Tag Archives: bike commuting

How do you get your kids on their own bikes?

Our kids, at ages 7 and 10, were still riding on our big bikes at the end of 1st grade and 5th grade last year. It got awkward to carry them both, but it was still doable; that why we got big bikes. We like big bikes and we cannot lie. The kids’ commute is complicated by the fact that they both take a van from school to their after-school program, and the van does not have a bike rack. However there was no way we were going to give up their spots in the after-school program, given that it is both an exceptionally good program and literally across the street from my office. The van to after school does, however, have room in the back for a folding bike. As our son got older and tall enough, we offered him the Brompton to ride. We even considered an assisted Brompton, because he’s scrawny and San Francisco is hilly. Unfortunately we learned that the van driver can’t legally offer him assistance loading his bike, and the regular Brompton is already so heavy that he can barely lift it. However he preferred to ride on our bikes.

From here, in 2012

From here, in 2012

The older our kids have gotten, the more drive-by parents and ride-by parents have told us to “put those kids on their own bikes.” I flipped them the bird or ignored them, respectively. I am not into insisting that my kids turn into Mini-Mes (no matter how tempting that is) and I swore that I would never pressure my kids to ride their own bikes. They could ride if and when they were ready. We did however offer bribes: for active transportation, either walking or biking, we pay them 10 cents/mile. I anticipate that they will eventually ask for a better rate (I always encourage them to negotiate) but that’s still cheaper than paying for transit fares.

To this

To this

In August my son started middle school. The same options were on the table as in previous years: I could carry him to school on my bike or he could ride on his own. Also there was one new option: he could take the bus (or rather buses, given that the trip requires a transfer.) The first week he chose to ride on my bike. Then he decided that this was embarrassing and only little kids ride on the back of their parents’ bikes. Next he tried the bus. For the first couple of days we rode with him. This was not necessary, as it turns out that the bus at that time of day and in this part of town only carries students going to school; admittedly the younger kids ride with their parents. However thanks to this experience I did learn that a city bus full of middle school students reeks to eternity. It was weeks ago and I am still reeling from the experience. After a few trips he decided the bus wasn’t to his taste either. He wanted to try riding to school on his own bike. And since then that’s what he’s done, every day.

To this, in 2016. The Brompton is an all-ages bike.

To this, in 2016. The Brompton is an all-ages bike.

So here we are now, with a 6th grader who has chosen to ride his bike to school. We had to jigger the route to find a relatively flat trip because he’s still building up strength. He is still a slow rider and needs extra time on the hills and prefers that one of us shadow him. I am okay with all of these things. He says he likes the extra time he gets to sleep in when he rides his bike instead of taking the bus. He likes feeling independent. He says he wants to try riding completely solo soon. At this point, it seems like he’s going to keep riding, although there are no guarantees. Our daughter, now in 2nd grade, wants to start riding on her own too. So we may be getting another tag-along as a starter; she’s not big enough to ride a Brompton and there’s still that van ride she takes in the middle of the day.

When we started riding bikes everywhere, we did not know how things were going to go as our kids got older. We know families whose kids took to riding their own bikes and never looked back and have heard of families where the kids decided they didn’t like riding their bikes at all, so we kept our expectations low. Our kids are their own people and I know they will find their own way. I don’t always know why they choose to do what they do. At least for now, though, they’ve decided to continue riding with us. And although we try not to overreact and get mushy (at least not where they can see us,) we’re pretty thrilled.

 

 

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Filed under Brompton, commuting, family biking, kids' bikes, San Francisco

An ordinary life

I want to try the Tern Xtracycle for sure.

I want to try the Tern Xtracycle for sure.

I used to write posts more often. Part of that was novelty value. The switch from driving everywhere to biking everywhere was pretty exhilarating and there was a lot to learn. There still is, but despite the fact that I have ridden more cargo bikes than anyone else I know who does not run a bike shop (and some people who do) I’m no longer the best person to assess the handling of family bikes, mostly because my kids, at ages 10 (almost 11) and 7, are really heavy. I still do it though, just on a very extended schedule.

We also still carry our kids on the bikes, but it’s almost always one kid at a time. They’re moving to riding their own bikes and our son is now old enough to ride the bus to school on his own (well, buses: there’s a transfer), or at least as much “on his own” as it is to ride the same bus as 100 other middle school students. We still commute by bike, sometimes by bus. We rent a car when we need to cross the Bay Bridge as a family (no bikes allowed on the western span) or when we go camping in Central California, or whatever. We take cabs to the airport. We take the train when it’s an option, which is rare, unfortunately. We do not miss owning a car, and in related news, we like being homeowners in San Francisco.

We rode to the Japanese Tea Garden. Pro tip: don't try to drive to Golden Gate Park.

We rode to the Japanese Tea Garden. Pro tip: don’t try to drive to Golden Gate Park.

What people call “alternative transportation” is our ordinary life, and honestly, I kind of stopped paying attention after a while because it doesn’t seem remarkable. At least once a week, one of my colleagues stops at my office, and asks, “Did you bike to work today?” And I say, “Of course I biked today. I always ‘biked today.’”

