Category Archives: commuting

“Why do cargo bikes cost so much?”

This is a very cool and very tricked-out Metrofiets I got to test-ride in Seattle. Thanks!

This is a very cool and very tricked-out Metrofiets I got to test-ride in Seattle. Thanks!

I usually talk about bikes with people who already ride bikes, often cargo bikes, and they don’t freak out when they see the prices of cargo bikes. They may not like the idea of paying for a bike (who would? free is always better) but they understand.

That said, I also hear pretty regularly from people who haven’t purchased a bike since childhood, if ever, and their usual response to the idea that any bike, no matter what it can do, might cost more than $100, is, “It costs HOW much?!?” Followed by the usual, “I could buy a used car,” “I could buy a moped,” muttering and suspicions of profiteering. [Note: for exact numbers, check my many reviews; I always list a price or a range of prices. That said, in general you’re looking at somewhere between $1,500 for an unassisted cargo bike at the low end to $7,500 to a seriously tricked-out, kid-hauling, weather-proofed and assisted cargo bike at the high end, although, as always, devotees can figure out ways to spend more.] This came up again recently, and so I am finally writing about it.

So for those who haven’t purchased bicycles for a while, first things first: All bicycles cost more now than they did when we were kids. That’s inflation. For those of us living in San Francisco, well, the bicycles people ride here cost more than the cruisers students ride around on in college because San Francisco has hills, and if you want to ride your bike up a hill instead of walking it you need gears, and once you introduce gears you are in a whole new world of parts and engineering and labor. So while a new Linus single-speed starts at $400 (curse you, inflation), by the time you get up to 8 speeds a new Dutchi (with no racks or lights) will run more like $850. That only gets us about halfway to the price of a cargo bike at the low end, though. What’s going on?

Our two biggest bikes; note that our 9 year old and 6 year old can still squeeze into the standard Bullitt box.

Our two biggest bikes; note that our 9 year old and 6 year old can still squeeze into the standard Bullitt box.

The demands placed on a bike that carries one person and a backpack are very different from the demands placed on a bike that may carry 1-2 adults, 1-4 kids, a cartload of groceries, school backpacks, musical instruments, toys, games, beach tents, a mattress, a bookcase, and tow a trailer, sometimes ALL AT THE SAME TIME. All hail the cargo bike, the minivan slayer! What’s different? Well, if you’re riding that cargo bike unassisted you may well want a wider gear range, because it’s hard to pick up speed with those kinds of loads. More gears=higher costs. The frame has to be stronger, because a cargo bike with a 250-pound load limit (common on bikes intended to carry one person) is ridiculously inadequate. That requires both more materials (=higher costs) and in most cases, a redesign of the frame (=higher costs, engineers have to eat too). If you are carrying those kinds of loads, you’ll also need a different kind of wheel, one with more or thicker spokes to support the weight (=higher costs). If you’re carrying kids, then getting more frequent flats in exchange for thinner, lighter weight tires is a bad deal, so you will probably want heavy flat-resistant monster tires (=higher costs). If you are heading down a steep hill with a heavy load, you will want much better brakes than are common on single-person bicycles (=much higher costs, and worth every penny). You can of course save money by building a bike yourself, but the relevant parts will still cost more.

The Rosa Parks racks in front of school, and this was before most of the riders arrived

The Rosa Parks racks in front of school, and this was before most of the riders arrived

And then there is the assist. There are the mighty-calfed among us, who laugh merrily at the very idea of putting an assist on their bicycles. “Why I carry 300-pound loads of construction materials up the mighty hills of Chicago all the time!” they crow. “You lazy bums don’t need to waste your money on an electric assist! You need the exercise!” And then there are the rest of us, who may be coming to riding after a long layoff, or in the wake of an injury (cough, cough), or who simply don’t view riding around town with kids as a way to achieve Maximum Heart Rate. And even if none of those things applied, the people who “see no reason for an assist” typically have no clue what’s involved in family biking. Carrying 300 pounds or more is a very different proposition with live weight than it is with dead weight, because kids have a terrible habit of not staying where you put them, and on a moving bike, an active kid, let alone two fighting kids, can sometimes overcome your pedal power. Moreover people in flat cities often have little idea what I mean when I say San Francisco is hilly. Here’s a hint: if it’s not taller than you are, then around here we don’t call it a hill. When you ride with (or without) kids up and down the hills of San Francisco, an electric assist starts to look very appealing indeed. Alas, an electric assist is far from free.

The prices of electric assists are pretty easy to understand, because they work almost exactly like the prices of bikes: the more they can do, the more they cost. You can get a low-end electric assist for $500. This is often a great option for a single person who needs an occasional boost, and who doesn’t mind the larger size, greater weight, shorter lifespan, and environmental consequences of using a lead-acid battery. (Yes, they sell e-bikes at Walmart that cost $500 together; these are the kinds of assists they have, and as one might imagine, the bike itself terrible.) Prices go up from there. You’ll pay more for a pedal assist that works almost without you noticing than you will for a twist-throttle assist on the handlebars that may feel like it will give you carpal tunnel syndrome. More powerful batteries that can easily push a cargo bike cost more than the kind designed for bikes with less intense loads. More range for a longer ride also commands a higher price. On the high end, the BionX D that we have on our Bullitt retails for $2,500; regular readers will know we paid less because fortune smiled and our battery died a week before its warranty expired. Again, you can save money with a do-it-yourself assist, but the parts suitable for a cargo bike are still going to cost more than the parts suitable for a lighter bike.

Someone in our neighborhood has an Onderwater triple tandem! And they let my kids sit on it at the farmers' market! It was hauling a trailer. So hardcore!

Someone in our neighborhood has an Onderwater triple tandem! And they let my kids sit on it at the farmers’ market! It was hauling a trailer. So hardcore!

All of this is before we get to accessories. Racks and baskets and bags to carry kids and gear cost money. Anyone who has every purchased a car seat knows that child seats cost money. Lights cost money, and you’ll need them if you’re riding at night. If you’re riding a bike for transportation, you might find it worthwhile to add dynamo lights to your bicycle, as they are very bright yet unappealing to steal, and these cost more money than clip-on lights. Some front loaders come with rain covers, which cost even more money, but can extend the number of months you ride in the year. And after spending all that money on the bike, it’s also rare than people feel comfortable locking up with a cheap lock; tougher locks cost much more than the cable I locked up my bike with as a kid.

