Taking on the cargo-bike logistics conversation

Andrew Brown from the Bicycle Association shares the latest innovation in cargo bikes and cycling logistics, and highlights the challenges that need to be overcome to increase the acceptance and efficiency of this way of working

Cargo bikes and cycling logistics is in the news. It even made the Adrian Chiles column in the Guardian in March – albeit, that was for the wrong reasons and caused a minor social media meltdown as the cycling community sought to correct the perception Chiles had of the cargo bike ecosystem.
    
By the time this is published the cargo bike ecosystem will have gathered at London’s Guildhall for the first National Cargo Bike Summit. And that is one reason cargo bikes are in the news.
    
Outside of the bike community people are switching on to the potential of cargo bikes and more specifically, cargo bike logistics. Because, as one trade magazine reported it: “cargo bikes can help ride the net zero wave.”

Ongoing innovation

If the UK logistics sector truly embraces the concept of last mile and zero emission deliveries then bikes must be part of an integrated zero carbon solution. Whilst that is not obvious yet, momentum is building.

The developer, British Land, has appointed architect Harris Partnership to draw up plans for a logistics hub at a former NCP car park in the City of London. British Land paid out £20m in 2021 for the Finsbury Square car park (which lies on the edge of the financial district between Moorgate and Liverpool Street) that it wants to turn into a last-mile logistics complex. The scheme is still at pre-planning, but the developer has previously said the scheme could go down underground by as much as three levels with electric vans, scooters and bikes arriving to pick up parcels for delivery around the city.
    
It has two other comparable sites in the middle of London which, along with Finsbury Square, total 317,000 sq. ft of space. This reflects the ambitions of the City of London to transform what it sees as redundant space in its car parks at London Wall and Minories and turn them over to last-mile logistics hubs.
    
British Land has ambitions in Westminster too aiming to submit a planning application to Westminster council for a new 127,000 sq. ft underground urban logistics hub at 5 Kingdom Street at its Paddington Central campus which has a further 211,000 sq. ft of consented office space, drawn up by Allies & Morrison, above it.
    
Last mile logistics means more cargo bikes taking goods, services and materials from these hubs that will spring up across all of UK cities, not just London. Amazon is investing in its own hubs and the obvious locations are car parks.
    
This momentum is reflected in Barclays investing in Zedify, Pedal Me seeking new funding to boost their own expansion. Pedal & Post going from strength to strength and why DPD UK has announced the acquisition of the leading London final mile courier company Absolutely. Transport for London has a freight strategy that places cargo bikes as a core element, they are looking at how bikes can help with the movement of goods and services from piers along the Thames.

The need to professionalise

What’s important now is to share the good news about cargo bikes outside of the bike riding community and ensure end users, customers, investors, business improvement districts and transport authorities understand the potential. Because, as cargo bike advocates will tell you – the last mile logistics is the thin end of the wedge.     
    
A cargo bike revolution is in motion. But as with all revolutions there are barricades involved. Mostly these are about money and perception. Change the perception and the money might flow. Hopefully, the investment from Barclays in Zedify is a sign of change in thinking by influential decision makers.
    
One critical way to make a change in mindset is for the cargo bike riders and the cargo bike operators to professionalise.
So, it is great to report that the Bicycle Association is working to do just that. At the National Cargo Summit there was an announcement that the BA has brought together experts from within its cargo bike membership to work towards a standard, code of conduct and a training programme that eventually will lead to accreditation. The goal is for someone such as the Metropolitan Policy cycling team, led by Sgt Mike Daly to know what good and bad cargo bike logistics operating practice is. The goal is to give a benchmark for the naysayers and critics and reinforce the faith shown by organisations such as TfL and the City of London.
   
Rider training and standards will also reassure customers and end-users, not least in the operators and managers of buildings and facilities where deliveries are being made. Right now, there are many examples of riders being turned away, denied entry to loading bays as a perceived safety risk or simply being told – ‘you can’t leave that bike there mate.’
    
Chris Dixon, co-founder and chief cycling officer at cycling logistics firm, Pedal Me explains: “In certain spaces we simply aren’t allowed in. On the ‘Goods In’ side, it causes us inconvenience in getting jobs done quickly, which makes us less efficient and more expensive as a service. We either must go through reception into a business (which in many buildings is forbidden) or inconvenience the recipient by having them come and collect (unproductive for the person receiving), or take goods in as a pedestrian which can make deliveries lengthy. Fine if you’re carrying a bunch of keys, less so if you’re hauling boxes of office supplies. Which we do because we replace vans.”
    