Alternative transportation is not a bad term though, because it means that we have alternatives. We aren’t tied into getting places any particular way, or to a huge cost sink of a car. Looking for parking has long since become a foreign concept to me, and the biggest maintenance expense we have ever racked up on one of our cargo bikes was in the low three figures. And to this day, when I ride past the line of cars backed up at stop lights, or behind construction equipment, or in the endless wait for summer camp pickup, there is a part of me that thinks, “Suckers!” Obviously I have room for self-improvement.

We travel all kinds of ways, and I wish everyone could. Both Matt and I have aging parents who probably should not be driving, but they live on steep hills without transit on roads with a posted speed limit of 35mph, successfully designed to encourage drivers to take it to 50+mph (and they do), and there is definitely no 8-80 bicycle infrastructure; there aren’t even consistent sidewalks. Their only alternative to driving is to move. We know kids who grew up in places without transit or sidewalks, and to this day the thought of taking the bus terrifies them. Car culture doesn’t allow alternatives, and thus it traps people who are unable to drive, and similarly traps people who are able to drive into taking those who aren’t everywhere they need to go.

Our daughter has moved up to the Torker; our son has moved up to the Brompton.

Our daughter has moved up to the Torker; our son has moved up to the Brompton.

It doesn’t have to be that way, though, and here we are, hanging in in the new normal, proving that even carrying kids by bike can become unremarkable after a while. We see more families on the road with us every year; it makes the commute fun. When I was riding my daughter to summer camp earlier we saw another EdgeRunner with kids on it and she yelled, “One of us!” There are still plenty of people who haven’t tried it yet though. Every week, we get buttonholed by parents walking to their cars who say, “That bike looks awesome! Do you love it?” Yes. Yes we do. It’s still awesome.

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Filed under car-free, commuting, EdgeRunner, family biking, San Francisco

Is it too good to be true?

Two kids on our Kona MinUte, not an everyday thing

Two kids on our Kona MinUte, not an everyday thing

Our path to all-bikes-all-the-time did not always run smoothly. At various points, we got crappy advice (I have refrained for years from listing “San Francisco Bike Shops That I Hate” by name so I won’t start now), and at other points, we were unwilling to listen to good advice. Probably the best example of the latter was the Co-Rider/Bike Tutor debacle. The idea of an inexpensive front child seat for older kids on a step-through frame seemed so promising that we wanted very much to believe it would work. Even though the quite reliable and well-informed owner of Ocean Cyclery was leery of this seat, he installed it for us. When it dumped my daughter in the middle of a ride into a busy street, we realized that reality didn’t always conform to what we wanted to happen. Another depressing example was our issues with the terrible brakes on the first-generation Kona MinUte, which kept failing on steep hills with a kid on board (I’ve been told that the brakes on newer models are better). Our local bike shop, for the record, advised upgrading to hydraulic disc brakes on the MinUte from the beginning. Thankfully our kids were never hurt, although we had some very close calls. We have gotten better about listening since then.

Ages 10 and 7 and they STILL squeeze into a standard Bullitt box

Ages 10 and 7 and they STILL squeeze into a standard Bullitt box

We started down the family biking road before there were many resources or options. Now we have two monster cargo bikes, a Bullitt and an Xtracycle EdgeRunner, which can handle whatever we throw at them. They were not cheap, although I maintain that they are a good value. Part of what we paid for was versatility, and part of what we paid for was safety: there is no question that these bikes were designed to do what we do with them, and both the manufacturers and the bike shops where we purchased the bikes are committed to quality. We learned the hard way that this is something that matters because it is what keeps our kids safe. There are national standards in the US that define what features make a car safe(r). These standards do not yet exist for bikes, and that means that finding an appropriate family bike remains a question of trust.

File under "questionable ideas"

File under “questionable ideas”

Even back in the early part of this decade, the prehistoric years of US cargo bikes, there were more and less expensive options, and rest assured that I desperately wanted to believe that the less expensive options would work for us. So when people I had come to trust told me that the bikes I liked were not suitable for San Francisco, and that ultimately a safe and reliable cargo bike would cost much more than I had imagined spending, it was a very difficult thing to hear. I suspect that the only reason we were able to accept it was that we had already had a couple of bad experiences that came from believing there was a way to do what we wanted at a price that we liked. And there was not. We had to decide whether we were willing to (a) make family biking a sometimes thing, (b) risk our own and our kids’ safety, or (c) spend a lot more money than we had hoped. The family biking equivalent of “fast, good, cheap: pick any two” is “versatile, safe, cheap: pick any two.” It’s easy to find an inexpensive bike that’s safe for recreational family riding (short distances, mellow terrain, no weather challenges), or an inexpensive bike that can be used in many situations if you don’t mind risking your life, or an expensive bike that’s safe for daily riding with kids (like every day commuting, especially in annoying terrain). But the Holy Grail of a family bike that is inexpensive, safe, and suitable for carrying kids every day? A bike like this does not exist (yet.) I wish it did.

The fact that cargo bikes are much more expensive than normal bikes is almost always the thing that makes people want desperately to believe in things that are too good to be true. I’ve written about why cargo bikes cost what they do before. Cargo bikes are not expensive because their manufacturers and the shops that sell them are making huge profits; they are not. In more than one case, I have learned that bike shops are run by people who have chosen to make less money than they could in order to make these bikes more accessible. They do it for love.

We've been seeing more and more bikes like ours around the city: Solidarity!

