Tag Archives: bike commuting

The city and the city

This is light traffic by the standards of a driving commute in San Francisco.

This is light traffic by the standards of a driving commute in San Francisco.

Today, thanks to a complicated sequence of planned afternoon events, I took the shuttle to work. I was surprised to realize that this is the first time I’ve ridden a bus instead of a bike in months.

The university shuttle, compared to Muni, is fairly palatial. You always get a seat, there are no stops between most destinations, and people are quiet. A lot of people work on the shuttle, but now that we drive so rarely, I’ve found that I, like the kids, tend to get a little carsick. So I looked out the windows instead, which helps.

The city that I saw on the shuttle is very different than the city I see on a bike. The bus got caught in traffic at one point, which was unnerving (San Francisco keeps postponing the implementation of Bus Rapid Transit lanes). And most of what I saw on the way to work was roads and cars, an endless expanse of gray asphalt and metal. It was unpleasant. The bus is high enough that I could look down on cars, which were filled, almost without exception, with drivers texting on their cell phones. I did not find that reassuring. And from my perspective, every car I saw, even the “compact” cars, was comically oversized for its typical load of one or two people. People on foot sprinted across major intersections. The city I traveled in today is filled with noise and fumes and traffic. It feels dangerous and unwelcoming.

At the Japanese Tea Garden in Golden Gate Park

At the Japanese Tea Garden in Golden Gate Park

I normally ride to work through Golden Gate Park and on back streets, and aside from a few transitions on major roads, the trip is quiet. I ride either in the park or on back streets lined with trees. My city is mostly filled with bird song and nature and brief conversations with people walking to work. “Please,” I say, “go ahead.”

No cars allowed

No cars allowed

I live in one place, but it contains two cities. I realize now why I haven’t ridden the shuttle in months. Why would I want to?

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Filed under commuting, San Francisco, traffic, Uncategorized

How much does a bike like that cost?

Apparently these bikes are interesting.

Apparently the Bullitt is interesting.

People like to ask me how much our bikes cost. Usually this question comes when we’re riding the interesting bikes. I understand the impulse, but I almost never get these questions from the kind of people who normally ride bikes, people that I know have a sense of what bikes actually cost. It usually comes from the kind of people who say in the next breath, “It looks like it would be expensive; like: $200!”

Yes, sure. My “expensive” bike cost less than your mattress or the flat-screen television you keep in the kitchen. Riding bikes for transportation is cheap, but unless you get the bike for free, it’s not that cheap. And nobody picks up a free Bullitt at the dump.

The Bullitt is an expensive bike (and if you really want to know what it and bikes like it cost, check out my family bike reviews). Announcing how much we spent while standing around the park seems likely to encourage eavesdroppers to try stealing it. I finally came up with some decent answers. “It cost less than half of what we got for selling our six-year-old minivan!” I say. “Can you believe it?” Here in San Francisco, there are other meaningful comparisons. I sometimes tell people it costs about as much as a Vespa (this is true). “But a Vespa couldn’t carry my kids, of course, and I don’t have to pay for license or registration or gas—it costs a few cents to charge this bike up and ride for 30 miles! Or more!—and the maintenance cost is basically nonexistent. Can you believe it?”

I suppose I should use another picture of the Brompton sometime.

I suppose I should use another picture of the Brompton sometime.

I still never know what to say when people ask me what our Brompton cost. Usually something like, “Well, it depends on the options.” This is true, but it’s kind of lame.

Luckily for me, bikes really do cost less to maintain than scooters or cars, because right now the Bullitt is in the shop and won’t be fixed until Splendid Cycles comes back from vacation next week at the earliest (something has gone awry with our customized front shifter). Its long vacation has turned out to be a bigger hassle than I expected given that we have backup bikes. Now that we’re used to having a real cargo bike, it’s crazy-making to not be able to haul big loads and cover the kids in the cold or the rain.

Come back, Bullitt.

Come back, Bullitt.

But it’s not going to cost a thousand dollars to fix. It’s not like repairing a car. And this confidence I have that even the most depressingly expensive bike repair is easy to cover from our monthly cash flow is probably the best news of all. How much does a bike like that cost? Over the long term: nothing worth mentioning.

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Filed under bike shops, Brompton, Bullitt, family biking, San Francisco

How to get a bike for free

One of these things is not like the other.

One of these things is not like the other.

Recently I visited San Francisco’s waste management center. My university is a shared governance institution (often more in name than in deed) so I am expected to do service. One of my appointments is to the campus-wide Sustainability Committee. I also had to pick a sub-committee, and I asked for Transportation, because I am all about the bikes. But everybody wanted Transportation and I’m pretty junior, so they put me on Zero Waste instead. Anyway, all members of the Zero Waste sub-committee were asked to take a tour of San Francisco’s waste management centers. My first field trip!

