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Hypermotion 2021: VM Think Tank Cargobikes - the wheel is being reinvented

At least 30 percent, maybe 70 percent of inner-city freight could be transported with e-cargo bikes, the experts on the panel believed. If the technology continues to professionalize, the superstructures become standardized, but above all: the policy sets the right framework after the election. Funding alone won't do it.

Debated about reinventing the wheel - as a cargo bike: Klaus Grund, Benjamin Federmann, Jonas Kremer, and VM editor Johannes Reichel. | Photo: HYM
Debated about reinventing the wheel - as a cargo bike: Klaus Grund, Benjamin Federmann, Jonas Kremer, and VM editor Johannes Reichel. | Photo: HYM
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Johannes Reichel

At least 30 percent and up to 70 percent of inner-city transports could be handled with e-cargo bikes if the conditions are right. This was the consensus at the recent VISION mobility think tank held as part of the Hypermotion event in Frankfurt, which featured top-level industry experts. The panelists debated intensively on what these conditions should look like. They agreed that a purely state subsidy, as proposed by the Greens during the election campaign for private cargo bikes, is not sufficient on its own. "What’s much more important is a master plan for transportation," said Frankfurt's cargo bike logistics pioneer Klaus Grund from "Sachen auf Rädern," who primarily handles food transports within the city.

A master plan is needed before subsidies

Grund pointed out that his company often doesn't qualify for the existing subsidies, and the application formalities are too complicated. He also criticized that the incentivization of cargo bikes through federal, state, and municipal programs has been far too low up to now. Jonas Kremer, CEO of Berlin-based e-cargo bike manufacturer Citkar, echoed this sentiment.

"A subsidy on its own isn't enough. We shouldn't fall into the trap of trying to solve everything with money. The means of transport has to prove its worth through its advantages," argued Benjamin Federmann, Chief Innovation Officer at Berlin-based e-cargo bike manufacturer ONO.

To exploit these advantages, the legal framework needs to be appropriate. "Speed limits of 30 km/h and parking restrictions for heavy vans like in Paris would be a measure that makes an impact," Federmann called for a "big move instead of small subsidies."

"We need to redistribute space in cities and move away from car-centric planning. We need more space for cycling and walking. And we need to integrate necessary logistics processes into urban life in a more sustainable and human-friendly way," Federmann further appealed.

Jonas Kremer added that some companies would indeed take advantage of a subsidy, but it would need to be higher, around 4,000 to 5,000 euros. The impact of incentivization can be seen with the subsidies for electric cars. He also highlighted that using heavy e-cargo bikes as a car replacement in the private sector shouldn't be underestimated from Citkar's perspective. However, Federmann warned that subsidies in the private sector could only trigger "opportunistic effects" and would not be sufficiently targeted.

Production Numbers Too Low for Dedicated Cargo Bike Components

However, considering the still small production numbers, e-cargo bikes are simply very expensive to purchase. "We are still far from automotive industry series here," stated Federmann soberly. This also has an impact on the components, which partly come from the motorcycle segment and partly from the B2C bicycle segment and are not yet really perfectly suited for heavy cargo bikes, said Federmann. Bike logistician Grund reports from practice that constant repairs are necessary and a complete wear-out of a bike occurs after three years. Grund uses single-track Long-John bikes with trailers in combination with decentralized micro hubs, which are still narrow and suitable for narrow inner cities like in Frankfurt. A cargo bike for all purposes will not exist, Grund predicts.

Standardization is Necessary - and Will Come

ONO Innovation Chief Federmann also advocated for intensified standardization of bike structures, following the model of mail bags, sea containers, or Euro pallets, although he can also imagine other standards than an EPAL orientation. In terms of the limits of the new or rather rediscovered means of transport regarding the payloads to be transported, Federmann does not see any fixed limit. Jonas Kremer also believes that standardization is needed and will come, but the industry will orient itself to Euro pallet dimensions and derived standards such as Euro boxes.

Easy Entry: Cargo Bikes as "Logistics as a Service"

Klaus Grund, for a smoother flow of bike logistics, also relies on pre-commissioning, as is common in logistics. In addition, more and more processes should also be semi-automated, argues Federmann. They also want to advance this with the new offering "Logistics as a Service," which transfers the principles of truck logistics to cargo bikes and takes over as many everyday processes as possible for the user, Federmann promotes.

Advantage of Bicycle: No Driver Shortage

A driver shortage like in the truck sector does not exist in bike logistics, says practitioner Klaus Grund. "Our drivers are convinced cyclists who enjoy their job and are treated and paid fairly," says the Frankfurt resident. Benjamin Federmann even predicts that a community will form among cargo bikers, similar to truckers or long-haul drivers in the 80s. The "King of the Urban Road," so to speak.

Translated automatically from German.
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