Tag Archives: Bakfiets

We tried it: Urban Arrow

As promised, the lede in 6 words:

Like Bakfietsen? You’ll love Urban Arrows.

Check it out: Redwood City has Urban Arrows and sunshine, too.

Check it out: Redwood City has Urban Arrows and sunshine, too.

I have had a couple of recent conversations with cool bike people recently that brought up something that has been in the back of my mind for a while. My feeling is that the family biking market is still pretty nascent and as a result there are mostly two kinds of bikes out there.

On the one hand you have the macho bikes. The view of family biking by companies that make these bikes ranges from, at best, detached bemusement (e.g. Larry v. Harry, which developed some basic kid accessories like a child seat and rain cover, but has never seen any need to mention them on its website or anything), to disinterest (Kona—“oh, you can carry kids on a bike?”—and Brompton, which as a company seems unaware of the aftermarket Pere child seat), to outright hostility (e.g. Surly and its new kid-unfriendly Big Dummy deck, Trek and its no-kids-allowed Transport). But to their credit, these companies put a lot of effort into (relative) nimbleness. In the universe of cargo bikes, these bikes are lighter, have better parts, are fitted with gears that can handle hills, and are safer and easier to ride in challenging conditions, by which I mean any conditions other than a flat street on a sunny day. (Okay, I exaggerate. But still.) And these bikes can go fast. Relatively speaking.

On the other hand you have the land yachts. These bikes are definitely family-friendly. They offer awesome kid-carrying capacity (even for large families), provide multiple ways to haul stuff/other bicycles as well as kids, and often have user-friendly accessories like integrated lights, step-over frames, upright seat positions, rear wheel locks and internal hubs. On the other hand, they typically weigh a ton and have a limited gear range and weak stock brakes, making them a challenge to ride on anything but the mildest of hills. And they are slow, even in the let’s-face-it-cargo-bikes-are-tanks class. I include in this category Madsens, Bakfietsen, Yuba Mundos, and every tricycle and unassisted mamachari I have ever seen or ridden.

The cargo bike market reminds me a bit of the car market in the 1960s. You could buy a station wagon (so practical! so massive! so slow!) or you could buy a “sporty” car, and hope for the best as you stuck your kids in a homespun “car seat” or harnessed them to long straps above the rear seat that offered a non-trivial strangulation risk. My mom hauled us around in a 1965 Chevrolet Corvair for years in those harnesses, because my parents believed in buying older used cars and keeping them until they literally fell to pieces decades later.

There are exceptions, and I have ridden some. On the longtail side, Xtracycle’s EdgeRunner is both family-friendly and nimble. On the box bike side, Metrofiets customizes almost all the bikes they make, so they can be tailored to weird cargo and/or families large and small, plus they start out as more-than-decent hill climbers and can be turned into awesome ones.

And there is the Urban Arrow. Thanks to an integrated electric assist, Urban Arrow turns a bike that is completely land yacht in character into something with many of the capabilities of a macho bike.

Two big kids on a very generously-sized bench seat

Two big kids on a very generously-sized bench seat

The Urban Arrow is a hard bike to find, let alone to test-ride, and the only people we know who have one bought sight unseen. Fortunately for us, Motostrano in Redwood City imports them, and will allow test rides whenever it gets orders in, if you get on the wait list. Motostrano is an interesting shop. From the outside it’s all posters of scantily-clad women draped over motor scooters, which definitely gave me pause. On the inside it offers a huge selection of assisted and unassisted commuter bikes (plus other kinds of bikes that I don’t care about, FYI). And they had boxes and boxes of bike stickers that they handed over to my kids. Pasting those stickers all over their clothes and helmets completely obsessed both kids while we learned about the Urban Arrow, and made them happier than anything else they did all weekend. We were glad that we made the trip down, which was, frankly, a not-inconsiderable hassle.