In summary, the price of cargo bikes goes up more or less in lockstep with the quality of the parts. That means that what you are buying as the price goes up is (a) greater safety, to some extent, as with the wheels and brakes. We came to cargo biking relatively early in the scheme of things, which means, like, 2011, and made various screw-ups with crappy brakes and non-Clydesdale wheels and so on. If I can no other good in this world, I would be thrilled if I could prevent someone else from making these same mistakes, which have the potential to make family biking seem scary instead of fun. You are also potentially buying (b) greater convenience, to some extent, as with less flat-prone tires and dynamo lights, and (c) more ability to handle difficult terrain, as with the gears and the assist.

Your circumstances and skills may save you money. If you live in territory that’s flat and/or you have one skinny kid, and/or you are already very fit, you can save money by not getting an assist, and by choosing less powerful brakes. If you know how to build a bike or have electrical skills, you can save money by doing some of the work yourself (that said, I have met only one person who built her own battery instead of buying it retail and she was an electrical engineer). You may conclude on reflection that you don’t need the carrying capacity of a cargo bike, and a child seat on the bike and/or a trailer is sufficient for your needs. They are all good options.

This cargo trike is super-affordable, however.

This cargo trike is super-affordable, however.

So cargo bikes are more expensive than other bikes to buy and always will be. However there is good news. First, as those hoping for a price break may already have discovered, they last basically forever, retain their value well, and sell quickly on the secondhand market. Second, the maintenance costs are pretty much bupkis. Even if you ran down the entire battery on your brand-new assisted cargo bike and recharged it from zero every night and rode so hard that you had to replace multiple parts on an annual basis and insured it like it was made of platinum, you would still be hard-pressed to spend more than a few hundred dollars a year once you bought it. Compared to the “cheap” used car or moped people sometimes mention as “equivalent,” which can run up those kinds of expenses annually on insurance alone or oil changes alone, let alone the cost of gas and regular maintenance, and which depreciate at a rate that is equivalent to financial hemorrhage, cargo bikes are cheap at twice the price. All the cost is upfront. That’s not trivial, which is why bike shops are increasingly working on the financial side to spread some of that cost over time. Alternatively, you could do what we did and finance your new cargo bike(s) by selling your car.

So our bikes save us money, but more importantly they save us time and stress. They also make me the only parent at my office who gets regular exercise. There have moments in the last few years when we thought we might have to buy a car again at some point, and the thought filled us with despair. There’s no way to put a price on any of that, but altogether these things are worth much more than we’ve spent. All things considered, a cargo bike is a screaming good deal.

 

8 Comments

Filed under car-free, commuting, electric assist, family biking, San Francisco

In and out

How my kids see me lately, in compost form.

How my kids see me lately, in compost form. Mostly sleeping.

There are times when everything goes well, and times when it does not. In the last six months or so, things have been pretty quiet around our place, because I have been dealing with a persistent and annoying bout of anemia.

Having my leg smashed into shrapnel was my personal introduction to invisible disability, where I suddenly understood that not everyone who looked able-bodied and took the elevator up and down a single floor was being lazy. Dealing with anemia has been my personal introduction to chronic disease, and I can’t say I’m a big fan. I’ve found spoon theory is a pretty accurate depiction. Spoon theory proposes the analogy that every activity in life requires a spoon, and that when you are dealing with chronic disease you get only a limited supply of spoons. Once you run out of spoons you can’t do anything else for the rest of the day. So for example, last weekend we went sea kayaking with our kids. This was fun, but in exchange I had to stay in bed for the rest of the weekend.

As one might imagine, this kind of limited energy has put a crimp on our usual summer plans, which usually involve biking around the city all the time. Some days I can ride, and some days I find that I can’t. Things are getting better, and lately I have been riding more days than not. However I have been heavily triaging on all fronts. I haven’t fallen too far behind at work, however updates to the blog have been limited, it’s been months since I last checked my personal email, and so forth. Also I have been very grouchy, because seriously: who would want to live this way?

Fortunately for me, this turns out to be a curable condition. Less fortunately, it means that I have to have another surgery. Tomorrow. That’s right: three years in a row! I’m sure that’s not a world record, but it’s definitely a personal one. Nonetheless I’m grateful that this isn’t going to last forever, and that I have the chance to get better.

When we started riding with our kids, I took my strength and good health for granted. Riding up the hills of San Francisco was difficult but not impossible. I assumed that using an electric assist would make me lazy, not yet realizing that at certain times, it would be the only thing that allowed me to ride at all. In hindsight, this is all very humbling. And surprising: I would never have believed, five years ago, that it was possible to keep riding after getting run over, when I needed a cane just to walk, or when I needed to stop and catch my breath every few steps while going up a staircase. And yet I could ride through all of that. I have heard people say that there is no form of transportation more efficient than a bicycle. It is experiences like these that make me realize what that really means, and that somewhere there is a (possibly assisted) bicycle (or tricycle) suitable for everyone. Now all we need are more safe places to ride.

3 Comments

Filed under commuting, electric assist, family biking, San Francisco

People of the bicycle

I think this study was conducted on the day that I realized it was time to get some fenders on my bike.

I think this study was conducted on the day that I realized it was time to get some fenders on my bike.

This week we got a notice from school that the San Francisco Unified School District Commute Study results were out. I had a vague memory of this study when it was in the field, asking people about how they’d gotten to school, which unfortunately happened during one of the rare weeks when it actually rained. So I have good reason to suspect that the active transportation numbers are an underestimate. How did our kids’ school do?

  • Percentage of bicycle commuters in SFUSD overall: 1.5% (ouch!)
  • Percentage of bicycle commuters at Rosa Parks: 6.5%

Relatively speaking, it’s totally awesome; more than four times greater than the citywide average. Objectively speaking, well, we’re a long way from Copenhagen. However, our kids are in a citywide program, so there is reason to expect more driving, rather than less of it. Yet there is less driving—a lot less driving.

  • Percentage of car commuters in SFUSD overall: 56%
  • Percentage of car commuters at Rosa Parks: 48%

I have no idea what the car commuting percentages are like in less urban locales. I presume based on talking to people who live elsewhere that, outside the districts that still maintain a robust busing program, basically everyone drives. As SFUSD points out in its flyer, walking and biking to school can improve health and concentration. However from my perspective the bus is a great option as well—no need to park, it’s okay to drink a glass of wine, the kids sometimes don’t get as wet, you avoid having to climb steep hills or cross terrifying intersections unprotected, etc. My suspicion is that SFUSD is underselling the bus option because it cut most of its bus routes to save money. Nonetheless, people using passive transportation at Rosa Parks take a lot of buses. In fact the school soccer team is called the Rosa Parks Buses (best name ever). Rosa Parks and buses, it’s like a thing.