San Francisco’s waste management is run by Recology, one of the country’s largest employee-owned cooperatives. San Francisco diverts 80% of its waste from landfills, better than any other municipality in the US and most countries in the world. The city’s goal is to be zero-waste by 2020. The university, which is Recology’s 2nd largest account, is hanging in at 63%. San Francisco has reached this point by implementing aggressive recycling efforts (including prosecuting recycling poachers), creating a hugely successful composting program (in part by instituting a $1,000 minimum fine for throwing compostables in landfill bins), and to a certain extent, by taking advantage of a quirk in how diversion rates are calculated (albeit no more than other cities and countries do).

This is some of the art made from found materials at the transfer station.

This is some of the art made from found materials at the transfer station.

Our tour was absolutely fascinating. Recology does not allow photos of most of its operations, because there are apparently trade secrets in the world of waste management. I realize that the dump is not a traditional tourist attraction, but if you happen to be in San Francisco, it is definitely worth checking out.

Our visit started at the business office, where we picked up hard hats and met the sales staff. “I’m Maria,” said one woman who looked like a supermodel heading down the catwalk. “I handle the city accounts, and I’m a dumpster diver.” From there we headed to the recycling transfer station.

If you have seen Toy Story 3, the recycling transfer station will feel somewhat familiar. Trucks enter the building (1/3 of its power is generated by solar panels on the roof, because that is how Recology rolls) and dump recyclables onto the floor. From there they are moved by giant front loaders onto even more giant conveyer belts that sort out paper, plastics, metal and glass as they lift materials to the second floor. The Toy Story 3 feeling comes both from being surrounded by garbage and from feeling like a tiny mote in a giant machine. The amount of material being moved through the transfer station is simply mind-boggling. It was difficult to grasp its scale. On the second floor, the materials the machines could not handle are hand-sorted. Watching this process made me despair for humanity, as my fellow San Francisco residents seem unable to grasp the concept of what belongs in the recycling. Dozens of workers attempted to pick out plastic bags, clothing, plastic bottles of motor oil, ad infinitum, from paper destined for bundling and eventual recycling. It was impossible. They aim for 90% appropriate materials in the bales, we were told. That should be easier than it is. The relentless efforts of the hundreds of garbage-snatching seagulls didn’t help matters either.

Is artistic reuse recycling, upcycling, or something else entirely?

Is artistic reuse recycling, upcycling, or something else entirely?

Recycling is a tricky concept. Some things are recycled and some are only kind of recycled. Glass and metal containers and shards are melted down and turned into more glass and metal containers. Concrete is smashed into sand and turned into more concrete. Although the process is energy intensive, these are closed loops.  These products are recycled. Paper is kind of recycled. High quality paper, like office paper, is usually turned into low-quality paper, like paper bags. Low-quality paper is turned into even lower-quality paper, like tissues and toilet paper. The tissues can go into the compost, but the toilet paper goes to landfill by way of the sewer system. The more non-paper waste that gets mixed into the paper, the less likely it can be reclaimed for higher-quality recycled paper. Rigid plastic is down-cycled. Assuming it isn’t thrown away outright, it gets one more use; bottles turn into plastic lumber or carpet or fleece, but once these materials wear out, they all go to the landfill. And soft plastics all go directly to the landfill, although only after Recology workers spend six hours out of every 24 picking plastic bags out of the recycling machinery. Less than thirty minutes into the tour, I was completely convinced that I should never buy another item wrapped in soft plastic. This is surprisingly hard, even in San Francisco.

The university facilities representative leading our group was less sanguine about San Francisco’s 80% diversion rate. Diversion rates are calculated by weight, and San Francisco recycles a lot of concrete. By volume, the endless sea of plastic is a much bigger problem, and landfills, of course, are packed by size and not by weight. Other universities in California also claim diversion rates of 80% but only, he said, “because they tear down buildings or repave parking lots every year.” Construction and demolition, as well as aggressive composting at San Francisco’s many restaurants and parks, boosts the calculated diversion rate. He estimated, glumly, that San Francisco residents are recycling and composting at most 40% of the waste that they could. And that this is the best rate in the country.

More art from reclaimed waste

More art from reclaimed waste

From the recycling transfer station, we headed to the main facility, where household waste, compost and landfill waste are packed up for their eventual destinations. Recology served us a nice lunch on plates and silver diverted from landfill, showed us an upbeat little movie, and answered questions. I was not brazen enough to ask whether the food was dumpster-dived, but after seeing what people throw away in this city, I would not be surprised if it was. We had lots of questions. I learned that you can recycle (okay, down-cycle) dental floss containers because they are rigid plastic; removing the metal cutter is nice but not necessary. Dental floss itself, however, is uniformly made of plastic and messes with sorting machinery and should always go in the landfill bin. Toothpaste tubes, tetrapaks: landfill. The soft plastics “recycling” bins at grocery stores that supposedly send plastic bags to be turned into park benches? Our facilities representative reported that almost no store will say where they’re actually going, so they’re probably being sent straight to the landfill.