What I like about the Urban Arrow

  • First, the Urban Arrow is a box bike. Not everyone loves a front-loading box bike, but I do. It’s easier to talk to the kids, it’s simple to protect them from bad weather, and the kid seating is elegant. It’s also much easier to walk front loaders than longtails because the weight is near the leverage of your arms. There is a reason that people think of—in the words of one family friend—“those bikes that look like wheelbarrows” when they think of family biking.
  • Footrest visible on the upper right, deck with drain holes, padded seat

    Foot cut-out visible on the upper right, deck with drain holes, padded seat

    The Urban Arrow’s child-hauling and commuting setup is unbelievably swank. The box is made of styrofoam [update: it’s not styrofoam, it’s expanded polypropylene, which is evidently better–see comment below] and forms a sort of roll cage in the event that you drop the bike. The manufacturer cut out step-holes in the front to make it easy for kids to climb into the bike, and the thick styrofoam serves as an arm rest on both sides. The bench seat, which had plenty of butt-room for my 8-year-old and 5-year old, is padded (there is an optional second bench seat if you have more kids than I do). The center stand has the same rock-solid design as the best-in-class bakfiets. The bottom plate has multiple holes for drainage. It has integrated front and rear lights and the wires run through the frame so they can’t be dislodged. The chain is enclosed, so you could easily ride this bike without incident while wearing palazzo pants. For that matter you could ride it in a maxi-skirt, because it also has a step-through frame. The battery sits unobtrusively under the bench seat. It comes with fenders and an Abus rear wheel lock. It shifts seamlessly using a Nuvinci n360 internal hub. Although the Urban Arrow normally comes with roller brakes, Motostrano automatically upgrades them to disc brakes. The bike we rode did not have a rear rack, but they are available.

  • This bike looks so classy. I felt like I should have dressed up to ride it. To me, a Bakfiets, with its wooden box, looks practical, but not exactly stylish, while our Bullitt looks fast and sleek. But the Urban Arrow looks… polished, to the extent you can say that about any cargo bike.
  • Considering all the features packed into it, the Urban Arrow feels shockingly light. I expect big bikes to be heavy bikes, and realistically, it is in fact a heavy bike, tipping the scales at 99lbs/45kg. However people who ride Bakfietsen tell me their bikes as weigh about that much, and that’s without an electric assist. Both the aluminum frame and the styrofoam box are shaving a lot of heft from this bike, and with cargo bikes that’s all to the good, especially given that most people are going to throw at least twice the weight of the bike itself in the box, and then push it around.
  • The Bosch motor--note that while there's an occasional visibly wire, most of the wiring is run through the frame.

    The Bosch motor–note that while there’s an occasional visibly wire, most of the wiring is run through the frame.

    The Bosch electric assist is a fully-integrated mid-drive. It is also fully enclosed, so there are fewer worries about loose wiring, and it’s designed to work with the bike’s gearing. Mid-drive assists are powerful, although not silent. As usual with this kind of assist, I noticed a slight clanking as the chain ran through the motor, but it wasn’t offensive. The Bosch is a pedal-assist in the legal sense; turn it on and the bike just sits there, but as soon as you turn the pedals, the assist is immediately there. It won’t start without you making a (mild) effort. The controller offers three speeds, and the feeling of the assist ranges from “slight tailwind” at the lowest setting to “strong tailwind” at the highest.

  • Not everyone loves this, but it has a super-upright posture, for a great view of traffic. And it’s virtually impossible to slouch. My mom would always hassle me when I was growing up to “sit up straight!” My mom wants you to ride this bike.
  • At $5400, this is a competitively-priced assisted box bike, although I certainly would not call it cheap. An unassisted Bakfiets is now running about $3750. An assisted EdgeRunner longtail, comparably accessorized for hauling kids, would run $4700 in San Francisco. That price difference is not trivial, but it’s not outrageous either.

What I don’t like about the Urban Arrow

  • The Urban Arrow is a really big bike. Matt and I both rode it, and we realized quickly that it would not be a practical commuting bike for us in San Francisco. Matt was vehement that he would never even consider riding it on Market Street, which has a semi-random bike lane layout and many, many people competing for space in it. It would be more of a ride-in-the-park bike for us. And it is big in both dimensions—width and length. Size was a deal-killer for us when we test-rode a Metrofiets as well, and it’s a large part of the reason we’ve been hauling 2 kids (and sometimes squeezing in more) by Bullitt for almost two years—the Bullitt is narrow. If we lived in a smaller city, or a place with wider streets, or rode different kinds of routes, we’d have no problem with an Urban Arrow.
  • On a related note, turning and parking the bike is a production. It is possible to make a big bike with a (relatively) tight turning radius. This is not that kind of big bike. It is probably impossible to make a front-loading box bike that is easy to park at a standard bike rack. We bought a front loader anyway, because the advantages outweighed the disadvantages from our perspective, but it can be frustrating. However if you live in a less theft-prone municipality that we do, you could just park it without using a rack by relying solely on the rear wheel lock.
  • All front loading box bikes are tricky to learn to ride, because of the linkage steering. We don’t have many issues with that after riding ours for a couple of years, but on a new-to-us model, we’ll still always wobble off the start. It seems safe to assume that it would be worse for someone who had never ridden this kind of bike before. The Urban Arrow has one advantage in this class, however, and that is that the box blocks the view of the front wheel (watching the front wheel is bad, it will confuse you and make you dump the bike).
  • I have no idea why that controller is sitting in the middle of the handlebars. Awkward.

