up home<br />

delivery services. My personal favorite is<br />

the CycloPlombier, a plumber in Paris who<br />

rides his Urban Arrow all over the city fixing<br />

leaky sinks and toilets. We also just finished<br />

a fleet of customized extra-large cargo<br />

bikes for Dutch supermarket-giant Albert<br />

Heijn for their home delivery service. I love<br />

seeing the creativity in all these different<br />

businesses.<br />


“I love seeing the<br />

creativity in all<br />

these different<br />

businesses.”<br />

The brand’s motto is the “first electric<br />

car on two wheels.” Can you explain?<br />

Our hope is that if a family or a small<br />

business is tempted to get a second car,<br />

they consider an Urban Arrow instead. Not<br />

only can the bike carry 100kg of load and<br />

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

more fun than a car – and you can park it<br />

anywhere! No more circling for a parking<br />

spot. Think of all the gas and time a family<br />

would save if even just one or two trips per<br />

day were by bike instead of by car. It might<br />

be hard to imagine, but all you have to do<br />

is try it.<br />

Speaking of trying, where can we try an<br />

Urban Arrow?<br />

We now export our cargo bikes to 18<br />

countries worldwide, including US, Australia<br />

and most of Europe. We only work with the<br />

best bicycle shops. Check our website for all<br />

dealer locations.<br />

What do you think the future holds for<br />

cargo bikes?<br />

If you look at the facts – urban populations<br />

are growing, space is limited, traffic and<br />

congestion is at record highs, public health<br />

is decreasing, and so on – you can’t help<br />

but question the role of the private vehicle<br />

in our cities, businesses and everyday lives.<br />

Certainly the car is here to stay, at least for<br />

the next few generations, but cities simply<br />

don’t have the space to offer everyone a<br />

nice little parking spot in front of every<br />

destination. So there’s a trade-off that<br />

needs to happen: people have to change<br />

their habits and way of thinking just a little<br />

bit. And cargo bikes can help make that<br />

shift easier. It just takes a little guts and a<br />

little practice. But once you start, I promise<br />

it’s a ride you won’t forget.<br />


By Johan Erlandsson<br />

Most readers of this magazine probably already know that the cargobike is a productive,<br />

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

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

But we also know that we are nowhere<br />

near the theoretical potential. How can<br />

we increase the share? Promotion is one<br />

important part, technological development<br />

and professional service of cargo bikes<br />

another, better cycling infrastructure a<br />

third. What I am suggesting here is yet<br />

another way to increase the attractiveness<br />

of using cargo bikes: containerisation.<br />

So what can a container for cargo bikes,<br />

an easily detachable box, bring here?<br />

I think the best way to imagine it is to<br />

compare with the sea container.<br />

Goods, lots of it, are transported into the<br />

city center. There is no argument that<br />

if you need to bring in loads of goods,<br />

a big vehicle is best fit for the job. It<br />

can be a train, a barge or a truck. If you<br />

are delivering big and heavy goods to<br />

customers, like 1000 kg EU pallets or roller<br />

cages with milk cartons, a vehicle that can<br />

carry many of those in a distribution round<br />

is the natural choice - like a truck or at least<br />

a medium sized city distribution vehicle. But<br />

if you want to distribute small goods, then<br />

a small vehicle is, as you already know, the<br />

logical choice. However, this also introduces<br />

a new step in the supply chain, you need<br />

to somehow shift the goods from the big<br />

vehicle to the small. This can be both costly<br />

and risky, and I believe this is one of the<br />

reasons why we still see a lot of vans in city<br />

centers, delivering goods that could have<br />

been delivered with cargo bikes.<br />

20<br />

Photo: DHL. City Containers being<br />

switched from motor vehicle to cargo bike.