  • Percentage of bus commuters in SFUSD overall: 16%
  • Percentage of bus commuters at Rosa Parks: 24%

Don't even start with that "you can't carry [X] on a bike" nonsense.

Don’t even start with that “you can’t carry [X] on a bike” nonsense.

As mentioned, I suspect that overall this was an underestimate of the families using active transportation, but the relative numbers, given that our kids attend a citywide program, are enough to make the case that we are the people of the bicycle and the bus.

But perhaps you are, as yet, an aspiring San Francisco family biker, rather than an established one. And if you are like many of the people who email me, you may be wondering what bike to get. If so, have I got news for you. I mentioned a while back that Vie Bikes in San Francisco was planning a launch of a family bike rental program. Well, it’s here, with an impressive lineup that includes Bullitts, Boda Bodas, and the Butchers and Bicycles trikes. Apparently you need a promotion code if you want to book one; happily, anyone is welcome to use mine: HUMOFTHECITY001.

And last but not least, Sunday Streets is back in season, with the usual opener last weekend on the Embarcadero that we have not yet managed to attend in any year. On April 12th it’s in the Dogpatch while we are out of town, but we’re definitely eying May 10th in the Mission and June 14th in the Sunset (despite a date that all but guarantees maximum fog presence). Hope to see you there.

4 Comments

Filed under bike share, car-free, commuting, destinations, family biking, San Francisco

We tried it: Faraday Porteur

It's not just a bike, it's also a coat rack.

It’s not just a bike, it’s also a coat rack.

Our kids are getting older, and as a result, I can imagine something that was previously kind of unimaginable, which is riding a bike that’s not actually a cargo bike. Late in 2014, this dream drew a little closer to reality, because Faraday Bikes was offering its bikes for a week’s free test ride to anyone who asked. And I asked. Poor Matt ended up being the solo kid hauler for that week, as I gleefully rode through the city childfree. He was glad to see it go, but not me. I have seen the future.

The Faraday Porteur grew from a concept city-bike to a Kickstarter campaign to a real company, a journey that is as desirable as it is unlikely. The Porteur is an assisted bike, and I first saw it in 2012 in a furniture store, as the company had zero connections to actual bike shops at the time. Checking out a bike in a furniture store brought home the inherent difficulties involved in buying any bike, let alone an assisted bike, without local bike shop support. The woman selling sofas had no idea how the bike worked and had lost the brochure. It didn’t inspire a lot of confidence. Now you can buy the Faraday Porteur in real bike shops, including locally at The New Wheel, which pretty much lives by the mission statement of selling not-crappy bikes. This does inspire confidence. Throughout it all, it has remained a bike unlike any other. Six word review?

Faraday Porteur: It’s the cool bike.

A long time ago, I was reading advice on what bike to buy. The article is now lost to the internet wayback machine, but it said that when you go looking for bikes, there is often the bike that you think that you should buy, because it’s the practical or affordable choice, and the bike that you want to buy, the cool bike, which is the bike you desire whether or not it’s practical or affordable. And the author said: “Buy the cool bike.” Why? Because you’ll ride the cool bike, and not leave it in the garage, wishing that you were on the cool bike. Your definition of a cool bike will change over time and in different circumstances. We are still in the stage of our lives where our Bullitt is the cool bike, although for most people, it might better be described as the “slack-jawed disbelief” bike. In general I think “buy the cool bike” is excellent advice. And I can say one thing for sure after a week on the Faraday Porteur: whatever its weaknesses (all bikes have weaknesses), EVERYONE thinks it’s the cool bike. Do I want this bike? Heck yes. I have lust in my heart for this bike. For my needs, it’s not yet perfect, but I am still in the kid-hauling years, so I figure they have time to work out the last few kinks for me. I know from talking to the company representatives when I dropped off the bike that some of the changes I would make are already in progress.

Charging in the garage.

Charging in the garage.

It is difficult to describe people’s reactions to this bike, but I will try. Like the Bullitt, the Faraday is not necessarily the best bike for shy people. For the week that I rode it, I was the most popular that I have ever been. I suddenly found my road-racing neighbor casually hanging out by the garage. Our block is surprisingly cargo-bike heavy, with an Urban Arrow to one side of us and a Frances on the other, but this particular neighbor, notwithstanding our mutual respect and fondness, views all our cargo bikes with what I would describe as fascinated horror. His interest is in road bikes, and he has lovingly rebuilt over a dozen of them, each of which cost more than our entire bike stable, and he rides them exclusively for athletic reasons. Yet every morning that I had the Faraday, he was there when I left home and arrived home, asking questions about it. “That is a really nice bike,” he’d say. On the last day that I had it, he took pictures. When I got to the office with the Faraday, I was far too paranoid to leave a loaner bike at the racks, so I rode up with it in the elevator and parked it in my office. And during that week, there were always, mysteriously, a half-dozen people who’d struck up conversations next to my office door around the time I came in and when I left, who also quizzed me about the bike. My more self-confident colleagues wandered into my office pretty much at will to ask questions about it. Heads turned when I was riding. When our cousins came down from the North Bay for the weekend, I had one of them try it and he yelled as he rode, “This is AWESOME! AWESOME!” I imagine this is something like your life if you are a supermodel. It would probably settle down in time, but it was absolutely fascinating. And yes, it was kind of gratifying.

Let’s be real: as a full-time cargo bike rider, I am biased to gush about any bike that is lighter than a Bakfiets, because for me, riding a normal bike is like suddenly losing 50 pounds, quite literally. However, I am not the only person who really, really likes this bike.

What I liked about the Faraday Porteur

  • The Faraday Porteur is beautiful, and I am as vulnerable to the allure of this bike as anyone else. Everything about it looks intentional. Even the wires match the frame. The handlebars support a controller for the assist
    Faraday pileup at the shop.

    Faraday pileup at the shop.

    as well as the usual collection of shifters and brakes and so on, yet it was the cleanest cockpit I have ever seen. Just looking down at it while riding was aesthetically gratifying. Yes, having a gorgeous bike is a luxury, and bikes don’t have to be lovely to be useful, but I can testify now that with a bike this beautiful and practical, I found myself making up useless errands to run so that I could ride it more often. “Sure, I checked the hold shelf at the library once today already, but I should check it again, because you never know.” I found myself dreaming up stuff like this despite the fact that we sold our car in 2012 and so we already ride our bikes everywhere all the time. I would cheerfully have ridden this bike all day long if I could have figured out a way to skip work and arrange child care.