The most hated word at Recology turned out to be “biodegradable.” Nearly everything is biodegradable eventually, they said. But people think that means it can be composted. It cannot. “Compostable” is a legally binding term in the state of California; if an item says it is compostable and it’s not, the state will levy massive fines. Biodegradable is a weasel word intended to sidestep the law. So “biodegradable” materials and bioplastics: landfill. The plastic keeps the biological material from composting, and the biological material contaminates the plastic. That was depressing.

More art from the gallery

More art from the gallery

Much less depressing was the visit to the Artist in Residence program, where artists are sponsored to create projects out of whatever they can find on site. Much of the art was wildly impressive, and there are regular shows where it can be viewed, as well as an outdoor sculpture garden. Many of the other sites showed where visitors came to drop off household waste sorted through it; construction debris is sorted, furniture is donated to thrift stores, electronic waste and batteries are sorted by type. Recology was also pioneering Styrofoam recycling; clean packing materials were compressed into thin, heavy sticks that could be used for things like crown molding. The process is hopelessly expensive and energy-intensive so it’s more of a demonstration project than a feasible way to handle waste, but it was interesting. The inevitable seagulls were controlled by an on-site falconer who kept four hawks circling all day. Recology had tried bottle rockets, netting and dogs, but the hawks were the most effective. We did not get to tour the compost transfer station, probably the biggest success of the program; San Francisco’s compost is used by California wineries and farms. And I got to take some compost home to show my kids what putting food waste in the compost bin, which they do diligently, really meant. They were completely floored.

Our old seat cushion went to the Pit. Is there any alternative?

Our old seat cushion went to the Pit. Is there a better alternative?

Our last stop was The Pit. Everything that goes into a black bin in San Francisco is dumped, unsorted, into The Pit, shoveled into tractor-trailers, and trucked to the landfill. The Pit is huge. It runs 24 hours a day and seven days a week. There is a smell. Trucks enter at the top level and drop their loads. The sounds of breaking glass and the efforts of occasional seagulls to snatch food make it pretty clear that a lot of what’s in The Pit could be recycled or composted (efforts to assess it suggest that two-thirds of what’s in The Pit could be diverted). Bulldozers shovel the waste into waiting tractor-trailers below. The process never stops. It is difficult to describe the feeling of watching massive piles of trash build and be shoveled away, endlessly. It turns out that material in landfills does not biodegrade. Everything that goes into the landfill is forever. I will never look at a garbage can the same way again.

This is how we shop now.

This is how we shop now.

I see now why were asked, as part of our service on the Zero Waste sub-committee, to visit Recology. This is the best that the United States currently has to offer in terms of waste management, and that was sobering. At home, post-tour, we are now uncompromising in using cloth produce bags (we had always used cloth grocery bags) at the farmer’s market and we don’t shop at Trader Joe’s much anymore, because there’s almost nothing to buy there that’s not wrapped in plastic. We now buy milk and yogurt in glass, and everything else in bulk. But mostly, we are buying less, because everything we buy must eventually be handled somehow, and packaging is not free.  It is probably not a coincidence that this month’s grocery bill is half of last month’s.

I am familiar with life-changing experiences by now, and this one didn’t require a trip to Copenhagen. I only had to ride across town.

But I promised to tell how to get a bike for free. The answer is to work for Recology. One of the tour guides mentioned that he never had to take his own bike to site visits and lock it outside, because he could always pick out a nice bike from the garbage. Recology workers never have to worry about San Francisco’s rampant bike theft. He admitted that the last bike he picked up was better than his commuter bike, “way more gears for the hills.” It’s entirely possible that anyone could show up at the dump and ask for a bike.

This is our refrigerator post-tour. We are trying harder.

This is our refrigerator post-tour. We are trying harder. (The glass jars are sold by Cole Hardware in San Francisco for thrift store prices, luckily for us.)

At Recology they suggest people stop calling the things in bins “garbage.” A better word for the many unnecessary things we throw away is “waste.” And a free bike is the least of it.

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Filed under advocacy, commuting, San Francisco, zero waste

Bicycles in New York

This ridiculously hipster hotel is where Matt's company put him up. He called it the porno fantasy hunting lodge.

This ridiculously hipster hotel is where Matt’s company put him up. He called it the porno fantasy hunting lodge.

Matt spent last week in New York. While he was there, he remembered that what I always want is pictures of bicycles in new places.  There has been lots of discussion of New York City’s commitment to creating major-league cycling infrastructure. From Matt’s admittedly very short-term visitor’s perspective, they’ve been successful.

You too can ride the streets of New York.

You too can ride the streets of New York.

When we went to Copenhagen in 2011, we had no idea that it was one of the bicycling capitals of the world. Probably the only reason we even bothered to get on bikes at all was that bike rentals were advertised on literally every corner. And what a life-changer that turned out to be. To rent our bikes all we had to do was cross the street to the shop directly in front of our apartment and ask. We delayed even that for a while because we assumed they wouldn’t be able to put child seats on our bikes, which was silly in retrospect. We could have spared ourselves days of tedious walking just by asking. New York has enough of a cycling culture now that bike rentals were everywhere too. Alas, no bike share yet.