When it was introduced it led to crazy<br />

efficiency gains. Ships and trucks could now<br />

be loaded and unloaded at a fraction of the<br />

time, and damages and theft also dropped<br />

significantly. It is generally agreed that the<br />

sea container is the most important factor<br />

to why international shipping is now so dirt<br />

cheap (for good and for worse). Some<br />

even argue it is the driving force behind<br />

globalisation… That is the power of a<br />

simple metal box!<br />

The comparison with the sea container is<br />

not perfect, but the basic idea is the same<br />

-to easily shift goods from one vehicle to<br />

another, fast and secure. When the cargo<br />

bike container enters the city, it is already<br />

prepared for last mile delivery. The container<br />

is loaded with goods for a certain route,<br />

and the only thing you need to do now is<br />

to get the container to the right area and<br />

move the container from the big vehicle<br />

to the small. There is no extra handling of<br />

goods, and also limited or eliminated risk of<br />

damaging the goods or having it stolen. You<br />

can even shift the goods outside, without a<br />

terminal, as the container is weatherproof.<br />

Efficient handling is one advantage, the<br />

feeling of control another. The container is<br />

loaded in the carrier’s terminal under full<br />

control, and the next time it is opened is<br />

when it is on its last mile delivery route. Of<br />

course the container is trackable as well.<br />

Efficiency and control, this is why I believe<br />

the container will turn more vans into cargo<br />

bikes in dense areas!<br />


By Thomas Breyer and Tobias Duscha<br />

We would like to share<br />

our story with you<br />

since we are convinced<br />

that most of you know<br />

how long a road from<br />

a simple vision to a<br />

serial product can be.<br />

Five years ago we found<br />

ourselves in a challenging<br />

situation. During the<br />

development of our light electric<br />

3-wheeler for urban transportation we<br />

faced the following 2 obstacles:<br />

Storage capacity: 1,400 Wh<br />

Charging time: 3h<br />

Continuous rated power: 1300 W<br />

Nominal voltage: 48V<br />

Discharge current: 25A<br />

Short-time withstand current (3 sec): 60A<br />

Weight: 8.8 kg<br />

Find a battery with enough capacity and power to<br />

meet the requirement of professional users<br />

Find a battery assembler which is willing to<br />

cooperate with a startup<br />

Back in 2012 reality showed that not a single battery in the market<br />

was applicable for “kicktrike” and that “big players” were not<br />

interested in working with a startup. They rather continued selling<br />

proprietary systems and most of them still do so. Honestly - this<br />

motivated us so much, we started right away with the goal to make<br />

batteries better, safer and smarter. Backed by our founder and<br />

his company we began to work hard. We understood quickly that<br />

a battery for a b2b product needs to be swappable and handy- so<br />

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

were convinced that 48Volts are the right choice for professional<br />

usage as voltage is for free and current always means money. Last<br />

but not least, we knew that it only makes sense to create an open<br />

system, so several battery assemblers all over the world would be<br />

able to produce our GreenPacks if they fulfill our requirements on<br />

quality, reliability and shared philosophy.<br />

5 years later and with all the support of<br />

our families, our partner network and our<br />

coffee machine, we can proudly present<br />

the first official series GreenPack in<br />

several vehicles. Currently models from<br />

Carla <strong>Cargo</strong>, MaxPro, VSC.<strong>Bike</strong>, Gobax are<br />

available. Furthermore, we emphasize<br />

that GreenPacks can be a power source<br />

for various applications such as lawn<br />

mowers, camping devices, “off-grid<br />

devices” and electric scooters. They can<br />

be integrated into almost any vehicle. Our<br />

engineers are happy to help you during the<br />

development process. At this very moment<br />

our colleagues in Berlin are working on<br />

wonderful solutions against congestion<br />

and combustion. Next big step will be a net<br />

of battery swapping stations in municipal<br />

areas, where LEV users will be able to rent<br />

out our batteries and prolongue their daily<br />

ranges. Follow us on social media- we keep<br />

you updated.<br />


By Karin Veenendaal<br />

At the request of the Dutch Province of Gelderland lecturer/researcher Kaspar<br />

Koolstra (Amsterdam University of Applied Sciences) made a first inventory<br />

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

broader perspective on the matter he interviewed several European specialists<br />