  • The Faraday is extremely easy to ride, and intentionally so. The swept back handlebars are a comfortable width, the Brooks saddle (which is standard) is the choice of those who are picky about those things (I am not, but I like it too), and the gearing relies on a smooth-shifting internal hub that allows you to change gears even when stopped. I typically test-ride cargo bikes, and they all have learning curves to some extent, so maybe I’m overselling this, but it was just so fantastically simple.
  • This bike is both lightweight and balanced. This is probably my cargo bike experience talking again, but I could not get over how cool it was to be riding an assisted bike that I could pick up and carry up the stairs without a second thought. The balance of the bike makes this easier; the assist is on the front wheel and the internal gears are on the back wheel, so you can pick it up by the top tube(s) and it hangs evenly thanks to the equal weight on both wheels. This is not something that I have ever seen any other manufacturer of any bike worry about. It is one of the many thoughtful design features that made me think, “This is so obvious and yet no one has ever done it before.” Not everyone has the ambition to carry their bikes up the stairs, but being able to lift it up easily is also really handy for parking the bike in random places and tight racks that are normally completely out of the question for assisted and/or cargo bikes.
  • The ride is so smooth. Riding a bike in San Francisco comes with a certain amount of jostling, because many streets are poorly maintained. There are potholes galore, and riding over broken glass is a daily experience. On my normal routes, I now automatically hop out of the saddle at the worst points and even the kids know to brace themselves at certain intersections. Well, for one glorious week I said goodbye to all of that, because the Faraday eats potholes for breakfast. I was whizzing down McAllister through its endless ongoing construction one morning at full speed and barely even noticed the giant gaps in the asphalt. When I finally realized that I wasn’t getting bumped, I started aiming for them for a few blocks to prove the point to myself (sorry, Faraday, I’m sure that wasn’t great for the bike). God, it was awesome.
  • The electric assist, which is standard on the Faraday, is the smoothest assist that I have ever used. Also people don’t even notice it’s there unless you tell them. It is a pedal assist, and activated by torque, yet it feels different from traditional pedal assists because the motor is in front. What’s more, it is truly silent. The Faraday is frequently compared to Apple products, which is a fair comparison, because it doesn’t go in for a lot of unnecessary features: the assist controller is a physical toggle: Off/Low/High, and it shows a battery gauge, the end. You could use it blindfolded. When the assist is on, you feel like you are a superhero, but you can’t always feel it come on, because it never jerks, it just sort of slides into place as you’re moving along. I assume that they spent a lot of time developing this. It is another one of those thoughtfully engineered things that made me feel like the Faraday was almost a different species of bike.
  • This is an assisted bike, but you don’t need to use the assist. Typically an electric assist bike is carrying so much extra weight in the form of the battery and the motor that it can be unpleasant to ride without keeping the assist on at the lowest level. This is particularly true given that assisted bikes tend to be used to carry lots of stuff. However on the Faraday I found myself riding with the assist off most of the time. I flipped it on to go through big intersections and up hills, but kept it off when riding on flat streets or mild hills, because I didn’t need it. The Faraday staff wanted me to tell them, when the week was over, how much range I had been able to get out of the bike, and I was honestly unable to answer the question, because I spent so much time riding it with the assist off that I never ran down the battery before I made it home to recharge it, even after the couple of times when I forgot to plug it in overnight. I had range anxiety before I rode the bike, because the battery seems underpowered from the specs, but ultimately the issue never came up.
  • Although the Faraday is not billed as a cargo bike, it can easily carry a ton of stuff. Even back in 2012, when it was a Kickstarter campaign, it had a frame mounted front rack, so the steering wasn’t affected when you threw stuff in the basket. That front rack is still there, and it’s beautiful, bombproof, and laughably easy to take on and off. The only thing I would add to it is a matching cargo net, the best bicycle accessory ever, but mine sort of clashed with the white bike because it’s black. I was getting very picky about aesthetics after a week on this bike. They have a matching bungee cord for the front rack but a bungee cargo net is better. Faraday also offers a rear rack now, and if I were getting this bike, I would get neither or both, because putting just one of them on messes with the balance of the bike and makes it more of a hassle to carry. Who am I kidding, I would get both, the bike is plenty light enough to handle the weight and they’re so practical. The front rack can carry everything I needed in a workday. The rear rack would allow you to bring home a cart full of groceries as well.
  • This was my first experience riding a bike with a belt drive, and I am now a fan. No chain = no need for a chain guard. You can wear normal clothes and ride this bike.
  • The lights are integrated into the bike and they are always on when the bike is on, just like cars in Canada (and they stay on whether or not the assist is on). What’s more, if you decide to get the front rack, there is an option to mount the light on the front of it, so you can pile all kinds of stuff on the rack and still see where you are going. I found the lights to be plenty bright even for night riding on the unlighted paths of Golden Gate Park. This is a great commuter feature and much too rare, even on other assisted bikes.
  • The bike comes in different frame sizes, for those of many heights. At 5’7” I was, as usual, on the medium frame, but I have heard that people who are 5’4” can also ride that size, which suggests that the small frame may be suited to even the shortest among us. My road-racing neighbor, who is well over six feet tall, was really too tall to ride my medium frame bike, but I saw a similarly-sized rider at Faraday on a large frame.
  • How much does it cost? $3500. There aren’t really any options other than the front and rear racks that would change that price, and demand is such that it’s not likely to go on sale. For what Faraday is offering, which is an assisted bike made with exceptionally good parts, the price is reasonable. Yet like all assisted bikes that you would actually want to ride, it is definitely not cheap. (Unless you are used to buying expensive road bikes. Then you will laugh and tell me that it is a steal.)

What I didn’t like about the Faraday Porteur

  • I was terrified that it would be stolen. Seriously, I have never spent so much time worrying that I would lose a bike, and I don’t usually ride beater bikes. This bike is so appealing that the thought of leaving it at a bike rack gave me palpitations, and so I found myself making up errands only for situations where I could bring the bike inside or watch it from inside. I parked it my office most days, which doesn’t really bother anyone, but then I worried about it all through that week’s fire drill. Although, as mentioned, I have lust in my heart for this bike, one of my most serious reservations about the prospect of buying one is whether I would have the nerve to ride it and park it in many parts of this notoriously-bike-theft-prone city. This sounds kind of ridiculous as a downside (“I dislike that it’s so desirable”) but it’s a real issue.
  • In its current form, the Faraday is not a kid hauler. This is true even though with the new rear rack, it is entirely possible to put a Yepp Maxi on the back of the bike. However just because it is technically possible does
    Faraday with Yepp.