We’ve been seeing more and more bikes like ours around the city: Solidarity!

I have reviewed a lot of bikes on this site. I have avoided reviewing even more bikes. I haven’t mentioned it before, but some of those choices have to do with safety, because quite frankly we have made enough mistakes. I’m not always a huge fan of the bikes I review, but the fact that I write about them at all means that I believe that they are safe enough to ride for at least some kinds of families, even if they’re not a good fit for mine. Over the years, I’ve frequently gotten questions about whether I am going to review a bike that other families are interested in buying. In some cases I haven’t reviewed them because I haven’t seen them locally here in San Francisco, or in Seattle, where my mom lives and where we visit regularly, and thus I know nothing about them (one example: Douze.) In other cases it’s not ignorance that keeps me from writing a review. I have ridden certain bikes that I would not be willing to put my kids on, not even for a test ride. I have been warned off riding certain bikes by people that I trust and who know me well enough to advise that I would not be willing to put my kids on them, not even for a test ride.

The bikes that I avoid reviewing almost always promise the three-fer: they claim to be versatile, safe, and inexpensive. They are often sold direct to the consumer, without the intervening reality check of a bike shop. There is not much point in naming names on the internet, because the manufacturers never last very long. Eventually people realize that the bikes are either not really versatile or not really safe, though more often it’s the latter. In the interim, though, I never really know what to say about the inevitable excitement that accompanies each new cargo bike that promises all the things but that makes compromises that ensure that I will keep my kids from even coming near it. I know that in the absence of reviews, or in the presence of reviews written by people who don’t regularly ride cargo bikes (reviews based on test rides in which the rider did not carry cargo of any kind annoy me), that each new bike makes a wildly compelling promise. Many people are understandably eager to believe—I know that I was—and end up buying a bike that at best will disappoint them. Yet in the slightly-modified words of my beloved dissertation adviser, these bikes ultimately fall of their own weight. They are too good to be true.

(All that said, one of these days I will start checking my blog email again (sorry, it’s been a weird time), and yes, I’m willing to name names off the internet.)

Looking out over our neighborhood

Looking out over our neighborhood

If you are in the market for a family bike, there is no such thing as truly objective advice. Manufacturers and bike shops want to sell you bikes, and they’re pretty straight up about that. Periodicals rely on reviewers who often don’t ride with kids, and they make money from advertising bikes so they’re unlikely to say anything negative. Bike reviews by family bikers are typically written by people who test rode a few bikes, bought one of them, and really like it, which doesn’t provide much basis for comparison or offer a lot of insight into newer models. Speaking for myself, although I have ridden many bikes and am financially unconflicted because my job doesn’t let me make any money or even request discounts, I don’t have anything like the resources to review all the bikes on the market, I think everybody should ride bikes for transportation because it’s cool, I can’t speak to the reliability of any bike that I don’t actually own, and what’s more even on my best day I am wildly idiosyncratic, have kids who have grown out of peak family biking age, and live in a place with unconventional topography.

Who can you trust? A while back I decided to trust family bike shops. Although they definitely want to sell you bikes, they are informed enough to compare different types of bikes, and know a lot more than I do about manufacturing quirks and reliability, which are critical issues that go way beyond what anyone can learn on a test ride. I realize that not everyone has the luxury of living in the San Francisco Bay Area or Portland or Seattle, where good advice is at worst a trip across town away. Yet many of these shops are run by people who will send long emails or talk your ear off over the phone, even though they may not expect it to result in a sale. I took advantage of this long before we bought our first cargo bike. And I have learned that when they tell me something is too good to be true, even though I don’t want to believe it, they are right.

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Filed under cargo, family biking, reviews

We tried it: Juiced Riders ODK U500

Well hello, long time no see. Both the world and I have been busy, in my case innocuously. I have a new fall class with about 120 students, and thus have missed multiple anniversaries that I try to mention. It’s been over three years since we sold our minivan and two years since we were able to buy our condo with the money we’ve saved. It’s been three years on the Bullitt and that’s still great, and a year on the EdgeRunner with no regrets. But I digress.

A black Juiced ODK in a clump of bikes

A black Juiced ODK in a clump of bikes

Over the summer we had a chance to try the Juiced Riders ODK U500, a newish midtail. Our midtail, the Kona MinUte, was our first cargo bike. Since then there have been other midtails released, including the Yuba Boda Boda and the Kinn Cascade Flyer, during which time the MinUte went in and out of production. The Bike Friday Haul-a-Day was a midtail in one incarnation, but according to Bike Friday has now stretched out to longtail length. At some point I realized the cleverly-designed but much-too-heavy-for-San-Francisco Workcycles Fr8 was also a midtail. However I think it is fair to say that the midtail category has not exactly been wildly innovative, as the best-case scenario is pretty much that manufacturers keep producing the same bike.

My daughter wondering why we couldn't stop taking pictures already

My daughter wondering why we couldn’t stop taking pictures already

What makes a midtail? In our experience it’s a bike with a rear deck that comfortably carries one kid on the deck. We have squeezed two smaller kids on the deck of the MinUte, because I’m not so good with “boundaries,” but I learned that if you do that kind of thing with any regularity There Will Be Blood, literally. With a very little kid the frame is sturdy enough to handle both a front seat and the kid on the rear deck, so carrying two kids is not impossible, but that will work only for a limited age range. Anyway, the ODK is a midtail by my reckoning because my two kids would not even consider the possibility of getting on the deck at the same time.