and producers. The full transcript of his article can be found at<br />

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

The introduction of electrically assisted<br />

pedaling has opened up a huge potential<br />

for cycle logistics. What if we could replace<br />

half of all urban deliverances by vans with<br />

cargo bikes? They are fast, flexible and<br />

clean. On the other hand: they’re also<br />

larger, heavier and in need of power… So<br />

where should they go? On the carriageway<br />

alongside motor traffic or should they stick<br />

to bike lanes?<br />

Based on four types of cargo bikes Koolstra<br />

dives deeper into the various European<br />

pro’s and con’s of this question. For<br />

example the two-wheeled cargo bikes and<br />

pedelecs (bicycles with electrically assisted<br />

pedaling). In Germany and the Netherlands<br />

these vehicles must use the separate cycle<br />

lane if there is one. In other countries the<br />

rules are not that strict.<br />

Or the cargo tricycles, quadricycles and<br />

bicycles with a trailer? Although the exact<br />

criteria differ from country to country,<br />

these wider cycles and pedelecs are free<br />

to use either cycle lanes or carriageways.<br />

But given it’s width, is it not wiser to use<br />

the carriageway only? Gary Armstrong<br />

(Outspoken Delivery, Cambridge, UK)<br />

considers it to be anti-social for other<br />

cyclists to use trikes on cycle tracks less<br />

than 2 meters wide.<br />

And how about deliberately placed<br />

obstacles on cycle lanes to prevent motor<br />

vehicles from entering? They serve a good<br />

cause but hinder trike users as well… In his<br />

article Koolstra concludes there’s ample<br />

food for thought and further investigation<br />

is needed..<br />


The use of bicycles and tricycles for goods delivery is growing in Europe and<br />

the United States, largely for environmental reasons and often aided by public<br />

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

practice, with thousands of deliveries made every day, with no incentive from<br />

public policy or consumer preference for environmentally-friendly practices.<br />