    Faraday with Yepp.

    not mean that it is a great idea. There are a number of issues that make riding with a Yepp Maxi kind of a non-starter. First is that the assist is really designed to haul one person (more on that below) and on steep hills, I suspect that it would be a struggle to carry a kid as well, even with the assist on high. Obviously for already-strong riders this isn’t an issue, but for many people it would be. Second is that the Porteur has a high horizontal top tube, so it’s designed to be mounted by swinging your leg over the back. With a Yepp seat on the back that’s impossible. I tried swinging my leg over the top tube as an experiment, which is how we get on and off our Bullitt and EdgeRunner, and it was, to say the least, not easy on this bike. The tube is just too high to make that move comfortable, and it kept clipping my shoe at the heel, which knocked me and the bike over a couple of times. With a kid strapped in the rear seat, that would be seriously scary. The Yepp Maxi actually having a kid in it raises a couple of other issues. Most annoyingly, the power button is placed right below the rider’s saddle, directly within reach of a Yepp-encased toddler’s hands. And the power button has a cool light that goes off and on when you press it. I don’t know any kid in the entire world who could resist turning the bike on and off and on and off and on and off and on and off and on and off as you rode, no matter how dramatically they were threatened. That makes having an assisted bike kind of pointless, and possibly dangerous. What’s more, the Yepp seat blocks the taillight, so riding with it at night would be a bad idea unless you clipped on an aftermarket light. It’s clear that the idea of adding a child seat is still very much in development at Faraday. They are developing a bike with a step-through frame that deals with a number of these issues at once. If I really wanted a Faraday as a kid-hauler I would wait for the step-through model or use a front seat (something like the Oxford Leco might work on this model).

  • The assist lacks pickup. This came up most often at intersections, when I really wanted a boost button. Honestly I didn’t feel that there was much difference between the low and high settings of the assist, so I would have preferred that the toggle be Off/On/Boost instead of Off/Low/High. And here is the San Francisco-specific concern: on steep hills, the assist felt underpowered, even with just me on the bike. I was very surprised, because this bike was designed in San Francisco, but on my first trip up Page Street (which I rode up from Market Street to Golden Gate Park, and which involves a surprising amount of elevation gain), I was working harder than I had expected I would. Honestly, I didn’t mind that much in the end, because it wasn’t overwhelming, and I appreciate having to work to go up hills sometimes. Exercise is healthy. However the assist is definitely not a hill-flattener. I was not particularly laden at the time, but if you added another 30-50 pounds of live child weight the effort involved would be even more noticeable. This for me is not a deal-breaker, but I definitely thought it was a missed opportunity.
  • The riding position on the Faraday is too aggressive for a commuter. The handlebars are too low. It was such a disappointment. When riding in the city it makes sense to be very upright, so you can see over the cars. That is why recumbent bikes in San Francisco are as rare as emeralds. Yet despite the swept back commuter style bars on the Faraday, I was hunched over riding this bike, like it was designed for a triathlon or something. A stem extender would be non-negotiable if I were going to ride this bike regularly (this is actually already in development for the step-through model at least, I saw it on the demo bike).
  • To my astonishment, I had occasion to test the fenders with more than my eyeballs, as I had this bike during the one week that it actually rained in San Francisco since forever. The rear fender is too short. I ended up with a stripe of mud on the back of my jacket to prove it (according to people in rainier locales, they are also too narrow). The fenders are bamboo, and beautiful, and this issue would probably never come up again for me personally, but if you live in a place where there is precipitation, you will want longer fenders.
  • Initially I blamed myself for this: I broke the kickstand, which is a Pletscher double. Then I found out that everyone who uses the Pletscher has broken theirs at least once. Some people have even broken multiple Pletschers. It’s a cool-looking kickstand, but given the quality of the rest of the parts, this bike should have something better. An Ursus Jumbo would be a much more solid choice.
  • Speaking of missed commuter opportunities, the Faraday has no bell. Yes, you can get an aftermarket bell, but on a bike where even the wires match the frame, not including a matching bell is a bizarre oversight. I really missed having a bell on a few occasions when I was nearly doored.
  • As mentioned above, the power button is poorly placed, as it is underneath the saddle. It’s horrible if you’re trying to carry a kid in back, who would mess with it, but it’s not great even if you’re not, as you have to dismount to turn the bike on if you forget to do it before you start riding. I did that a couple of times, as I was riding without the assist on so much of the time. I would realize that the lights weren’t on, or I’d hit a hill and suddenly, “Dang.”
  • The battery on the Faraday is enclosed in the down tube, so it can’t be removed for charging. For me personally it wasn’t a huge issue, because we ran outlets to our garage, and I just plugged it in there. If you keep your bike inside, which given the theft risk isn’t a bad idea and given the relatively light weight isn’t impossible to imagine, it’s also not a big deal. However there are several situations where this could be a real hassle. Moreover, the question of what to do when the battery needs to be replaced is unclear to me. The battery does have a two year warranty, which is about as good as it gets with assisted bikes. I would want to know more about this question before buying the bike.
  • Like all assisted bikes, at $3500, it is not cheap, even if it is a good value for the money.

This is not the time in my life when I would get a bike like the Faraday Porteur. However that time will come before too much longer, and I already want one. There are bikes that you ride, and even though they’re not perfect, you say, oh to heck with it, I want it anyway. I want to kick my kids off our bikes and get this bike. I loved the Faraday Porteur. It’s totally the cool bike.

12 Comments

Filed under commuting, electric assist, family biking, reviews, San Francisco

Our new cargo bike: Hello, EdgeRunner

2 kids on deck with their feet in the bags and a stadium blanket. They're kind of wusses.

2 kids on deck with their feet in the bags and a stadium blanket. They’re kind of wusses.

People who see us around San Francisco may have already noticed that we have added a new cargo bike to our stable. Around when school started, we got an EdgeRunner. It’s fantastic.