    I have no idea why that controller is sitting in the middle of the handlebars. Awkward.

    I found the handlebar layout very odd and somewhat frustrating. The brake levers required a big stretch to reach and pull. I have large hands and long fingers—my ability to span a ninth is part of what made me a competent pianist and organ player in my youth—and so this is nothing I have ever experienced before. These parts could be swapped for smaller ones, but given that this is a bike marketed to both women and men, and women typically have smaller hands, I found it bizarre. In addition, the controller for the assist is located in the middle of the handlebars, instead of near one hand, so to turn it on or change the level of assist, we had to take one hand off and reach over. That’s annoying and it also feels like a safety risk. Even if the controller were moved closer to one hand [see comment below; this can be done], its design is such that it would be difficult to operate by thumb.

  • This is Matt, grimacing at Dutch geometry.

    This is Matt, grimacing at Dutch geometry.

    The Urban Arrow has what those in the bike business would call Dutch geometry, which basically means that you’re riding the bike in roughly the same position that you would be in while sitting in an office chair. I am comfortable riding this kind of setup but it is not something that Matt likes, and we share all the bikes, and so we must compromise.

  • Caveat: San Francisco-specific concern. Motostrano told us that the assist would not be able to handle San Francisco’s steepest hills, even unloaded, but could not specify what kinds of grades it could climb. We had hoped to figure it out by simply riding up some hills ourselves, but unfortunately for us, Redwood City is as flat as Kansas. Furthermore, the Dutch geometry makes it impossible to bear down and crank up a hill on your own power. That’s because your chest will whack the handlebars—which is what happened when I tried to go uphill while test riding a Bakfiets. Hauling up hills on your own power is supposed to be a non-issue, because the bike has an assist, except that we were told that the assist might not be sufficient where we ride. And then it would be an issue.
  • Speaking of hills, I found the brakes slow to respond. I assumed that it was just that particular bike and suggested to Motostrano that they tighten the brakes, but they said that they’d noticed it on all of the bikes they had built. They believed that it would settle after the bike had been ridden for a while. I would love to hear confirmation of that from someone who’s actually experienced it.
  • The Urban Arrow would be almost impossible to get up to higher speeds. For quite a while this is something that I didn’t care about at all. However as time passed and we became more confident on cargo bikes, the appeal of one that can rocket along (relatively speaking) on occasion grew. It is useful when, say, the kids lock themselves in the bathroom and we end up leaving 10 minutes later than planned. The assist is not designed for speed either, but rather for steady help in the background. A BionX, in contrast, will match your effort, so you can use it to start fast and build up speed quickly. (This is fun, although BionX systems have their downsides.) Some bikes are just always going to be on the slower end—that’s just how they’re made—and the Urban Arrow is one of them. If you’re not compulsive about getting places early, this may not rank as high on your list of concerns as it does on mine.
  • Last but not least, this bike is ridiculously elusive . There are only a few shops in the country importing them, and there is a lot of unmet demand, so getting an Urban Arrow almost always involves a deposit and a wait list. We have only seen two riding around San Francisco (which is one more than anyone I know in any other city has seen—except, I presume, Portland), and at least one of those was shipped from New York. Motostrano said they were able to get all the bikes they had ordered so far in a time period between 1-3 months, which is a big improvement over the waits I heard about last year, but is still non-trivial. And if you want to do a test-ride first, count on doubling that wait because whatever bike you test-ride will be a bike that’s already been sold.
See, a foothole--there are so many nice details like that on this bike.

See, a foothole–there are so many nice details like that on this bike.

So the Urban Arrow: not the right bike for us, but definitely a cool bike. It reminded both me and Matt of the Bakfiets, but upgraded. It was like a Bakfiets that had gone on a makeover show: Harder, Better, Faster, Stronger.