As the number of motorized vehicles in<br />

Brazilian cities increases, freight distribution<br />

in urban centers is becoming more<br />

challenging. Larger volumes of motorized<br />

vehicle travel have led to increased traffic<br />

congestion, and negatively impacted<br />

the environment and public health. In<br />

addition, commercial establishments are<br />

constantly reducing the size of their stocks<br />

(usually due to the rising cost of space),<br />

necessitating more frequent deliveries of<br />

stocks, and thus increasing the number of<br />

delivery vehicles and trips.<br />

Cycle logistics have a long tradition in Rio,<br />

as evidenced by an article in the newspaper<br />

Jornal dos Esportes (Sports Journal 1935)<br />

reporting on cargo bike race of cycle<br />

delivery vehicles that was organized in<br />

1935. Another newspaper article (Jornal<br />

do brasil, 1971) reports that many cargo<br />

tricycles were used by businesses in the<br />

city center, and that these establishments<br />

reduce their delivery costs by up to 80%<br />

with these vehicles. Observation suggests<br />

that the use of cycle logistics may have<br />

increased, at least in Copacabana, since the<br />

1980s, and local bicycle counts showed that<br />

around 35% of all trips by bicycle in City<br />

Center and South Zone (Touristic Area) are<br />

made for delivery or services provision.<br />

To clarify this, a survey was carried out<br />

in Copacabana neighbourhood, where<br />

researchers identified 372 establishments<br />

that used cargo bikes. These<br />

establishments included: pharmacies,<br />

bakeries, hardware stores, restaurants,<br />

dry cleaners, supermarkets, beverage<br />

distributors, pet shops among others –<br />

including kiosks, bars, independent goods<br />

movers, mattress stores, delicatessens,<br />

electronics repair shops, automotive parts<br />

distributors, and florists. All told, these<br />

businesses used 732 cargo bikes, of which<br />

40% were regular bicycles, 30% cargo<br />

bicycles and 30% tricycles that provide 658<br />

direct jobs for cyclists in the neighborhood.<br />

On average, the commercial establishments<br />

consulted had two bicycles or tricycles, two<br />

full-time cyclists making a minumun of 31<br />

deliveries each. These cyclists made an<br />

average of 11,541 deliveries per day, only<br />

in Copacabana.<br />


Most of the businesses (about 75%) made<br />

deliveries in an area of under 3 kilometers,<br />

with the remaining 25% delivering in areas<br />

up to 8 kilometers from the establishment.<br />

<strong>Cargo</strong> bikes have been an excellent choice<br />

for the delivery of goods over short<br />

distances and should be further integrated<br />

into the busy streets of Rio de Janeiro and<br />

in cities throughout Brazil. The high number<br />

of trips made by bicycles and cargo tricycles<br />

in Rio de Janeiro provide significant benefits<br />

in terms of emissions of greenhouse gases,<br />

urban space, and economic activity.<br />

Due to these benefits, government in<br />

Brazil (federal, state, and municipal) should<br />

increase support for infrastructure and<br />

campaigns to improve road safety and<br />

comfort for cyclists, and new urban areas<br />

should have urban design characteristics that<br />

encourage cycling and cycle-logistics, but that<br />

has not happened so far. However, some<br />

civil society organizations plan to make cycle<br />

logistics and the benefits it brings to urban<br />

areas more visible. These organization plan<br />

to make the most of the Velo-City Rio 2018 in<br />

terms of elevating the profile of Rio’s thriving<br />

system of cycle logistics.<br />

Ze Lobo is a lifetime bicycle user<br />

and enthusiast, Founder of<br />

Transporte Ativo (Active<br />

Transportation) a Brazilian NGO<br />

that promotes all kind of bicycle uses including logistics and services,<br />

aiming to reach more people on bikes for any purpose, anywhere,<br />

anytime. He was awarded with the Cycling Visionary Awards in<br />

Vienna 2013 for a research on bicycle logistics in Rio de Janeiro.<br />


By Sangeeta Ghosh<br />

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

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

resources (and energy access) denies people of appropriate opportunities, better incomes,<br />