I realize that we are in a fortunate position in being able to buy a second cargo bike outright. When we sold our minivan in 2012, we got enough money from it to buy two assisted cargo bikes. So we used about half of that money to buy the Bullitt, and we saved the rest for some vague future transportation need. At the time we weren’t sure whether we’d want to replace our car eventually, and figured the money we saved could be a nice down payment if it came to that. Two years later, we’ve found that we are just fine with renting cars for our very occasional driving trips, and have no desire to own one.

However we were feeling that it would be very helpful to have a second 2-kid capable cargo bike. The construction work in our garage smashed up the mamachari (RIP, mamachari), so we were suddenly down a bike. With two kids going to the same school for the first time this year, we were in the new position of wanting each parent to be able to pick up and drop off the kids together—before, we could split up because each of them was going to a different place at a different time. That was way more complicated, but it also meant that riding around on one-kid-hauling bikes wasn’t a big deal. Moreover, our son had become a strong enough rider that he was ready to go to school sometimes on his own bike. The problem with that was that the kids take a bus to their after-school program, and there are no bikes allowed on the bus. So if he was going to ride, we needed a way to get his bike from the drop-off at school to the pickup at after-school.

One option was to assist the Kona MinUte—because both kids are too heavy to haul around unassisted now—but it was a tight fit for two kids even when they were smaller, and left the question of how to haul our son’s bike unresolved. If you’re in the bike-on-bike-hauling business, your best bike is a longtail. We had taken enough test rides over the years to know that our favorite longtail, by a long shot, was the EdgeRunner. So around the time school started, we headed to The New Wheel to buy a BionX EdgeRunner. They were our bike shop of choice because they know so much about assists—anyone can take care of an unassisted bike, but having an electric assist-focused shop to maintain our bikes is an enormous luxury and it would be crazy not to take advantage of it. Also they are very nice. Even though we have to cross town and haul up serious hills to get there, which is not fun with kids when an assist is on the fritz, it is worth the effort.

This is Davey Oil's stoked EdgeRunner with the same massive front rack.

This is Davey Oil’s stoked EdgeRunner with the same massive front rack.

Because I’ve gotten particular about certain things over the last couple of years, we put some unusual accessories on the bike as well. I credit G&O Family Cyclery for these particular specs, which I tried and loved on one of the EdgeRunners I rode while visiting Seattle to compare the BionX to the Stokemonkey. Specifically, we added a frame-mounted front rack and Rolling Jackass (very regrettable name) center stand from Haulin’ Colin in Seattle. The front rack was a huge pain to install, given that no one in San Francisco had done it before, and almost made me wish I’d flown my bike to Seattle instead of having the rack put on locally. But the payoff was a massive front basket (I have a Wald Giant basket zip-tied to the rack) that is independent of the steering and absolutely rock-solid, and that has easily swallowed loads like: my work tote, both kids’ backpacks, a clarinet, and a bag of groceries, with room for more. Finally, the EdgeRunner’s tiny rear wheel meant that I was getting a much bigger boost from the assist, which in my still-weakened state, meant that this was going to be my primary ride for a while.

The transition to riding the EdgeRunner with both kids was not without its issues. Our son doesn’t ride his own bike every single day, because he tends to go at a maximum speed of 7mph, making even my normal pace look like road racing. When we leave home on the later end of normal, we have to stick him on the trailer-bike to make it to school on time, and that means I’ll end up carrying both kids home in the afternoon. Although both kids easily fit on the EdgeRunner’s deck, for the first two weeks sharing the deck they fought so relentlessly that I actually found myself yelling, “I can stop this bike right here!” I am happy to report that this was a short-term problem—they eventually settled down, and now they usually have pleasant conversations sitting face-to-face during the times that they share the deck. The only remaining annoyance is that our long-legged son will drag his feet on the ground sometimes, which acts as an unwelcome extra brake and does his shoes no favors. He’s getting better about this.

Loading up my son's bike for the tow.

Loading up my son’s bike for the tow.

There are compensations. The biggest is that when he does ride, it is laughably easy for me to tow his bike to work in the morning, and to his after school program in the afternoon before riding home. It has definitely reduced our load and is improving his stamina (and although he doesn’t like to admit it yet, he’s in a much better mood when he rides to school and back home). The bike can also haul unusual loads that were formerly pretty tricky. When I had to pick him up from school a couple of weeks ago because he’d gotten sick, I had no trouble towing the bike while he was nodding off on the deck. That kind of doubling-up has historically been the Bullitt’s weakness.

Our daughter is our primary deck-rider, though. The EdgeRunner deck has a bit more space for a kid than the Bullitt, but it is also uncovered. This has led to some complaints about having to experience weather, and some excitement. We have a Hooptie around the deck, and given our daughter’s personality, that was a smart move. She treats the deck as a combination small room and performance space, and kind of does what she feels like doing back there. Sometimes that’s lying down flat to take a nap. Sometimes that’s standing on the deck on one tiptoe while holding onto my shoulders. Sometimes that’s leaning waaaaaaaaay over to one side to check out something on the ground (at which point I once again feel a sense of gratitude for that low deck, because I can feel her doing it but it doesn’t dump the bike). The EdgeRunner is our mullet bike: business in front, party in the back. Our daughter has been a frequent flyer in the hospital emergency department since she was less than a year old, thanks to her try-everything attitude , which means that we have more experience assessing what constitutes a serious physical risk to her than we ever wanted. I’ve learned not to worry about her shenanigans, because her balance is excellent, she’s corralled by the Hooptie, our route consists of quiet streets and protected lanes, and I’m usually riding at (much) less than 10mph behind my son. However I definitely get a lot of drive-by parenting. I mean that literally. People in cars pull up next to us and tell me to tie her down, sometimes pointing to their own kids strapped in 5-point restraints in car seats as examples. I am already so over this. And I have begun to wonder, from a philosophical perspective, what it says about us as a society that our kids spend so much time literally tied down.

I digress.

Seriously, these bikes are all over San Francisco now.

Seriously, these bikes are all over San Francisco now. These are the racks at my office.

Riding an EdgeRunner is also fun because it makes me to feel like I joined a club. Although it gets a lot of attention from people who don’t ride bikes, it is definitely the bike of choice among San Francisco parents (along with the Yuba Mundo). As one might expect, most of them are BionXed up as well. There are two EdgeRunners on the Panhandle riding to school most mornings, and I see a blue one just like mine almost every day, coming the opposite way on Post Street after I’ve dropped off the kids. There sometimes yet another EdgeRunner, with a Yepp seat, parked at the racks at my office. After a couple of years riding the Bullitt, which raises eyebrows wherever it goes and has tourists snapping photos, the relative obscurity of riding an EdgeRunner is a nice change of pace.