We tried the ODK while visiting Seattle and the always-amazing G&O Family Cyclery. My only regret was that Madi of Family Ride couldn’t come out with us, because I would love to have gotten her thoughts. Anyway, the ODK is unusual in a few ways. Most notably, it is sold only as an assisted bike. Since my reviews are way too long, here is my new obligatory six word review for those who don’t want all the blah-blah.

Juiced ODK: the assisted midtail slayer.

What I like about the ODK

  • The ODK is designed for cargo. A persistent complaint that I have had about midtails is that their decks tend to be really high,
    Pretty stable, even loaded

    Pretty stable, even loaded

    which makes them tippy, especially when hauling kids. That’s less of a big deal on a midtail than a longtail, because the deck is shorter so there’s less fishtailing effect. It’s less of a big deal for the tall than for the short, because the relative height is lower and thus more manageable. However it’s not trivial. I am not particularly short at 5’7” (170cm) yet I notice the tippiness of our MinUte, especially on corners, when it feels like the bike wants to roll over. The Boda Boda and the Cascade Flyer are built with the same high deck. The ODK shaves several inches off by using 20” wheels and the handling with cargo, especially moving human cargo, is noticeably improved as a result.

  • The ODK has a step-through frame. It’s a really low step-through as well, meaning that this bike can easily be ridden by the short or less-flexible. I went out on a test ride with Jen of Loop-Frame Love who pointed out that this would be a fantastic bike for seniors, and I agreed. However it’s also nice for people who have a kid sitting behind and thus cannot swing a leg around the back. The lower the top tube, the easier it is to get on and off.
  • The ODK has an extremely upright riding position. Not everyone likes this, but I do because it helps me see over traffic. With a kid (in this case my daughter) in the back, it also makes me feel less like I’m sticking my butt directly in her face, which seems gauche.
  • The parts on the ODK are formidable on even the cheapest model. Cargo bikes usually carry loads that strain parts to their limits, so the quality of the parts matters more than it might for solo riders. Hydraulic disc brakes are standard (Tektro Dorado for those who care about details like that) and it is immediately clear that they have the kind of stopping power that is appropriate for a fully loaded cargo bike. The shifting is smooth (3 speeds; this bike is assisted and not designed with a big gear range as a result) and the steering is easy. I have ridden enough bikes now that I can tell within a few seconds of getting on a bike whether the manufacturer is trying to save money by using cheap parts: Juiced Riders is not.
  • There are a lot of cool accessories that come with this bike, which I am happy to see is becoming more common for assisted and family bikes. It comes with fenders and a wired-in rear light. It offers a frame-mounted front basket, which is deep enough that not everything would need to be bungeed down.
  • Like all midtails, this bike is short enough lengthwise to be very maneuverable. The ODK is even more so than most midtails because it has 20” wheels, which allow tight cornering. The ODK is also fairly narrow. Overall, this makes it a very easy bike to park at the kinds of dreadful racks that grocery stores, movie theatres, and parking garages seem to have installed sometime in the 1960s and never replaced. The San Francisco standard bike rack, aka the parking meter, offers no challenge for the ODK; our Bullitt, as handy as it is, usually needs some coaxing to snuggle up to a meter.
  • The assist on the ODK, which uses a motor on the front wheel and a throttle on the handlebars is very, very powerful. I have
    At the top of the hill, Jen's turn

    At the top of the hill, Jen’s turn

    learned with some practice that you can add some pedaling power with throttle-assists, although this is not necessary, particularly with this motor. It did not even slow down on the steepest hill we could find in the surrounding neighborhood, which although it did not achieve San Francisco levels of aggression was nonetheless very respectable. As a devotee of pedal assists I have gotten used to contributing noticeable effort on my commutes, particularly when I’m carrying heavy loads like the kids. It was kind of intoxicating to relax and let the motor do the work, pedaling at roughly the level of effort I expended the last time I rode a beach cruiser on the boardwalk. I have seen ODKs on some disturbingly steep hills in San Francisco and now I know why. I don’t think there is much it could not handle, except maybe the 41% grade of Bradford Street in Bernal Heights.

  • The battery options are scaled to a level that allows you to use a lot of assist for a long time. This is a bike that’s intended to be used assisted most of the time; I have seen bikes like this before but they tend to have limited range. The three battery options provide ranges estimated from 40 miles at the low end to 100 miles at the high end. I typically slice estimated ranges in half given San Francisco’s topography; even after this those estimates are very respectable. I rode the model with the biggest battery, and despite my going up and down big hills a few times with my daughter, then having a friend do the same thing, the battery didn’t seem to drop a single bar.
  • The ODK is ridiculously, laughably affordable for an assisted cargo bike. The version with the smallest battery is $2200, and that includes the fenders and the rear light (the front basket is extra). Especially considering the quality of the parts, this is an unbeatable value. Upgrading to the biggest battery adds another $1000 to the price, and that’s still a good price relative to its competition.