I have yet to see cycling infrastructure this good in San Francisco.

I have yet to see cycling infrastructure this good in San Francisco.

San Francisco has a separated cycle track in Golden Gate Park, but it’s not protected from cars by anything but paint. Neighbors also objected to painting the bike lane green to differentiate it from parking, claiming that it would look too obtrusive (in a park!) I like the lanes in the park anyway, but the protected lanes on Broadway in NYC make them look pathetic.

Bikes only; the rest of you can circle endlessly.

Bikes only; the rest of you can circle endlessly.

I rode to downtown San Francisco last Friday afternoon. It took less than 20 minutes door to door in the middle of Christmas shopping season, and I parked right in front of the building in the middle of Union Square. Ha ha! I made excellent time in part because for several blocks I was able to ride through intersections where right turns were signed as mandatory for everyone except buses, bicycles, and commercial vehicles. New York has evidently made the same decision to prioritize cycle traffic in the middle of town.

A "Do not enter" sign for bicycles is a new one for me too.

A “Do not enter” sign for bicycles is a new one for me too.

A different sign Matt found I’ve never seen in San Francisco: the “Bicycle Wrong Way” sign. I have some doubts about whether anyone pays the slightest attention to it, as I suspect no one here would. But it’s nice to be recognized as traffic, even if it is a don’t-go-here signal.

Nothing stops the angle grinder, except maybe the death penalty.

Nothing stops the angle grinder, except maybe the death penalty.

Some things are the same in both New York and San Francisco, however. Bike theft is rampant both places. New Yorkers, I’m sorry to say that not even a hardened chain will protect your bike from a guy with an angle grinder. We learned that the hard way.

New York City: it’s no São Paulo. It looks like a good place to ride a bike. I hope we get to try it sometime.

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Filed under destinations, travel

Hum of the city #1

I’ve written before that I call this blog Hum of the City because I fell in love with the sounds I could only hear when there weren’t cars rushing by. I noticed these all the time when we were in Copenhagen, but only rarely in San Francisco.

This morning we stopped as usual at the intersection of Stanyan and Oak/Fell in Golden Gate Park on the way to school. This is a ferociously busy intersection for cars, with eight lanes of traffic running east/west and six lanes running north/south, plus two cloverleafs. We have to move into the (partially protected) bike lane marked in the east/west center lane to enter the Panhandle path. This intersection makes me edgy, and it’s so noisy we can’t talk there.

There is a moment in the light cycle, however, when all the cars have to stop and the roar of car engines dies. In that moment this morning, I suddenly heard the squawking of San Francisco’s wild parrots. They don’t usually come so far west!

And then the lights turned green, and it was like they were never there at all.

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Filed under commuting, family biking, San Francisco

We tried it: Yuba Boda Boda

Hey, Boda Boda!

There are some new entries in the land of midtail cargo bikes. For the last year we’ve been riding the Kona MinUte, the first of these, and until pretty recently, the only bike in its class. Then it was stolen. That totally sucked. But given that we had to replace it anyway, we took a hard look at the two other midtails on the market now, the Yuba Boda Boda and the Kinn Cascade Flyer. Happily for us, Yuba, which is here in the Bay Area, let us ride one of their Boda Bodas for a while last month. Thanks, Yuba!

For background, midtail bikes are a new-as-of-2011 variation on longtail cargo bikes. As the name implies, they’re shorter. Instead of a long deck that can hold 2-3 kids, they offer a short deck that can hold 1-2 kids (as always, the number of kids you can successfully pile on the back of a cargo bike depends on their mood). The disadvantage of a midtail bike is obvious: it can carry less stuff and fewer kids. But there are payoffs for the reduced payload. Midtails look and feel like normal bikes; people who are nervous about handling a big bike will be more comfortable on a midtail than on a longtail. I have never dropped either the MinUte or the Boda Boda with the kids on board and I doubt I ever will. Midtail bikes can also be put on a bus bike rack and on Amtrak for longer trips. And it is a kind of bike that transitions easily from dropping off kids to riding into the office, which is how Matt used it.

Yuba moved into making a midtail bike with some major innovations. Although we liked our Kona MinUte, Kona is not a company that’s made much of a commitment to the family biking market, and that can be annoying. Yuba, on the other hand, cares very much about families. They created the Boda Boda explicitly to carry both kids and cargo, and it shows. The other big innovation is that they developed the Boda Boda with an electric-assist option integrated into the design. The only other cargo bike I know that was developed this way was Xtracycle’s EdgeRunner, a longtail. If you’re riding a cargo bike over a lot of hills or long distances, both these bikes should be on the short list.

The Boda Boda looks wildly different than the MinUte, even though they were both apparently designed by the same person. Putting them side by side in our garage made it very obvious that the MinUte was meant to look like a mountain bike, while the Boda Boda was meant to look like a cruiser. The Boda Boda looks friendlier and has a step-through frame option. Weirdly, the Boda Boda also looks bigger, although it is not in fact bigger. It was a strange and entertaining optical illusion.