education and a decent standard of living.<br />

At household, livelihood and community<br />

level, the “energy ladder” follows and<br />

influences the “economic ladder”. Thus,<br />

when looking at poverty alleviation, there<br />

needs to be a focus on promoting and<br />

understanding the key role of energy access<br />

as an enabler to different development<br />

components. In rural areas particular, food<br />

security and agri-based livelihoods need<br />

to be analysed through the energy lens.<br />

Modern agriculture recognizes energy as<br />

a core to all its process as at the different<br />

stages- whether it be in farm machinery,<br />

irrigation, cultivation, harvesting or<br />

processing, storage and transportation.<br />

Furthermore, increasingly, advanced<br />

modern farming technologies have made<br />

farmers more resilient to climate change<br />

and natural disasters. But many of these<br />

technologies have not trickled down to<br />

the farmers of the developing countries-<br />

where energy availability and lack of access to appropriate<br />

machinery is still a challenge.<br />

Additionally, over 67% of India’s farmlands are under marginal<br />

farmers with smaller landholdings (less than 1 hectare). Since much<br />

of the agri innovation has been focussed on large-scale machinery<br />

and the industrialized market- these marginalized farmers continue<br />

to be excluded from the agri innovations. Thus, there is a need<br />

to not only look at technologies that can be decentralized and<br />

look at the needs of the marginalized farmers but also financial<br />

innovations that can help farmers access these technologies.<br />

Portable Solar Water Pump (PSP)<br />

As stated above, with climate change and increasing water crisis in<br />

rural communities, reliance on technologies such as water pumps<br />

by farmers has been on the rise. In India, small and marginal<br />

farmers with small and fragmented landholdings, are unable to<br />

benefit from the advantages that solar PV water pumps can bring<br />

to the agrarian community, due to the high cost associated with<br />

ownership.<br />


During demonstrations of Solar Water Pumps, the feedback<br />

received revealed that the poorer strata of farmers were<br />

reluctant to shift from traditional diesel pumps to Solar<br />

Water Pumps due to the convenience that diesel pumps<br />

are able to offer in terms of (a) ease of portability and<br />

(b) convenience of paying irrigation service fees for just<br />

the required quantity of water versus a fixed equated<br />

monthly installment associated with the financing of a Solar<br />

Water Pump. The farmers also expressed their intent to<br />

incorporate the portability feature to the existing small Solar<br />

Water Pump (SWP), thereby enabling mobility of the system<br />

from field to field in order to maximize its usage.<br />

Further, the mobility of the pump would also allow for<br />

a group of farmers to co-own the pump or create an<br />

opportunity for an entrepreneur to rent out to other farmers<br />

in the village, depending on their needs. This is particular<br />

useful for smaller farmers who have smaller landholdings<br />

and do not have large irrigation requirements. One of the<br />

key challenges however was the mobility of the pump,<br />

regarding the poor infrastructure in most of these villages<br />

and the inaccessibility by roads to the water points (mostly<br />

rivers, ponds or canals) near the farmlands.<br />

The panels and the pump can be<br />

un-mounted and placed as per site<br />

conditions, thereby increasing the ease<br />

of transportability. The prototype is<br />

currently being tested in the field with<br />

the farmers. After closely monitoring<br />

of the pilot, and the data collected on<br />

the field usage, impact, constraints etc,<br />

a financial model will be developed<br />

and piloted with the farmers. Financial<br />

linkage will be provided to the farmers<br />

as well, by leveraging on the local<br />

banking institutes to prove a holistic<br />

model that is technologically, financially<br />

and environmentally sustainable.<br />

The Portable Solar Pump was designed to respond to the<br />

site context. The aim was to offer a modular and simplified<br />

operating mechanism, which will be durable and sustainable<br />

in the long run. In the first prototype (Depicted in the picture<br />

above) a 1HP DC pump was mounted on a cargo bicycle.<br />

The cargo bicycle was chosen as it is the most prevalent and<br />

easily accessible form of mobility found in the rural parts<br />

of India.<br />

About SELCO Foundation<br />

SELCO Foundation develops innovative,<br />

sustainable - social, technical and financial<br />

models that impact climate change and<br />

poverty alleviation. We are a collaborative<br />

striving to work on solutions, support agents<br />

and build sustainable ecosystem for clean<br />

energy access. The organization seeks to<br />

holistically facilitate context driven solutions<br />

and opportunities that result in improved<br />

well-being and livelihoods for under-served<br />

communities through sustainable energy and<br />

energy efficient applications. The interventions<br />

are developed with focus on local<br />

empowerment, replication and ethical scaling.<br />

The organization follows an arrangement to:<br />

• Systematically identify diverse needs and<br />

understand the role of sustainability and<br />

energy in under-served communities.<br />

• Create and support product-service-systems<br />

and sustainable ecosystems that positively<br />

impact wellbeing and livelihoods by focusing<br />

on energy-driven solutions.<br />

• Foster innovation in the social sector by<br />

bridging gaps in process, technology, finance<br />

and policy.<br />


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

occasional transport needs. This is why cargo bike sharing makes sense. If well<br />

organized and comfortable to use, sharing systems offer a low-threshold access to<br />

cargo bikes, they will attract new user groups and increase the general popularity of<br />

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

inclusive form of promoting cargo bikes – ideally, both should go hand in hand.<br />

Arne Behrensen<br />

<strong>Cargo</strong> bike sharing system<br />

in aspern Seestadt<br />

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

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

part of SeestadtFLOTTE which offers sustainable mobility options for residents.<br />

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

which allows fuss-free, straightforward booking of all mobility options.<br />

The cargo bikes are highly popular to transport kids and shopping with<br />

over 2,700 rides last year. SeestadtFLOTTE introduced cargo bikes<br />

to people who would not have had the possibility to use them.<br />

Contact:<br />

Lukas Lang<br />

Projektmanager Planung<br />

Wien 3420<br />

Aspern Development AG<br />

Seestadtstraße 27/13<br />

A 1220 Wien<br />

T: +43 1 774 02 74-38<br />

F: +43 1 774 02 74-99<br />

M: +43 664 12 78 502<br />

E: l.lang@wien3420.at www.wien3420.at<br />


TINK<br />

TINK (acronym for “Transportrad Initiative Nachhaltiger<br />

Kommunen” – “cargo bike initiative of sustainable<br />

communities”) promotes sustainable urban mobility by<br />

providing large-scale and fully automatic cargo bike<br />

sharing systems. Funded by the German Federal<br />

Ministry of Transport and Digital Infrastructure, two<br />

pilot cities, Konstanz and Norderstedt, are each<br />

offering 26 cargo bikes for rent at more than<br />

twelve different stations within town.<br />

Researchers from different disciplines<br />

(environmental psychology,<br />

transportation science)<br />

accompany the project to ensure<br />

learning for introducing similar<br />

projects in other towns and<br />

cities.<br />

www.tink.bike<br />

Rent a cargo-bike<br />

Electrically assisted cargo<br />

bikes can be hired in a number of<br />

Swiss cities by visiting carvelo2go.ch.<br />

The users reserve a “carvelo” on<br />

www.carvelo2go.ch, pay the booking<br />

online, then take the bike, battery and key<br />

in the desired place. What makes this service so<br />

attractive is the easy use of a “carvelo” instead of<br />

a car for carrying goods and children at short notice<br />

and for short periods of time. Carvelos bring exercise<br />

and fun into your daily mobility! The offer is operated by<br />

the Mobility Academy, supported by Engagement Migros,<br />

TCS and other partners.<br />

Commons <strong>Cargo</strong> <strong>Bike</strong><br />

KASIMIR was the first “Commons <strong>Cargo</strong> <strong>Bike</strong>“:<br />