What I don’t like about the ODK

  • When you put the kind of battery that can give you 40 or 100 miles of range (maybe) on a bike, you make it really, really heavy. The ODK is really, really heavy. To Juiced Riders’ credit, they are actually willing to report the weight of the bike; with the smallest battery it comes in at just shy of 70 pounds according to their specifications. The version with the biggest battery, which I rode, weighed so much that I couldn’t even lift it. This is not a bike that could be put on an overhead rack or a bus rack, even though it is short enough to fit. It is not a bike that you could carry up the stairs. It is a bike that is, shall we say, permanently wedded to the ground. If you don’t have street-level parking, this may not be a good choice. On the up side, the bike thieves that break into garages with pickup trucks around my neighborhood might very well end up leaving this bike behind rather than risk throwing their backs out. So there’s that.
  • Aesthetics are admittedly in the eye of the beholder. However to this beholder, the ODK is a punishingly ugly bike. This is not
    Eh. Looks aren't everything.

    Eh. Looks aren’t everything.

    the kind of bike that will draw compliments from strangers. The ODK is built for practicality and value and it shows. I hoped with time it would grow on me, and have a certain “so ugly it’s attractive” kind of appeal. I regret to report that this did not happen. Even almost six months after my first exposure and even though I genuinely like this bike, looking at the ODK hurts my eyes. Even the controller is unattractive.

  • The ODK has a twist throttle assist operated by hand, not a pedal assist that operates as you pedal, and throttle assists are the kind of manufacturing choice that makes me question how serious a company is about commuting. Even during the test ride, operating the throttle was starting to hurt my wrist. This is admittedly a personal preference, but it’s less personal than my aesthetic opinion, because I suspect that a long ride on this bike could become unpleasant. There is a “cruise control” option, which I am sure would be fine on an extended ride on a multi-use path, however my longer rides tend to be city rides with a lot of stop and go. This issue isn’t insurmountable, as the ODK is inexpensive enough for an assisted bike that a bike shop with the right experience could convert this to a pedal assist at a price that would still make the ODK a good value. However it would be far better if Juiced made pedal assist an option, even if it were a more expensive option. Not everyone lives near an experimentally-inclined electric bike shop, it would be more cost-effective if the manufacturer did it, and it would not risk voiding the warranty. And it would be better for commuters, particularly commuters with kids, for whom every available hand matters pretty much all the time.
  • The 20” wheels on the ODK make the ride a little bumpy and slow; this is a tradeoff for the low deck and maneuverability. Any speed you pick up on this bike will be coming from the assist, and you will care about the quality of the pavement.
  • The ODK is not really designed for carrying kids. Apparently the rack makes it possible to mount a Yepp Maxi, which is good.
    ODK with Yuba kid hauling parts

    ODK with Yuba kid hauling parts

    A bike I saw, however, although set up with Yuba accessories for an older kid (probably a better fit for my daughter, age 6), which were nonetheless a little limited; foot pegs and wheel skirts were not available, for example. (I have had some concerns in the past about the quality of some of Yuba’s parts, but I definitely appreciate that they are all-in on the kid-hauling accessories.) Like our Kona MinUte, setting up the Juiced ODK for kid hauling requires some hacking and creativity, probably from a bike shop with experience with the bike and with these kinds of accessories in stock.

  • The ODK’s standard one-sided kick stand is pretty much a joke for a bike that is supposed to haul cargo, as with any load that wasn’t perfectly balanced it’s likely to fall over, unless it were windy, in which case it would definitely fall over. Juiced offers a center stand option that I did not get to try. Like hydraulic disc brakes this is the kind of thing that should be standard on cargo bikes.
  • Like any assisted cargo bike, the price point on the ODK is a big jump for people who are used to solo unassisted bikes. It’s a good value for what it’s offering, but it’s still out of reach for many families.

Things I’m clueless about

  • Juiced Riders as a company is new to me so I can’t speak to the long-term reliability of this bike, or the support that the company will offer. It’s a good sign that it’s invested in high-quality parts, and that it seems to be working with shops that have a good reputation. However there’s no way to know for a while.

Overall, I was impressed with the ODK. The midtail bike market has been pretty stagnant in the last few years and the ODK offers a lot of significant improvements for people looking for an assisted cargo bike. The lower deck and step-through frame alone are long-overdue innovations for midtail bikes. Because of its weight, its throttle assist, and the limited accessories for kid-carrying, it won’t suit everyone’s needs. Nonetheless I’ve seen enough of them around San Francisco now that it looks like they suit a lot of families very well. Within a minute of riding it I thought “this is the midtail slayer” because even though it has some obvious limitations, it fixes so many of the problems I have had riding other midtails. It might be ugly, but it can really haul.

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Filed under cargo, commuting, electric assist, family biking, reviews, San Francisco, Seattle, Uncategorized, Yuba

“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.

 

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

We tried it: Butchers & Bicycles MK1-E

I am one of the worst people on earth to offer an objective opinion about a tricycle. We have tried them before and the experience was off-putting. My conclusion then was that trikes are great when stopped and terribly unstable in motion, which is just the opposite of bicycles, and also diametrically opposed to my transportation needs. There are lots of reasons that a tricycle could work for other people: for example, the Exploratorium has an XL Bakfiets that it wheels along the Embarcadero and sets up with little science exhibits for people walking by. This is a perfect use for a trike.