Advantages of the Boda Boda:

  • This is an extremely easy bike to ride, both with and without kids aboard. The Boda Boda looks and feels like a beach cruiser, with wide handlebars and a relaxed and upright ride, but has massively increased carrying capacity. We had some friends who were only occasional riders try it, and even when it was loaded they took off without a wobble. This is common to some extent with all midtails, but our loaner Boda Boda had an advantage over the MinUte: a step-through frame. Even shorter riders could get on and off with contorting over the top tube or round-housing a kid sitting on the back deck.
  • The Boda Boda is a slender bike that can move easily through traffic. It has the same kind of rear supports as the Mundo, which are handy because they can hold up the bags or be used as footrests for older riders, but they are much narrower than the ones on the Mundo (as are the bags themselves). A Mundo with the Go Getter bags packed is three feet across, wider than many bike trailers, and it can be nerve-wracking to ride one in San Francisco’s narrow bike lanes and heavy traffic—as a result, I sometimes see Mundos riding on the sidewalk, even though this is illegal in San Francisco. The Boda Boda’s Baguettes, even fully packed, still lie pretty flat and make it possible to weave the bike through pinch points without a second thought (Baguettes can apparently be used on a Mundo as well, by the way).
  • It is very difficult to dump the kids on the Boda Boda (this is true for all midtail bikes). I never managed it, which is more than I can say for the longtails. The weight on the back is so close to the rider that it isn’t hard to handle.
  • The Boda Boda can easily carry one kid, or two kids if they’re in a good mood. The best application for this size of bike is to either carry one kid and a friend (siblings are more likely to fight) or for parents who have two kids and two bikes and are riding with them separately most of the time (that’s how we used our MinUte).
  • Happily, this bike is lightweight for a cargo bike. That means that although it’s not easy to carry, it’s possible. After seven straight years of lifting my kids overhead I have pretty decent arm strength, so needing to carry this bike up a few stairs wouldn’t intimidate me (unless I needed to carry a young child at the same time). However, the much heavier assisted bike: out of the question.
  • It is not appalling to ride this bike up hills. I have been riding a lot with an electric assist lately, because I don’t enjoy walking into meetings covered in sweat (both the campuses where I work are on the top of steep hills). As a result I was slightly depressed by the prospect of riding the unassisted Boda Boda around the city. Although the Boda Boda was, from my perspective, under-geared (see below), it wasn’t as bad as I’d feared. I was able to follow a friend who was riding my assisted mamachari and who had my daughter on board up a moderate hill without major effort. Frankly I think riding with the assist has made me stronger. But still, credit to the Boda Boda.
  • It took less than 30 seconds to load the Boda Boda on this rack. No wobbling on the ride either (which involved going up and down steep hills at speeds I’d prefer to forget).

    The Boda Boda fits on a bus bike rack, even a small rack like the one on the university shuttles. One evening when my son forgot his helmet at pickup we rode the shuttle home instead of riding. One of the reasons I really like the midtail size is the ability to do stuff like this instead of being stranded. I wrote once about flipping the front wheel to put the Kona Minute on a bus bike rack; we did the same thing with the Boda Boda. The bike is light enough that lifting it to the rack wasn’t a problem (note that this was the unassisted bike, which is ~15 pounds lighter than the assisted bike). And it definitely impressed the other shuttle riders. “What a great design!” The Boda Boda fits on the rack slightly better than the MinUte, actually, because it has smaller 26” wheels.

  • Yuba has designed some nice accessories for this bike. Unlike a lot of cargo bikes, it has a chain guard. Most of the other accessories are not included in the base price of the bike, but they are probably worth the money. The Baguette bags in particular impressed me; they hold a lot more than they look like they would, and still lie flat against the bike itself. The deck and running boards are bamboo, and they look classy. Some of the standard Mundo accessories, like the front basket and the seat cushion for the deck, also work on the Boda Boda.
  • Many cargo bikes are one-size-fits-all, but the Boda Boda (like all three midtails now on the market) comes in two different frame sizes. This is very nice for shorter and taller riders who report that some bikes are really one-size-fits-most rather than one-size-fits-all. The smaller size has a step through option.
  • Although I rode the unassisted version of the bike, Yuba designed the Boda Boda with the expectation that many people would want an electric assist. The assist system they chose, which is made by BionX, is excellent (the same one we have on our Bullitt). The deck is designed to hold the BionX rack-mounted battery underneath and it’s unobtrusive. For people in hilly cities like ours, this feature, in combination with the excellent accessories and light weight, makes the Boda Boda unbeatable for the family with one child.
  • I often call Yuba the Ikea of bike manufacturers because they make cargo bikes at very approachable price points, and the Boda Boda is no exception. The unassisted Boda Boda is $1000, and the assisted version is $2700. By cargo bike standards, these are excellent prices (the assisted version seems like a particularly good deal). The Kona MinUte has the same base price (and the bags are included, but unfortunately the MinUte bags kind of suck) and is also a good deal, but as noted above Kona is not a family-focused company and there is no integrated electric assist system. That might not be a problem if you have a family-oriented local bike shop, but could be frustrating if you don’t.