Most importantly, it does what we need it to do. The addition of the EdgeRunner means that Matt and I can each ride a cargo bike that can haul both kids, and/or their bikes, wherever we’re going. Even though the BionX is not the most powerful assist you can put on a bike, we have used it to get up the hills of Bernal Heights with both kids on the deck. That’s steeper than we ever hope to go on a daily basis. And with the regenerative braking it has crazy-range–I sometimes feel as though I’ve returned home with the same charge I had when I left.

We came late to having two big cargo bikes, but it’s been working well for us. Having two kids in the same school has allowed our schedules to ease enormously, and having two big bikes to haul them and their bikes around as needed makes it easier still. Our son may be slow when riding his own bike, but we’re still beating our old car commute times. I’ve heard a lot of people say that having a box-bike and a longtail is the perfect two-cargo bike situation. Based on our experience so far, I’d have to agree.

 

45 Comments

Filed under Bullitt, car-free, commuting, EdgeRunner, electric assist, family biking, San Francisco, Xtracycle

Our kids’ bikes: Torker Interurban 20” and Spawn Banshee 16”

The bike that started it all.

The balance bike that started it all.

As our kids have gotten older, they’ve moved into riding their own bikes, as one might expect. Our son started riding on our venerable Specialized Hotwalk balance bike, which this summer finally moved on to live with our next door neighbors and their 2-year-old.

Then (holy smokes he looks tiny!)

Then (holy smokes he looks tiny!)

He jumped from there to a Jamis Laser at age 5, which worked for a while, but not as long as we had hoped, mostly because it doesn’t have gears and we live in San Francisco. After about a year of his resisting riding because he had to walk up the hills, we switched him to the Torker Interurban (20”) from The New Wheel when he turned 6, which has multiple gears, and he’s been riding that ever since (we sold the Jamis to a family in a flatter locale). After spending part of a summer at the wonderful wheelkids bike camp, he had the stamina and knowledge to take to the streets whenever he’s inclined. That’s less often than we might like, but he’s getting there. The Torker is lightweight, and he’s a lean and scrawny kid. Between that a reasonably wide gear range, he has little trouble pedaling that bike up to Alamo Square and back down again on the way to school.

Now

Now

Fortunately for us, our son by age 6 had reached a height that put him in the realm of kids’ bikes that are not uniformly terrible. In contrast, we found it very difficult to find good bikes in the 16” wheel range for our daughter. Local shops sell Linus kids’ bikes, but they are too heavy for the hills our kids ride, and worse yet from our perspective, come with training wheels [but see the comments below: there is a new local company producing a great 16″ bike, the Cleary Hedgehog, as of last month]. We didn’t stick our kids on balance bikes before they turned two years old so they could backslide when they got older to bikes designed to accommodate training wheels. All the 16” bikes we found also came with coaster brakes, which we wanted to avoid after our son’s hard experience. The coaster brakes in combination with a hand brake on his old Jamis confused him, “Hand? Feet? Hand? Feet?” and really slowed his ability to catch onto braking while riding. Plus we have heard more than one horror story about kids who had had their ankles caught in the cranks, and whose parents had to disassemble the bike to remove them. Our daughter stayed on the balance bike much longer than she probably should have as we looked for a better alternative.

She was really ripping along on that balance bike, though.

She was really ripping along on that balance bike, though.

At this point, I should probably mention a brand of kids’ bikes that have gotten a bit of a subculture following in the family bike community, and why we didn’t get one: Islabikes (pronounced “eye-lah”). Islabikes makes some very nice kids’ bikes, although their 16” model comes with coaster brakes, which we did not want. The coaster brakes made it easier for me to decide not to buy one. There is a reason that I was trying to avoid Islabikes. While I try not to climb onto my soapbox too much here, I am not a fan of the Islabikes business model, which is to sell exclusively by mail. We typically buy our bikes and accessories from local bike shops.

The reasons we shop locally (for a given definition of locally) are complicated, but I will outline one of them here. Probably the most common question I get from other people is where they can test-ride the interesting family bikes we have tried, whether they are cargo bikes or kids’ bikes. And well, if you want to live in a world that has lots of shops in which to test-ride bikes, or for that matter, any shops in which to test-ride bikes, you have to support the local shops by selling to them and buying from them. I realize, of course, that new bicycle brands have to start somewhere, and I remember the difficult line that Xtracycle walked before its dealer network was well-developed, when it sold products both through local bike shops and through its website. But Xtracycle has always cultivated relationships with local shops, and now appears to sell exclusively through its dealers. Yuba appears to be en route to the same transition.

Islabikes, on the other hand, has no relationships with local bike shops. It sells exclusively online and the last that I heard, had no plans to change that model. I had qualms about supporting a brand that chose to cut out the biggest supporters of the riding that we do: local family bike shops. They are few and far-between and it’s not a hugely profitable business. I want to give them all the help that I can, because they help us, and because I’d like to see them survive, and because I’d like more shops to realize that ours is a market that is worth cultivating. So we spend our money at family bike shops, and on occasion, I write up the great experiences we’ve had at these places. I’m way behind on the latter, but these days I’m behind on everything.

Trying out Islabikes in Portland

Trying out Islabikes in Portland

Finding a bike for our daughter, unfortunately, was looking as though it was going to be a “swallow hard and buy online” experience, though, because we couldn’t find a bike suited for our local conditions from a local shop. We considered an Islabike despite my reservations about the online-only sales and the coaster brakes (and about the fact that it only came in red; she didn’t want a red bike, her brother rides a red bike). Islabikes are in fact lovely bikes, viewed solely from a specifications perspective, as they are both lightweight and appropriately scaled. Our kids enjoyed test-riding them when we visited their factory at the post-Fiets of Parenthood party the company hosted in Portland this summer.

On the Spawn Banshee

On the Spawn Banshee

Fortune smiled on us, however, when I found a reference somewhere—I have forgotten where—to Spawn Cycles in Canada, which also sells excellent kids’ bikes. Better still, their 16” wheel bike, the Banshee, is sold with front and back hand brakes and no coaster brakes. They appeared pricier than other good kids’ bikes at first, but that was only until I realized that the prices were in Canadian dollars. Spawn Cycles sells its bikes online, which was good news for us given that they’re based in Canada. However the company is also developing a network of local bike shops that sell its products, exactly because it realizes that people want to be able to test-ride kids’ bikes. I liked the company’s attitude toward local bike shops and I liked the bikes. If we were going to buy a bike online, and it looked as though we were, I felt pretty decent about buying one from Spawn. And our daughter was thrilled to discover she could pick the color. Her new Banshee is pink. She was 5 years old when she started riding it, but could have managed it at age 4 if we’d found it sooner.