I find that people tend to have a sense of what they want in a bike, even if they can’t always articulate it. There are macho bike people and land yacht people. If you are the former, this isn’t the right bike for you (and you know that already). If you are the latter—assuming that you don’t live on Twin Peaks—it’s probably the most perfect cargo bike ever made.

 

 

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

Even yet more San Francisco family bikes

It’s been a while since I posted about some of the bikes we see around town, which is misleading because I see more family bikes every day. Red Bullitts are so thick on the ground that I think they might have their own gang. Who knew that going with a blue Bullitt would be so passé? And I’m still trying to get a picture of the CETMA I see near our son’s school sometimes, but the dad riding that bike is just too fast for me. In the meantime, there are others.

This Surly has the motor on the front wheel, along with the clever wheel lock.

This Surly has the motor on the front wheel, along with the clever wheel lock.

The most common family bike we see is an assisted longtail, like this one. The EdgeRunner made a big splash in SF, but there are also a lot of pre-EdgeRunner Xtracycle options running around the city. I liked this assisted Surly because I thought the front wheel lock was a clever addition. The family riding this bike parked it outside the Jewish Community Center while we were there for an event with only the wheel lock, so they didn’t need a rack. I thought that was tempting fate when I first looked at it, but realized that without the need for a rack, they could park right in front, in full view of the security guard standing at the door. The bike was still there after our 3-hour event, and I saw it parked there again a week later, so it was evidently safe enough.

Bakfiets short from My Dutch Bike, which I am discouraging my daughter from climbing into when this photo was taken

Bakfiets short from My Dutch Bike, which I am discouraging my daughter from climbing into when this photo was taken

This Bakfiets short belongs to our neighbor up the hill, and is well-known in the city because the owner works for the San Francisco Bicycle Coalition, which is a totally awesome organization to which we donate an increasing amount of money every year. I am grateful for their tireless efforts to create world-class bicycle infrastructure here, and that infrastructure is a big part of the reason that I get the opportunity to photograph many awesome family bikes. Thank you, SFBC! I tell all my friends to join! The Stokemonkey (now back in production!) is a recent addition, which made it possible to ride up the hills around here with kids on board. I was surprised that she reported that it is kind of noisy, given that I had heard it was silent. But if it kills the hills, it’s probably worth it.

Cannondale tandem hanging out at work

Cannondale tandem hanging out at work

This Cannondale tandem appeared recently at the bike rack at my office. It’s been there every morning for the last few days at least. It looks like it might be set up for two adults, or maybe an older kid. I’m surprised it has so little carrying capacity—just one rack for two people? But maybe as kids get older you end up hauling less crap around as parents. That would be something, wouldn’t it? I like big bikes (and I cannot lie) but the prospect of being able to ride a lighter bike one day… I admit, this has some appeal.

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Filed under advocacy, Bullitt, family biking, San Francisco, Xtracycle

We tried it: Bakfiets

Matt and I both test-rode the Bakfiets. We had plenty of time, because our daughter had no interest in getting out of it.

One of the big advantages of going to Portland to try out a bunch of cargo bikes is the opportunity to test ride a lot of different box bikes. Box bikes, aka long johns, aka “those bikes that look like wheelbarrows” are thick on the ground in Portland, with at least five different kinds, of which we tried riding four (Bakfiets, Bullitt, Metrofiets, and Winther Wallaroo, but we missed the Cetma Largo/Margo). The Bakfiets is the most storied of these, occupying the same place that in the world of box bikes that Kleenex occupies in the world of facial tissues. If people know only one kind of box bikes, they know Bakfiets. Heck, Bakfiets means box bike.

Box bikes put the load and the length in front, hence the wheelbarrow analogy, and this involves some mental adjustment, because you’re pushing the kids out in front at intersections. I found it easiest to think of riding box bikes like pushing a stroller. The length in the front of these bikes is in fact roughly comparable to the length of a stroller. As box bikes go, even the Bakfiets long (which is the one we tried) is on the shorter end, at 8 feet end to end. However, unlike a stroller, you can talk with your kids when you’re riding a box bike with them. I never really got the attraction of this until I actually tried it myself. Having the kids in the front of the bike is awesome.