Disadvantages of the Boda Boda:

  • This is not specific to the Boda Boda but to its class: like many parents, I prefer to ride with my kids in front of me rather than behind me.  You can see them and talk to them and it’s altogether a better experience (it also feels safer to me, probably because experience suggests I’m less likely to dump a front-loading bike). Realistically, however, the kids in front option is expensive. If you have the money, by all means get a bike that puts the kids in front, because it is fabulous. But most people don’t walk into family biking yelling, “Money is no object!” Also you could never get a front box bike onto a bus.
  • The Boda Boda is really a bike suited for carrying one kid regularly and no more than that. Yes, it is possible to put two kids on the back of a midtail, maybe even three for a short ride. Yes, there are probably siblings in this world who could ride that way regularly without trying to kill each other. However such kids would be exceptional.  I’ve been able to ride a MinUte for almost an hour without my kids fighting on occasion, but more often the ride gets cut short when they start smashing helmets. So the Boda Boda is really a bike for a one-kid family or for a family where both parents ride and split up the kids, or where only the youngest needs to be hauled.
  • The Boda Boda is under-geared for San Francisco. It has eight speeds and they were not enough for riding around our neighborhood loaded and unassisted. Yes, I could climb moderate hills, but trying to get up the steep hill to the main campus on this bike left me dripping with sweat. However, this wouldn’t be an issue with the electric assist version.
  • More expensive cargo bikes come with better parts, and cheaper bikes come with parts that are less good. The Boda Boda comes with many of the same parts that are on the Yuba Mundo, which where we ride would mean making several upgrades, either all at once or over time as various parts on the bike broke. In defense of the Boda Boda, it is a much lighter bike than the Mundo, so the riding experience with those components was much better than on the Mundo (in particular, using rim brakes felt less like flirting with death). Also in defense of the Boda Boda, we had to do the exact same thing with our MinUte, which is also built with cheaper parts. The components may not be an issue for an occasional rider or for someone riding in less demanding conditions.  However I had the chain drop off the front ring twice while riding the bike, and it was a huge pain to rethread given the chainguard.
  • I suspect that Yuba had a price point in mind building this bike, and that was: less than the Mundo. As a result, the standard Boda Boda is pretty stripped down if you want to haul a kid on it. The stock kickstand is totally inappropriate for loading kids, the bike lacks fenders, there aren’t stoker bars or footpegs for a kid riding in the back, and the bags are not included. There is an optional center stand appropriate for loading kids, plus bags, and so forth, but the costs of these upgrades add up and should be kept in mind. The bike I rode, incidentally, came with Baguette bags, which have a neat center outside pocket where my seven-year-old son could tuck his feet, and I definitely think they’re worth the money.  However I suspect that many parents would appreciate a “family package” where the obvious upgrades were bundled together.
  • The Boda Boda is still somewhat in development, and the accessories designed to carry kids are not yet perfected. The Boda Boda deck is much higher than the Mundo deck, so the Mundo stoker bars are too low for kids to hold. When my daughter (three years old) tried using them she was frustrated that she had to stick her face into my butt. My son, who can stay on by himself (although he prefers having stoker bars) simply ignored them.  If Yuba doesn’t come up with stoker bars for the Boda Boda, it would be better to have a bike shop rig up something.  Similarly, foot pegs for smaller kids like my daughter, who couldn’t put her feet into the bag pockets, are apparently not available.
  • I learned recently that some accessories are not compatible with putting the bike on a bus rack. Many San Francisco transit services, for example, don’t allow you to load bikes with front baskets on the bus racks. Normally I would suggest putting Yuba’s Bread Basket on to increase the Boda Boda’s carrying capacity, especially given that it can be tough to use the rear bags if you’re carrying a younger kid in a child seat on the back (Yuba’s Peanut Shell is compatible with the Boda Boda). But for anyone planning to put this bike on the bus, definitely check with the local transit agency first, because the Bread Basket cannot be removed without tools.
  • As with all of the longtail/midtail bikes, there isn’t really good technology yet for covering up kids in bad weather on the Boda Boda. People have jury-rigged rain covers and bundled up kids, but this is one area where front-loading bikes really shine: most of these bikes come with covers.
  • I found the deck on the Boda Boda really high for carrying kids (this is also a problem on the MinUte, which has bigger wheels). On a longtail, this can make the load less stable, meaning you’re more likely to dump the bike and scrape up the kids. On a midtail like the Boda Boda dumping the bike is extremely unlikely; that’s an advantage of the short deck. But there’s still a cost to putting weight up so high. Where I feel the most unstable on midtails and longtails with kids on board is turning at speed (especially at the bottom of a hill), when these bikes will pitch away from the turn like they’re going to roll over. This feeling is very unpleasant, and is much less likely to happen with the load lower down. Yuba built a high deck so there would be space to hold the BionX rear-rack mounted battery. However the Boda Boda would feel much more stable if both the deck and the battery were lower.