My family is not a museum, however, and I have had a chip on my shoulder about trikes since August of 2012. But a while back I started hearing about a different kind of trike, a tilting trike, which seemed to resolve one of my biggest issues with tricycles, namely that they are a bear to turn. The first Butchers & Bicycles promo trailer I saw did something I had previously thought was impossible: it made a tricycle look kind of badass. What’s more, there was an assisted version, which held the promise of allowing a tricycle to move at speeds approaching those of a bicycle and to go up hills, which were some of my other major issues with tricycles.

I was ready to get over years of tricycle-skepticism, so the weekend before we went to Europe, we rented an MK1-E from Vie Bikes, which as I’ve mentioned before is rolling out their family bike rental program in San Francisco, and presumably eventually the world, and which is amazing because it means that you don’t have to travel to another city (as we did) to try a bunch of different family bikes. And as is fitting for San Francisco terrain their rental bikes are all assisted, because second-hilliest-city-in-the-world-and-yes-it-gets-windy-here-too-blah-blah-blah. My take: the MK1-E would never have been right for us and it’s got some kinks to work out, but it could definitely be a good fit for other families. My six-word review?

MK1-E: first trike I’d ride twice.

And here it is, the MK1-E.

And here it is, the MK1-E.

Some terminology: there are at least two kinds of tricycles. Some have two wheels in the front, and these are called tadpole trikes. Some have two wheels in the back, and these are called delta trikes. The MK1-E is a tadpole trike, which allows you to carry the kids in front.

What I liked about the MK1-E

  • The tilt-steering is amazing. Whee! Sure, it looks cool in the videos. Nonetheless I tried to assume nothing, because I have been fooled before. And anyway this is a Danish trike and Kierkegaard tells us to trust our own senses. However if you trust mine, I can attest that turning this trike is just as fun as it looks, and super-snappy as well. It makes tight turns, the kind of turns that seem unimaginable when looking at it. Because it’s quite short, I would even go so far as to call it nimble (for a cargo bike/trike).
    Here I am figuring out the tilt steering with an empty box.

    Here I am figuring out the tilt steering with an empty box.

    Warning: this kind of agility does not come intuitively to the inexperienced rider. The usual rules for test-riding cargo bikes apply: do not be fooled by the fact that trikes are stable when stopped (years of test-riding cargo bikes and yet I was fooled). It takes some practice to get the hang of riding a tilting trike and I would suggest practicing with the box empty. I went around the block a couple of times and was then ready to haul some real weight. No problem. My squealing cargo enjoyed the tilting turns too.

  • The box is swank. Like a Bakfiets, the MK1-E allows the kids to sit straight upright with their legs at a 90 degree angle. Trikes are all height and width, unlike trailers or longtails. What’s more this trike, like a lot of the European kid-haulers, puts a lot of effort into their comfort. The bench seat is padded (and has a locked compartment inside) and there are three-point belts. The weather cover is unbelievably well-designed. It is tall enough that my 9-year-old didn’t bump his head and has waterproof zippers that allow you to
    My two older kids fit easily in the box, which is kind of amazing, really.

    My two older kids fit easily in the box, which is kind of amazing, really.

    open the front and the back for ventilation. The front door to the box is more like the door of the cabin we rented at Camp Mather than anything I had seen on a bike/trike before. Part of the reason I tried to ride with the kids in it at first is that they saw that box, dove in, and didn’t want to get out. And although my kids are a bit old for the target market at ages 6 and 9, they both fit just fine in there. There is a little box behind their heads as well, where the battery is stored (more about this later) and which has extra room for a small bag. If you took two kids shopping they’d end up with bags piled around them for sure, but you could probably add a shopping cart’s worth of stuff on top of those two kids that way.

  • The kids sit in front. I’ve waxed on about this many times before, so I’ll keep it brief: having kids in front is awesome, it’s easier to talk with them, it’s easier to break up fights if more than one kid is in there, you don’t have to worry about what’s going on, etc.
  • The MK1-E has a front stand. The trikes we’ve ridden in the past didn’t have parking technology. You stopped pedaling and (ideally) it stopped moving, the end. This raises some issues. First, good luck stopping on a hill, or even a mild slope. Second, with a tadpole trike, when the kids climb into the front of the box, it can tip forward and go into a nose stand. This kind of thing is disconcerting at best and dangerous at worst, and back in 2012 led to an “I’m not getting back in there” protest from my son. Apparently someone at Butchers & Bicycles had the same bad experience that we did, because there is a pedal that allows you deploy a super-stable 2-legged stand right at the front of the box. When the kids climb aboard the trike will not tip. To raise the stand, push the trike forward and up it goes.
  • The parts on this trike are really nice, suggesting that the manufacturers assumed that you might be riding in conditions that are not ideal (e.g. a flat, separated path with no cars, no other riders, no pedestrians, and no traffic signals—in other words, the kind of conditions shown in all cargo bike ads and never experienced by their actual riders). Yes, Virginia, there is a tricycle with hydraulic disc brakes, and it is called the MK1-E. The rest of the parts are in the same class. Butchers & Bicycles did not stint.
  • This trike is assisted, and the assist is a mid-drive, which tend to be powerful. It’s a fully-contained system and built into the trike. It comes on smoothly and is powerful enough to move this
    Here's the Bosch assist, looking very subtle.