Cargo bikes are a new entity. Despite massive acceptance in Europe, a 25 per cent increase in commercial sales in the UK and popularity in the media, the world of workplace does not know what to do with cargo bikes or the potential they represent. Bikes are seen as a risk by security and reception teams alike. Whilst the riders know what they are doing, staff overseeing loading bays refuse entry on safety grounds. Cargo bikes do not comply with operator and maintenance manuals, or any form of schedule. They do not compute. Hence the advantages of someone in an office hiring a cargo bike logistics operator are undermined by the facility management (FM) systems employed to manage and maintain buildings.
    
Leigh Gravenor, senior consultant with MP Smarter Travel says: “There should not be an issue, but there is because of perception. Sharing space with large vehicles in spaces designed for large vehicles is regarded as a potential conflict by building managers. Whilst riders can and will work around infrastructure designed for cars, vans and lorries, loading and unloading can be difficult for riders, e.g., a loading bay with a raised docking area can mean riders lifting large loads up steps for longer distances. Which is worse. To complicate things further there is little or no guidance from the FM teams, or their clients, the commercial real estate teams. Staff and riders aren’t always clear where they are supposed to deliver to. This can cause conflict and unnecessary stress.”

Operating with zero emissions

There is huge inconsistency between sites. General misunderstanding. And a massive, missed opportunity. Cargo bikes can do exactly what a van can do – but with zero emissions. So, if you survey exactly what is ordered and despatched in and out of your workplace you can see not just where savings can be obtained, but emissions cut too. Cargo bikes cut out the risk of parking issues such as penalty charge notices (PCNs), which on average cost a fleet £1,500. They have more freedom to park, and can get closer to their destination, reducing travel time and improving reliability.
    
“The good news is that developers are taking note of this kind of evidence in numerous industry and academic reports, they are seeing it for themselves too,” says Neil Webster, director with Remit.
    
“In our report for the British Council for Offices (BCO) about cycling and the modern workplace we focused on the active travel route to work and end of ride facilities. These lessons have been accepted. I am now less likely to be turned away at reception from a landmark office because my Brompton is defined as a security threat. That must apply to cargo bike logistics. The irony is that many developers are actively involved in creating logistics hubs to increase the efficiency of last mile deliveries. What we need now is for the FM community to change its behaviours and make it easier for the cargo bike logistics operators to do their job and help decarbonise our workplaces,” says Neil Webster.
    
“We as an industry can help with that,” says Chris Dixon. “Operators like us, and the Bicycle Association (BA) are working towards well-informed regulatory framework that allows for the creation of green work and skilled, low-carbon jobs. Then businesses can adhere to that, perceptions can change and trust in loading bays and reception areas can grow. We need a framework that allows for professionalisation – something that reassures our customers and especially their building managers.”

Innovative facilities management

Unfortunately, right now, there are very few FM and CRE organisations that understand cargo bikes. They still do not see them as mainstream. At best, they are treated like a novelty still.
    
There is an exception. Bouygues Energies & Services. The FM service provider is using 15 cargo bikes across the UK, mainly at campus sites for the NHS and Kings College London and it means that five per cent of its fleet is now bikes. Bouygues Energies & Services regional director, Simon Hayman, explains: “Transport is our single largest source of CO2 emissions – so Bouygues Energies & Services made the commitment to take positive action to reduce ours and our clients’ carbon footprint. Bikes are an obvious and effective solution.”
    
Their operatives have embraced the idea, undertaken rider and manual handling training, adopted new ways of working and seen improvements in their health and well-being.
    
“For me one of the best outcomes from us adopting the use of cargo bikes is the improved air quality. Not only does this green initiative lessen our impact on the environment, but also improves air quality in highly polluted urban areas by taking diesel vans off the road, an important driver for the NHS,” says Simon Hayman.
    
What Bouygues Energies & Services is highlighting here is the wider role of cargo bikes. They in fact, are doing the hard part – using cargo bikes for last mile logistics is the easy bit.