There’s been a lot of mugging for the camera lately. My son liked riding the bike. Hence the scary face, I am told.

Overall, I was impressed with the Boda Boda. It looks cute and easy to ride, and it is. That might sound trivial to people who already ride regularly who are considering a cargo bike, but for people who aren’t already riding bikes, it’s really important. The Boda Boda is very accessible.

I liked this bike so much that the electric assist Boda Boda is now what I recommend when San Francisco families with one child who are new to riding bikes ask me what bike they should get. So far two of them have gone for it (knowing that they’re probably going to have to upgrade some of the parts along the way).  Overall, for parents looking to start bike commuting with a kid, the Boda Boda is an excellent choice.

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

Happy belated birthday to Hum of the city!

October 2012: Splendid Cycles delivers our Bullitt

Hey, I forgot my blog’s birthday. I’m so embarrassed! What can I say? There’s been some other stuff happening. Thank you, California, for funding public schools.

I started writing about riding our bikes on November 2, 2011. Writing about riding bikes isn’t as fun as actually riding bikes, but I have no complaints. It’s been a pretty great year, with lots of chances to meet other families, ride in other cities, and pick up some new bikes. And hey, we sold our car. I totally wasn’t expecting that. Last weekend, we met up with another San Francisco biking family we’ve known for a few years, and found out they just sold their car too.

I don’t delude myself that the United States is on the cusp of a wholesale transition to using bikes for transportation, even though it would make sense in many places. And I sympathize to some extent. Riding bikes is still pretty freaky and counter-cultural even in a place like San Francisco, which is so laughably counter-cultural that conservative media commentators practically cross themselves just saying the name.

Our two kids on our first bike, the Kona MinUte, laughing all the way

But we’re not alone out there. Last weekend I was out with a mom from our son’s school while she test-rode a Yuba Boda Boda. She sold her car on Friday and ordered the Boda Boda. When I asked why she wanted to buy a bike instead of a replacement car, she said, “There are so few chances to have fun once you grow up. Riding a bike is fun!” I couldn’t have said it better myself.

Thanks for hanging with me, bikey people.

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Bicycles in Bellingham

August in Bellingham

We visited Bellingham, Washington, where I grew up, last August. It has changed dramatically since my childhood. I think it is at least twice as large as it used to be, just for starters. Although there was always a university there in my memory, it has grown larger too—what used to be gravel parking lots for commuter students have been taken over by campus buildings, and the student population now lives there year round.

The German bakery in Bellingham used this bike for deliveries. They imported it from Germany, where postal workers use them.

I rode my bike as a child in Bellingham, often for transportation, and as in many small towns at the time, this wasn’t considered unusual.  Our parents didn’t consider driving us around to be part of their responsibilities, and the city buses were irregular, so it was ride or walk, and we did both. This was well before the time that kids were supposed to wear helmets, so none of us ever did. We also didn’t lock our bikes, because there wasn’t any bike theft. And I never had lights on my bike either, because there was a curfew and kids weren’t allowed out after dark.

This lone wolf was riding in the bike lanes.

When we rented bikes in Bellingham last summer I could not believe how much had changed. I rode on streets as a child because that was what was available, and the streets were mostly quiet. On larger and busier streets that connected neighborhoods, there were bike lanes. I rode on those too.

The greenway markers tell you how to get from here to there.

Now there is no need for many of those bike lanes, because in the time I have been away, the city of Bellingham has built greenways that are completely separated from the streets. Even though they don’t cover the whole city, they go almost everywhere I wanted to be. The city has a fair number of hills, but none of them are very steep, and the extensive infrastructure meant that bike commuters were visible everywhere.

Bicycles and pedestrians only on this shopping plaza, which also hosts a farmers market

Riding the greenways, and the quiet streets, I realized that people in Bellingham have no reason whatsoever to own a car (although almost all of them do). There are paths and bike lanes to take people nearly everywhere in the main part of town with minimal exposure to cars. There is always bike parking at your destination.  Most of the interesting places to shop and visit are on dedicated pedestrian plazas—cars no, bike corrals yes. Admittedly many stores are a few blocks from the greenways, and it’s often necessary to ride on streets briefly, and of course my perspective on what constitutes serious traffic may be somewhat skewed. It still impressed me.

The bike shop on the greenway

What interested me most was how many stores, restaurants and housing developments were oriented toward the bicycle and pedestrian greenways instead of the streets where cars were allowed. As we rode closer to downtown, parallel to streets we had driven on earlier in the week, I realized that what I had thought were abandoned buildings or warehouses were instead a community bike shop, a strip of small restaurants and bars, and a bakery. Opposite them were condo buildings that opened onto the greenway from walking plazas.

This the return route from downtown; the bay is to the right.

