The green last mile and the role of bicycle couriers in sustainable delivery

First of all, could you briefly introduce yourself: who are you and what do you do?

My name is Jos Sluijsmans, I am 60 years old, married and live in Nijmegen. In 2004, I started Fietsdiensten.nl. I wanted to show that cycling and bicycles are a solution to many “problems” in society. I really enjoy cycling myself, and want other people to enjoy it too.

I wanted to earn a living from “cycling” in the broadest sense and came up with several applications: bicycle courier services, cycling with people who were unable to cycle independently, cycling lessons, organising discussion evenings and mobility debates, cycling events around designer bicycles and, since 2012, the International Cargo Bike Festival. Furthermore, I have participated in various studies in collaboration with various knowledge institutions on cycling and urban logistics, and I advise governments on the use of cargo bikes and freight bikes in urban logistics. I also give presentations on this subject, both nationally and internationally, and guest lectures.

Can you tell us what you think a “green last mile” entails and why it is so important in the context of sustainable logistics?

The “green last mile” can have several meanings. When talking about supplying shops in city centres, for example, it refers to the final stretch within the built-up area of a city. This is where the “issues” begin for regular carriers: traffic jams, narrow streets, pedestrian areas, pedestrians, cyclists, scooters, wheelchair users, etc. Due to climate change, health and air quality concerns, the “last mile” needs to become cleaner and greener. In other words, emission-free (zero emissions). We have known this for about 40 years, but it is now more relevant and urgent than ever, as real measures have been repeatedly postponed and delayed.

The “green last mile” also refers to the home delivery of products to consumers from distribution centres or from physical shops. Incidentally, it is not only about the “last mile”, but also about the “first mile”, a product or parcel that leaves the city for elsewhere.

What makes bicycle couriers so suitable for a green last mile and what advantages do they offer over other modes of transport?

Bicycle couriers are ideal for the green last (and first) mile because a large proportion of the goods transported in cities are relatively small and light. Few delivery vans are truly efficient at transporting goods: 80% often carry only one product or less than 250 kilograms in weight. In terms of mass, a delivery van mainly transports itself and a lot of air. Cycle couriers cause no emissions, make no noise and are approachable as people. Delivery in the city by cycle courier is usually more reliable and faster, as they are less dependent on normal traffic flow and can take more alternative or shorter routes. On a bicycle, you can make eye contact and talk to each other. That's almost impossible in a lorry or delivery van. I think many people underestimate how important this social aspect is in the urban experience. If you take social costs and benefits into account, a bicycle courier is always cheaper.

What challenges do companies face when implementing a green last mile? How can these challenges be overcome?

Companies are confronted with change when implementing the green last mile. That is actually the most important thing. If your business or shop has always been supplied in a certain way, in a way that seemed most logical and efficient in the past, it is very difficult to change that. Especially if you yourself may not see the need for it. Despite the fact that this has been going on for decades, many entrepreneurs are still unaware of it.

What  would you advice companies that are exploring sustainable solutions for their last mile?

My advice would be to explore the possibilities for a sustainable last mile. Look at good examples of entrepreneurs who have already taken measures. I have compiled a list of more than 300 cargo bike initiatives in more than 60 cities in the Netherlands.

You don't have to do it alone. It may be much more efficient and cheaper to use local bicycle couriers and their national network or other sustainable transport providers than to handle your own logistics. The ZES25 website lists dozens of transport providers that have already invested in sustainable last-mile delivery. In addition, many regions also have mobility brokers who provide free advice on making the last mile more sustainable.

Many companies are still reluctant to add green delivery options. Why do you think that is?

I think this is due to unfamiliarity and fear of change. But, as I said earlier, you don't have to reinvent the wheel. There are already many examples of entrepreneurs who have taken the right steps. All you have to do is follow their good example.

What are some challenges that bicycle couriers face? Are there any specific solutions or innovations to address these challenges?

Bicycle couriers face many challenges. A (cargo) bicycle naturally has its limitations in terms of volume and mass. However, most bicycle couriers are well aware of their own limitations and, if necessary, collaborate with parties that they can seamlessly integrate into their own logistics process. Of course, there are always bottlenecks in the (bicycle) infrastructure, which, despite the good bicycle infrastructure in the Netherlands, is still often geared primarily towards car traffic. National or local regulations can also sometimes be a challenge.

What interesting developments do you see at major transport companies, such as PostNL, DHL and DPD, in the field of sustainable delivery?

It is interesting to see that regular parcel delivery companies are also experimenting intensively with the use of cargo bikes, freight bikes and other light electric vehicles. This is quite a complicated process, because they have to get their own employees to work in a different way, whereas bicycle couriers already have the intrinsic motivation.

It is important for the cargo bike and freight bike industry that the major transport companies also participate, both for the image and for the actual sales volumes of cargo bikes and freight bikes.

Incidentally, the cooperating bicycle couriers in the Netherlands are actually already a “major carrier” in their own right: after PostNL and DHL, they transport a higher percentage of mail and parcels than, for example, DPD, GLS, or FedEx.

What do you think will be the impact of the new regulations regarding zero-emission zones from 2025?

The impact could be huge. Cargo bikes are a really interesting, sustainable and efficient alternative to diesel vans and electric vans, both in terms of energy efficiency and cost efficiency. The use of box and cargo bikes will (hopefully) make transporters, other entrepreneurs and consumers much more aware of what we really need and what is actually quite superfluous. The limited volume forces you to think more carefully. It is crazy that we transport four million tonnes of overproduction in clothing in Europe (250,000 tonnes in the Netherlands). We need to think more carefully about how we can prevent this, and limited volumes help with this. My expectation is that these new regulations will at least help to reduce overproduction, overconsumption and the transport of unnecessary products.

It would also help if the government were to promote and subsidise the use of cargo bikes (and LEVs) as strongly as it does the use of electric delivery vans.

How do you see the future of bicycle couriers in relation to sustainable logistics? Are there any new developments, such as technologies or policy initiatives, that could lead to bicycle couriers being used even more?

The experience and expertise of bicycle couriers should be utilised and valued much more. By bicycle couriers, I mean genuine bicycle courier services such as Cycloon, Velocity Fietskoeriers, Fietskoerier Utrecht, Fietskoerier Deventer, Tour de Ville, Groen Bezorgen, Groene Rijders, etc., and not meal and grocery delivery services that use bicycles. The former companies often have more than 10 years of experience in urban logistics, and much more could be done with that.

In addition, other logistics processes or systems will emerge. I still have high expectations for “containerisation”, but that is quite a complicated process.