Spawn managed to get the bike to us within a few days, which I found impressive considering that it had to go through customs. Then we discovered that bikes purchased online, whatever the brand, come “some assembly required.” What can I say? We’d never bought a bike online before. Under normal circumstances the minor assembly work would have been no problem, but we had just moved into an ongoing remodel, and everything we owned in the way of bike tools was packed away… somewhere. Luckily, we share our building with a friendly guy who is really, really into bikes—and this is me saying that. He has a workshop set up in our shared garage for his own bikes, and volunteered to put our daughter’s bike together the same evening it arrived. Thanks again, neighbor! It took him about 15 minutes, but would probably have taken half as long if our daughter hadn’t been helping.

They rode those bikes everywhere at Camp Mather, even to the bathhouse 20 feet from our cabin.

They rode those bikes everywhere at Camp Mather, even to the bathhouse 20 feet from our cabin.

We were right about the hand brakes. It took our daughter a couple of weekday evenings to learn to ride her Banshee, and after a week, she could gracefully feather her brakes to slow her descent down even San Francisco hills. Her bike is so light that although it is a single speed, she occasionally outpaced teenagers on mountain bikes while riding up the hills at Camp Mather. Our daughter has never been much of a walker, always begging us to “Carry me!” Now she doesn’t have to be. These days when we head somewhere within a few blocks, we walk and she rides her bike. She’s still working on the skills she’ll need to ride in the street like her brother can, but in the meantime, it’s legal for kids to ride on the sidewalk. Between that and the Roland, which is giving her practice on the streets on the way to kindergarten, we’re slowly transitioning to a new kind of family biking, with everyone on their own bike.

7 Comments

Filed under commuting, family biking, kids' bikes, San Francisco, trailer-bike

Yes, you can legally ride a bicycle on the sidewalk in San Francisco. Sometimes.

Recently, there was a bit of media kerfluffle about bicyclists! In San Francisco! Riding on the sidewalk! Which is illegal! Except that it turns out that it’s not necessarily illegal. In San Francisco, riding on the sidewalk is actually mostly illegal, but not completely. It’s worth knowing the rules.

I have ridden on the sidewalk in other cities, where it is legal to do so anywhere, and I will admit: when the roads are unsafe, which is often, it is a huge relief to be able to decide, “To heck with this. I’m taking the sidewalk.” I can’t think of a single US city that has a bike network that is complete enough that no one would ever feel endangered while riding on the existing bike “infrastructure.” In contrast, even five year olds feel safe riding bikes in Copenhagen. Ours did.

This is totally legit.

This is totally legit.

I get why San Francisco looks askance at bicycles on the sidewalk. There are a lot of people on foot in San Francisco, and the sidewalks can get crowded. What that really means is that the sidewalks should be wider, and there should be protected bike lanes, so there’s room for everyone to move safely, but this is not the world we live in yet. That said, since I was hit by a car, there are times and places when I look at the road, then look at the sidewalk, and decide it’s not worth the risk of being technically legal. So for example, on the half-block of California Street between Presidio and the driveway to my office, I often ride on the sidewalk. That’s because California Street is basically an urban freeway and there is not even a painted bike lane. I also feel completely justified riding on the sidewalk to get to a bike rack, because duh. If cars can cross the sidewalk to get into a garage then I can cross it to get to a designated bicycle parking spot.

There are a lot of places in San Francisco, however, where you don’t have to decide whether it’s safer to break the law, because there are times and places where it is perfectly legal to ride on the sidewalk. Here are the ones I know about.

  • You are a child. It is always legal to ride on the sidewalk if you are a little kid. I have heard conflicting reports about whether it is legal for a parent to accompany a child riding on the sidewalk. It is sort of a pointless exception if it’s only legal for unaccompanied kids to ride on the sidewalk, and parents are supposed to ride on the street, but I’ve long since given up expecting laws that relate to bicycles to make sense.
  • You are riding along the perimeter of the city (mostly). Starting along the Embarcadero at the eastern edge of the city, up north from there through Fishermans’ Wharf and Fort Mason, west along Marina Boulevard and into the Presidio through Crissy Field: it is legal to ride a bicycle along the sidewalk at the water’s edge anywhere here. These are designated bike routes and sometimes even marked (for example, a bike lane is marked on the pavement on the Crissy Field path, although the markings are usually covered with sand from the beach). West of there is a shared bicycle-pedestrian path all down the western edge of the city along the Great Highway. There are some parts of the city’s perimeter that I don’t know about. At the southeastern edge of the city in Bayview/Hunters Point we’ve never found an obvious path along the waterfront, and based on our experiences around India Basin, which seems to be blanketed in broken glass with cars parked blithely in the street and on the sidewalk, it wouldn’t be the most fun place to ride. On the other end of the income spectrum, there’s a little gap between the Presidio and the Great Highway at Sea Cliff. I doubt that it matters. The few times we’ve ridden around that neighborhood I felt perfectly safe riding on the street, as it seemed probable that the ample private security forces up there would immediately surround any car moving at more than about 15mph.
  • You are riding east-west through Golden Gate Park. Although there is now a parking-protected bike lane along part of JFK Drive, there are still metal plates set into the sidewalk all along JFK Drive indicating that it is a shared bicycle/pedestrian path. The same plates mark Kezar Drive and various points where bicycle/pedestrian paths enter the park from Fulton on the north side and Lincoln on the south side. The Panhandle, which stretches east of the park from Stanyan to Baker, also has a shared bicycle/pedestrian sidewalk on the north path.
  • You are riding along Mission Creek. I have never actually seen this marked anywhere, but local bike shops swore that it was a shared path.

I have heard that there are other places where it is demonstrably legal to ride on the sidewalk, such as a crossing under 101 where bicycles are instructed to take the sidewalk, but I have no personal experience. I know it’s legal to ride on the sidewalk in the places listed above because I’ve ridden them, but I’ve hardly ridden everywhere in this city. Any other places where it’s legal to ride on the sidewalk in San Francisco?

11 Comments

Filed under advocacy, commuting, family biking, San Francisco, traffic