    Here’s the Bosch assist, looking very subtle.

    trike, which is not light by any stretch of the imagination, up some meaningful hills. It is also almost completely silent, which I did not expect. The controller is intuitive, and placed next to the left grip where it’s easy to adjust. Using this assist with a fully-loaded trike on the flats or a mild incline is like flying; in the park, whizzing along, I felt like Batman. This is not an experience I associate with a lot of cargo bikes, our beloved Bullitt excepted. There’s something about going fast with a load in front that evokes it.

  • This trike is clearly built for commuting. It has the NuVinci n360 drivetrain, which I’m not sure I’ve discussed before, but which I’ve also tried on an Edgerunner. Basically it’s an internal hub with an infinite number of gears, which you adjust by turning the gear grip so that your little avatar bicycle in the view window on the handlebars appears to be riding on the flats or riding up a hill, to reflect the actual terrain around you. And then the gears do the thing without you having to worry about petty details like which number makes sense for this hill, because there are no numbers. It’s an internal hub, so you can shift while stopped. The chain is enclosed, and the MK1-E has daytime running lights, fenders, a bell and a rear rack: all the usual suspects.
  • Everything is adjustable. I started out with the seat down low, as I always do on test-rides, but this is not really necessary with a trike, so I popped it up; you can do this without tools because it has a little flip lever for just this purpose. However unlike a quick release, the seat post is not removable, so having this feature doesn’t increase the odds that someone will steal your saddle. The handlebars are also adjustable using a lever, just like on the Bullitt; a couple of blocks into my ride I was feeling a little cramped and then realized, hey, I can just raise the handlebars, so I did. I don’t know the official word on what size rider can handle this trike, but I suspect it’s a very wide range indeed. With the upright posture you have on a trike, the reach is not going to overwhelm the short, and the seat and handlebars can go way up for the tall.
  • The trike is very short, with respect to length. Next to the Bullitt, viewed from the side, it looked tiny. And yet it is still a real cargo… bike-like thing with wheels that I’m trying really hard to
    It was hard to get these two lined up evenly, but the MK1-E is shorter both front and back.

    It was hard to get these two lined up evenly, but the MK1-E is shorter both front and back.

    avoid calling a bike because it’s a trike. This is handy on turns and also could be useful in certain parking situations, where length is an issue. There are several questionably-placed bike racks in San Francisco that spring to mind.

  • No worries about stopping and dumping the kids. It won’t tip over if you don’t get a foot down, because it’s a trike, and trikes are stable when stopped. This is very hard to get used to if you are even an occasional bike rider. At red lights I kept trying to stabilize the MK1-E, which eventually I pictured kind of rolling its eyes at me.
  • As usual, a decent front-loader will set you back several grand: the MK1-E lists at $6200, while the unassisted version is a somewhat more palatable $4300. Seats, seat belts and rain hoods are extra.

What I didn’t like about the MK1-E

  • Tricycles are wide, like as wide as houses, and the MK1-E is no exception. This is the obvious tradeoff, of course, for being short and giving the kids lots of headroom (curse you, Euclidean geometry). The MK1-E owned the bike lane and sometimes even more. I wasn’t particularly worried about getting doored, because that front box would most
    Side by side, however, the Bullitt appears much smaller than the MK1-E.

    Side by side, however, the Bullitt is much narrower than the MK1-E.

    likely take out the distracted driver’s door and not even rattle the kids inside, but it did mean that there were times in traffic when I couldn’t pass like I normally do. When I rode it on and off the sidewalk to park, or in front of our house, I realized pretty quickly that my usual “go up through the curb cut” method was not working, because the trike is so wide that only one wheel could fit in the curb cut and the other one either slammed down or had to be wrenched up. The MK1-E made me a driveway-spotter, because I needed that kind of width. It was a little nerve-wracking getting it through the bollard-protected entrance path to Golden Gate Park the first time I tried. We chose a narrow bike for its maneuverability in San Francisco; this trike is far from that. If you’re used to riding with a trailer, the MK1-E would probably be an improvement, because the width is in front so you can see whether the load you’re trying to thread will fit, but if you’re used to a bike, it is definitely an adjustment. What’s more, there are lots of situations where a wide tricycle will be very difficult to park. Poorly placed bike racks are often too close to each other, or to nearby bollards or street lights, and that front box takes up a lot of room.

  • The battery does not fit tightly inside its compartment. What that meant was that when I went over a serious bump, it disconnected and the assist turned off. The first time it happened I thought I had overheated the assist going up the hill, and trying to go up the hill behind the Conservatory of Flowers on a big heavy trike unassisted is pretty much the opposite of fun. For the record I was bringing it like a boss up that hill while unassisted, albeit a slow and deliberate boss. However it is not really
    The not-entirely-secure battery. Maybe I should have put a purse on top of it to hold it down.