The Bakfiets is a Dutch bike, with the traditional Dutch riding posture, which is bolt upright and gives an expansive view of the road. When I first got on the Bakfiets, I thought, “Whoa! This bike is tall!” Also traditionally Dutch is its design, which aims directly for indestructible without even a nod towards nimble or lightweight. The Bakfiets weighs about 90 pounds and is intended to live outdoors in the Netherlands. You can leave this bike outdoors in this country as well; weather won’t bother it. However bike theft insurance isn’t as developed in the US as it is much of Europe, so if that is a concern, you’d want to have some kind of walk-in storage for it, because no way would you want to haul this bike up or down any kind of stairs.

My two kids, ages 3.5 and almost-7, had plenty of room on a Bakfiets bench.

The Bakfiets’ indestructibility means that it has pretty nice components. That also means that this bike is not cheap. There is no free lunch in the world of cargo bikes. What you get for your money with a Bakfiets is kid-hauling capability and ease that no other bike we’ve ever ridden can match. However this bike was also designed for an environment where the only inclines are the dikes preventing the ocean from washing away the entire country, which no one has any reason to climb regularly. That means you’ll be hating life every time you hit a hill on a Bakfiets.

The pros of the Bakfiets:

  • Kids love this bike. Love it, love it, love it. Our kids loved all the front-loading box bikes we tried, as well as the trikes, but they loved the Bakfiets most of all. When we walked into Clever Cycles it was the first bike they wanted to try, and once they got in, they didn’t want to get out. The heights of seats inside different box bikes vary, but after generations of testing Bakfiets apparently has it just right. Flip the seats up and there’s plenty of room to nap. With two benches and two kids there’s room to split up fighting kids (and they’re in front where they can be supervised anyway). The only downside of the Bakfiets box from our perspective is that the sides are high enough that my daughter couldn’t self-load, and my son, who could, wanted us there for security.
  • The kickstand on the Bakfiets is incredibly stable. It has four resting points, and when it’s down, the bike is as solid as a building. It can be engaged and disengaged with one foot while you are on the bike and holding the handlebars, minimizing the risk of tipping the bike and dumping the kids. It locks up and down with a THUNK so there is no doubt whether it’s where you want it to be.
  • Like all box bikes, it comes with a box, which means that you can throw all kinds of stuff in there without worrying about does it fit, did I tie it down, did I remember the panniers, and so forth. The Bakfiets has a big box, too, and the seats fold up, meaning that without a kid on board it’s actually larger than the trunk of many cars, and since it’s open on the top, it’s actually a lot more accessible. What’s more, you can drop a car seat in this bike and haul infants.
  • Four kids in the box, one on a rear seat, and one on a Follow-Me tandem. Ride on, party bike! If you want to haul lots of kids, the Bakfiets has no equal.

    The back of the bike is like a normal bike, but because a Bakfiets is designed to carry serious weight, it can haul a lot more. That means that in addition to putting kids in the front box, you can stick a rear seat on the back, and/or a trailer-bike. The front box is supposed to hold up to three kids, but you can get four in there. That’s up to six kids on the bike, plus whatever cargo you can pack under the seats and on the rear rack. At which point you will move very slowly. But still! The bike can carry more kids than a minivan! And it’s a million times cooler.

  • The payoff to all that weight is stability while riding. It offers a slow and stately ride. In addition, the Bakfiets has minimal startup wobble, even heavily loaded. It is certainly possible to dump this bike, but I didn’t manage it, and I was dumping my kids at a pace that was really starting to bother me on this trip—this is a hazard when switching bikes every few hours, because each one has a learning curve.
  • The bike is designed to be grab-and-go for pretty much everyone. Everything you could want while riding is included. It has dynamo lights, an internally geared hub, a full chain guard, and fenders. The child seat and seat belts are built right into the box. The Bakfiets has a step-through frame that makes it accessible to riders of varying heights from very short to very tall. The box comes with a rubber (?) floor that keeps the box from echoing while the bike is moving. There are drainage holes in each corner.
  • The Bakfiets has a rain/cold weather cover. It is so effective that one mom who had previously ridden in a cold-weather climate said her kids rode inside the box in t-shirts in freezing weather, and sometimes complained of the heat. But this was no problem, as it turns out, because the cover can also be vented from the back when it gets too hot inside.