Founded in 2013 by non-profit association<br />

“wielebenwir” in Cologne, Germany. KASIMIR is<br />

free to lend, promoting sharing resources and<br />

cargo bikes; the solution for sustainable urban<br />

transportation.<br />

Thanks to an conference, an online WIKI<br />

and the booking software, all established<br />

by wielebenwir, the “commons cargo<br />

bike“-concept has spread across<br />

Germany and Austria, with more than<br />

30 initiatives providing up to 10 cargo<br />

bikes each – all for free.<br />

www.dein-lastenrad.de<br />


Four international artist show their work inspired by the<br />

bicycle during the <strong>International</strong> <strong>Cargo</strong> <strong>Bike</strong> festival.<br />

Each of them from a different angle en perspective:<br />

photography, video, paintings and collage.<br />

Dyami Serna, a Californian<br />

photographer living in<br />

the Netherlands, shows<br />

pictures taken from<br />

bike-couriers in the US<br />

and the Netherlands.<br />

Jacob van der Linden (NL),<br />

painter/musician/videoartist,<br />

shows a videocompilation.<br />

During the<br />

day, his videos will be<br />

displayed on the walls of<br />

the festival building.<br />

Diederik Grootjans,<br />

a local painter from<br />

Nijmegen, will present<br />

his portraits of bicycles<br />

in quit a different<br />

setting.<br />

Ro-Nalt Schrauwen (NL)<br />

collagist, will guide you<br />

through the surrealistic<br />

possibilities of mixing<br />

images of cycling,<br />

bikes and bike-parts to<br />

a new reality.<br />

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

Pakje Kunst at the <strong>International</strong><br />

<strong>Cargo</strong> <strong>Bike</strong> <strong>Festival</strong>!<br />

Pakje Kunst is an art project by Ro-Nalt Schrauwen where old<br />

vending machines are used to sell art from local artists. During the<br />

<strong>International</strong> <strong>Cargo</strong> <strong>Bike</strong> <strong>Festival</strong> there will be a vending machine on<br />

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

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

loved one, as a pleasantry, as collection item or a souvenir from the<br />

<strong>International</strong> <strong>Cargo</strong> <strong>Bike</strong> <strong>Festival</strong> or Velo-city <strong>2017</strong>.<br />


Unlocking the sharing economy<br />

All electronics safely<br />

mounted & waterproof<br />

5 mm thick<br />

hardened tool steel<br />

Suitable for each bike<br />

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

any type of bike, from a granny bike to a tandem.<br />

Optimum protection against theft<br />

The combination of hardened steel lock components and high tech electronics makes the<br />

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

of weather conditions.<br />

Can be easily upscaled<br />

Quick and flexible expandability based on actual demand is possible.<br />

Fleet Management system<br />

The extensive Mobilock back-office includes a complete Fleet Management function. Our<br />

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

Suitable for all types of situations<br />

Suitable for all types of usage; bike share, bike rental or company mobility.<br />

Keyless convenience<br />

The days of being dependent on bike keys are over.<br />

Use the handy Mobilock app for an overview of booking availability or to open the Mobilock.<br />

Intuitive operation<br />

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

The Mobilock can be locked again by inserting the locking pin.<br />

No adaption of infrastructure necessary<br />

The Mobilock bike share system does not require pay stations, expensive bike clamps or costly<br />

terminals. Why not? Because you can park the bike anywhere. This makes Mobilock the bike<br />

share system with the lowest Total Costs of Ownership (TCO).<br />

14.5 mm thick<br />

hardened tool steel<br />

7 mm thick chain<br />

Hardware:<br />

• Heavy duty bike lock.<br />

• Designed in accordance with the ART 4 standard. Patented hardened<br />

steel Mobilock fitted with a safe and thick chain of hardened steel.<br />

• Energy autonomous for at least 3 years. The Mobilock hardware system is<br />

extremely energy efficient through the use of the latest technologies.<br />

• Redundancy: The Mobilock system does not depend on one technology<br />

only. Mobilock makes use of multiple technologies, including LORA, BLE<br />

and the Beacon technology.<br />

Software:<br />

• Realtime Asset Management: through the<br />

application of the triple localisation technology,<br />

Mobilock can create a realtime overview of the<br />

status, availability and location of the bikes.<br />

• The Mobilock bike share system is fully future<br />

proof. While developing the Mobilock hardware and software any<br />

future technological developments were taken into account.<br />

• The Mobilock bike share system has a responsive HTML-5 web portal.<br />

Unlocking the sharing economy<br />

E-mail: info@mobilock.nl<br />

www.mobilock.nl<br />


GAME CHANGER <strong>2017</strong><br />


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

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

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

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

a day on average, only powered by muscle and a bowl of oatmeal.<br />


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

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


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