    The not-entirely-secure battery. Maybe I should have put a purse on top of it to hold it down.

    supposed to be possible to overheat a mid-drive assist (so far I have not been able to manage it, anyway). The guy from Vie realized what had happened when we swung back to grovel about breaking the trike in less than 20 minutes. He reconnected the battery and showed me how to do it as well. So okay, but then I went over the streetcar tracks, and it disconnected again, and then hit an asphalt crack, and it disconnected, and criminy. So I started thinking, “Maybe I could get a mini-bungee, and find a way to strap it down, I wonder if there are attachments…” And then I thought, “Wait a minute: shouldn’t a battery that stays put when you ride over a bump really be a given on an assisted trike?” Our BionX battery locks into place, and now I know it’s not just to keep it from being stolen. I’m sure that any of the shops carrying the MK1-E, which seem to be excellent, can kludge a fix for this issue, but this is actually the kind of screw-up that made me wonder a little about the build. Going over uneven pavement is a fact of life, so much so that it even happens sometimes in the cycling paradise that is Copenhagen. Maybe I am overly paranoid.

  • The assist [note: see comments below as this motor has since been upgraded]  is what I have begun to think of as “European-style” and that is my new shorthand for an assist that it is not necessarily ideal for the hard-riding conditions endemic to hilly cities on the west coast of the United States. It comes up gradually, and there is no boost button, so you can’t get a fast start at an intersection. It won’t give up on a hill, but when fully loaded on a steep hill you will be working really hard, and going really slowly. For the purposes of comparison, Matt and I hit some of the serious hills around our neighborhood (some of these go up to a 25% grade, although we stayed in the 12%-18% range), figuring that our bike and trike could take it, which for the record, they both could. I was carrying our daughter on the MK1-E and Matt was carrying our son (who is heavier) on the Bullitt, which we recently upgraded to the BionX D assist. And he skunked me every single time. We’d start out together and I would be working harder and harder as he peeled away, he’d reach the top at about the point that I got 2/3s of the way up. Then he’d wait for me, not even breathing hard, and I would be panting and ask to take a little break before we went up the next hill. For a while he thought it was funny, but eventually it became clear that the boys were getting bored of waiting around for me (“Are we done yet?”) To be fair: I am the weaker rider of the two of us. And also to be fair: the assist will not quit and strand you in the middle of the hill, which the old BionX would do sometimes when pushed to its limits (we have not yet reached the limits of the BionX D). But good grief, it was hard. It is no Stokemonkey.
  • While the assist won’t give up, I found that on the steepest hill we rode, the trike’s steering got away from me. The good news is that it’s very hard to dump a trike, so I didn’t. It was still unnerving. I wanted to see what
    Check out that cover; super-sleek.

    Check out that cover; super-sleek.

    the assist could do, so we headed up the hill to the kids’ old preschool, which is perched on the edge of Mt. Sutro and easily the steepest hill we’ve ever ridden on a daily basis. And as mentioned, it kept pumping out the power as I struggled up, but about halfway up the weight of my daughter got away from me, at which point the MK1-E did what I think of as “the trike thing” and dove for the curb. We drifted over and I walked it back down (no problem thanks to the hydraulic disc brakes). So… I’m not sure what to make of this. I suspect that I would get better with the handling over time; this was, after all, my first ride on this trike and it had been three years since I rode any other trike. Perhaps more relevantly, that’s a real nightmare of a hill, way outside the range of most people’s daily rides. So while I didn’t like it when it happened, it’s not ever going to be an issue for people living in places like Portland, or even the less outrageous neighborhoods of Seattle and San Francisco. However, that’s what will happen on the MK1-E at the limits of your strength and/or riding ability on a steep hill. Now I know. [Note: see the comments below, the MPF assist on this test bike has since been upgraded to the Bosch, which is both more powerful and noisier according to commenters.]

  • It weighs a ton. To the extent that I have any intuition on these things, it felt like it was on the heavier end of the family carrying bike/trike set. Some of that is because of all the lovely features that have been piled on (tradeoffs!) Some of it is probably the nature of the tricycle riding experience (seated upright, pushing a third wheel, etc.) I would love to try the Bosch mid-drive on a lighter bike to see how it handles the same hills, and get a fix on how much of the effort I needed to put out was simply a function of how much weight it was pushing.
  • Here I have to make my usual complaint that cargo bike (and trike) manufacturers seem to focus on either the front end and ignore the back or vice versa. The MK1-E has a rear rack that can hold panniers and I believe a Yepp seat, so it’s actually doing pretty well on that score, but because we have so much experience now with the more versatile racks on midtails and longtails, I would love to see a front-loading bike or trike that came standard with things like a towing rack. This is a minor quibble, but I keep mentioning it in the hope that one day the universe will respond

Things I am clueless about

  • We did not have occasion to test the battery power. I have no idea what kind of range this trike has while assisted.
  • This is a relatively new company and bicycle, so there’s not much to say yet about people’s experiences with it. Having excellent parts is a good sign with respect to potential longevity of the trike, however.

 

Matt made me stop to get this picture; I was totally booking here.

Matt made me stop to get this picture; I was totally booking here.

For reasons of width alone, we would never have seriously considered the MK1-E for ourselves. We are narrow-bike people all the way, because we live in San Francisco. However (assuming that the battery were firmly attached) I can imagine lots of places and situations that this trike would be a great choice. I was particularly impressed that it could fit two older kids so easily. And outside of the extreme situations I put it in, it is a lot of fun to ride. I’ve ridden a lot of family bikes now, and there are some I feel no great desire to ride again. But this trike? I would totally ride it again, as long as it wasn’t anywhere too steep.

 

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Filed under Copenhagen, electric assist, family biking, Portland, San Francisco, Seattle

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.

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