The cons of the Bakfiets:

  • All front box bikes have linkage steering. This involves a non-trivial learning curve. The wheel is way out in front, on the far end of the front box, and when you turn the handlebars, unlike a normal bike, the turn connects to the front wheel indirectly through the linkage. Family Ride told me that when she first got on a Bakfiets she ran it into a wall. I would have done the same thing myself if I hadn’t spent the previous two days figuring out linkage steering on other box bikes. (Don’t take a first test-ride of any cargo bike with the kids on board. Seriously.) That said, of all the box bikes we tried, the steering on the Bakfiets was by far the easiest to pick up. This is partially because unlike normal bikes, with these bikes you don’t really want to lean much into turns; this amplifies the turn and then the bike starts to oscillate until you hit something or fall over. But you sit up so high on a Bakfiets that it’s already difficult to lean much into turns. Anyway, when trying out a bike with linkage steering (a) try not to lean into turns, just move the handlebars, and (b) don’t look at the front wheel, look where you want to go. After a little while you get used to it, really.
  • A much bigger problem is hills. The first time I hit a short incline on the Bakfiets I automatically leaned over to push, at which point I hit my chest on the handlebars. There’s that upright posture again. This bike does not climb. Although it is technically possible to stand while riding on hills it doesn’t help much. Going uphill on this bike involves suffering, and I didn’t even try it on a steep hill. Granted, Portland has many more hills than Chicago or Sacramento, but Bakfiets riders that we met complained about the kinds of hills that denizens of San Francisco like us only even think about when our son is on his single-speed bike, and which I would otherwise classify as an-incline-not-really-a-hill. Moreover, the roller brakes standard on a Bakfiets (which would be difficult to replace) will not effectively slow a bike of this weight on a steep downhill. I’m not sure that any brakes would. No one who sells Bakfiets bikes was willing to even consider putting an electric assist on one for us. It can be done and it has been done, and it’s certainly an option for people who want to extend their range in flatter locales. But we were informed that if we put an assist on a Bakfiets where we live there would be no safe way to get back down the hills that we could then climb. “This bike isn’t for you,” said people whose livelihood is selling family bikes.
  • Like all cargo bikes with a box, this bike is wide and thus tough to park. I had also worried about riding with a box bike, after my experience feeling like the Yuba Mundo was too wide for San Francisco bike lanes. It turned out that that kind of width only bothers me when it’s behind me where I can’t see it. The Bakfiets has a wide box, but that never felt like a problem while riding, although it would be a tight squeeze through our narrow basement door (but possible).
  • The Bakfiets is in many ways a car replacement. This comes at a price. The Bakfiets we rode was listed at $3500 for black, $3750 for cream. That’s not out of line if it’s actually replacing a car, and by comparison to a car it’s actually pretty reasonable. But it’s not cheap, even for a cargo bike; you can buy an assisted Yuba elMundo, for example, for almost $1000 less, and it can do some of the same things while also going up many  hills. And you can stick a trailer on the back of a bike for far less than an elMundo, even if you decide to put an electric assist on that bike. And so forth. Cargo bikes tend to retain their value, so a Bakfiets will have decent resale value, but still, you’ve got to put down the money first (or get a bicycle loan) unless you find one used. And if you manage to find a used one it will still be expensive thanks to the fact that cargo bikes usually have good resale value.
  • Finally, the Bakfiets is so well-designed for hauling kids that it is almost single-use. There are cargo-conversion accessories, but I found it difficult to imagine wanting to ride this bike much after my kids were old enough to want to ride exclusively on their own bikes. Most of the longtails and some of the other box bikes seemed more versatile; I could imagine using them for other things long after the kids outgrew them. You would definitely get a lot of years out of this bike no matter what; you can stick a car seat in the box from birth and kids seem happy to ride in it until they’re nine or ten, and with a couple of years between kids that’s an awfully long run. But it’s not forever, and our youngest is already three years old.

What do you mean, it’s time to get out now?

Overall, I liked the Bakfiets a lot. Matt liked it less, mostly because of the upright posture, which does not appeal to him much. We are conditioned to think about hills all the time. But we both agreed that this bike was absolutely amazing for carrying children. And as far as our kids were concerned, when a Bakfiets was in sight, other bikes might as well not exist. They could be coaxed into investigating other box bikes and the trikes, and a tandem always gets their attention, but the longtails were dead to them. The Bakfiets is the family bike that other bikes aspire to be.

And of course we will not be buying one. Nobody in Portland wanted to sell us a Bakfiets, and the reason was obvious. Hills and older children are the sticking points of cargo bikes (and bikes with trailers); the Bakfiets handles older kids without a hitch, but it cannot handle the steep hills of San Francisco. However if you happen to live someplace where a Bakfiets is a plausible option, it is definitely worth a ride.

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Filed under family biking, reviews