The ICBF Magazine 2017 by International Cargo Bike Festival

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

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. 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.

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

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.’

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.’

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.

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.

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.

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. 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

Register of Initiatives in Pedal Powered Logistics 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”.”

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

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. 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. 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.

rising e-commerce market growth of inner city construction work increase of self-employed workers changes in the food and hospitality industry

faster in dense cities

no tailpipe pollutants

occupy less space

quiet

manoeuvre easily

health benefits for driver

“We aim to use LEFVs, because it fits with our sustainable business, but we are still looking for ways to use the vehicles efficiently.”

The members of the LEVV-LOGIC project:

How can light electric freight vehicles be used cost-effectively for city logistics?

“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.”

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.

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.

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.

From left to right: Freek Willems

May 2017: start pilot CityServiceBike in Utrecht.

(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.

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

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.

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.

“It might be tough to imagine, but all you have to do is try it.”

Once you start, I promise it’s a ride you won’t forget.

We sat down with Jorrit Kreek,

What kind of customers do you have?

Founder of Urban Arrow, a Dutch

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.

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.

“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.

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.

Photo: DHL. City Containers being switched from motor vehicle to cargo bike. 20

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!

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:

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.

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

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.

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..

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.

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.

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.

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 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.

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.

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

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, Rent a cargo-bike transportation science) Electrically assisted cargo accompany the project to ensure bikes can be hired in a number of learning for introducing similar Swiss cities by visiting carvelo2go.ch. projects in other towns and The users reserve a “carvelo” on cities. www.carvelo2go.ch, pay the booking online, then take the bike, battery and key www.tink.bike 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

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.

Diederik Grootjans, a local painter from Nijmegen, will present his portraits of bicycles in quit a different setting.

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.

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.

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.

14.5 mm thick hardened tool steel

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

7 mm thick chain Hardware: • Heavy duty bike lock.

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

• Designed in accordance with the ART 4 standard. Patented hardened steel Mobilock fitted with a safe and thick chain of hardened steel.

Keyless convenience

• Energy autonomous for at least 3 years. The Mobilock hardware system is extremely energy efficient through the use of the latest technologies.

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).

• 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.

E-mail: info@mobilock.nl

Unlocking the sharing economy

www.mobilock.nl

GAME CHANGER 2017

NATION-WIDE PARCEL DELIVERY POWERED BY BIKEMESSENGERS Together with more than 600 other fellow bikemessengers, Nick loves to cycle up a sweat just for your parcel. In over 30 cities our parcels are delivered by bicycle. In surrounding areas such as villages and the countryside parcels are delivered in so-called biogas fuelled cars. Today, Fietskoeriers.nl is a globally unique and fully adapted delivery service for The Netherlands. Nick delivers up to 150 parcels a day on average, only powered by muscle and a bowl of oatmeal.

INTERESTED IN A FIT COURIER AT YOUR FRONT DOOR? Help us promote sustainable delivery! When ordering online in The Netherlands, ask for delivery by Fietskoeriers.nl. Inform them about our services and perhaps Nick shows up at your door! 32