Bellingham does not lack for natural beauty. It runs in a narrow strip between the water and the mountains. The greenways run along the water and through woods, and the buildings that pop up along the trail seem tucked into a world without roads. Even in terrible weather (and the weather was often terrible during our stay, either hot and muggy or cold and raining) riding those greenways felt like stepping into the Shire.

This part of the city can only be seen from the bike path.

Riding in Bellingham felt very bucolic, although it’s not perfect. From a car, it seems like many other small cities, even though there are a lot of bikes on the roads. There are strip malls and wide roads with speeding cars, and far too many crosswalks with lights too short to allow anyone to get across without sprinting. Yet when we got on the rental bikes I realized that there was a smaller second city built in parallel, inaccessible to cars and human-scaled. I have always visited Bellingham because my mom lives there, and had little other interest in the city. But now I have another reason to visit. I want to figure out how to export their infrastructure back to San Francisco.

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Bicycles in São Paulo

Last month Matt went to São Paulo, Brazil. He always asks what he should bring back from these overseas trips, and I always say “pictures of bicycles.” (The kids ask for chocolate and foreign currency.) São Paulo is the largest city in Brazil and the 7th largest city in the world, home to 11 million people. Here’s what Wikipedia has to say: “The city, which is also colloquially known as “Sampa” or “Cidade da Garoa” (city of drizzle), is also known for its unreliable weather, the size of its helicopter fleet, its architecture, gastronomy, severe traffic congestion, and multitude of skyscrapers.”

The view of the street from everywhere in the city

Here’s what Matt wrote on arrival: “São Paulo is an extremely pedestrian (and bike) unfriendly place, with crushingly bad traffic at all hours as a result.  The joke running around the conference this morning was, ‘What time’s your flight? 9 pm?! Then, you’d better leave for the airport now!’ It’s so bad, even my dinky second tier business hotel has a helipad on the roof (and I could see a half dozen on other nearby rooftops).  It’s clearly a motor vehicle culture.

On my 40 minute rush hour walk, I passed 4 or 5 giant auto tire and rim shops, a deluxe two story Ducati dealership, several motor bike accessory stores, miles of tail lights, and exactly two moving bicycles… both commuters in work apparel with helmets riding on the sidewalk for safety.

Hope you weren’t planning a long ride.

I have not seen a single bike lane yet, though I’m told one exists on Ave Paulista, the main financial street.

Lots of lane splitting motorbikes everywhere, though, often riding their horns constantly.  Our bus driver remarked that one or two are killed every day!”

Here’s a bike lane he found later.

Ha ha ha ha! Yeah, it’s not funny. I’m laughing just to keep from crying here.

I have commented that I don’t feel particularly threatened by San Francisco car traffic. I wouldn’t feel so sanguine about riding a bike everywhere. After seeing Matt’s photos I can’t imagine riding a bike for transportation in São Paulo.

These bike share bikes would be perfect for commuting, but they never leave the city park.

However there are bicycles there. But like many parts of the United States, they’re apparently viewed exclusively as toys. People drive to the park, where they can rent bicycles. That’s because São Paulo, unlike U.S. cities, has had a bike share program since 2009. I’m torn between envy and despair–it’s a city with bike share, but there isn’t the slightest practical application for it.

Now that’s my kind of bike.

Here’s Matt, after finally finding someplace in a city of 11 million people where he actually wanted to spend some time. “I spent today in Ibirapuera, the Golden Gate Park of São Paulo. It was a gorgeous, sunny day and people were out in droves, jogging, biking, skating, etc.”  If you build it, they will come.

Beggars can’t be choosers seems to be the philosophy here.

Just like Golden Gate Park, there’s also this weird phenomenon where the city has built separated bike lanes where they’re least needed and that don’t go anywhere interesting. “In addition to separated bike lanes on the main walking paths, there was one area that seemed to be a bike only circuit path — not long enough for a ride but one father was teaching his young son to ride on it.” Like the parents of São Paulo, I like taking my kids to practice on trails like these, but how depressing it must be for the children there to learn to ride a bike only to discover they can’t go anywhere.

Some bike lanes are just another way to say, “Go away.”

There were a few other places with a little bit of bicycle infrastructure, but I get the sense it would be fair to call it ad hoc. “This ‘bike lane’ was in a pedestrian plaza — probably more to keep bikes away from peds than anything.  Even on a Sunday with lighter traffic, there were very few bikes in evidence on actual streets… A few on sidewalks, again (including one who was trying to pedal through a crowded market with shopping bags dangling from the handlebars).”

A view from the helipad

A view from Matt’s hotel’s helipad tells the story: this is a city that hasn’t thought much about transportation. Seriously thinking about transportation in a major city makes it apparent that a car-centric model is unsustainable. You can see that in São Paulo in the flight to helicopter commuting. But this is hardly more sustainable. Transportation planners tend to take trips to cities with a reputation for doing things right, like Amsterdam or Paris (which has removed tens of thousands of parking places in the last few years to make room for bike lanes). I’m sure that this is more appealing than visiting cities like São Paulo, where no one can go anywhere. But I suspect there would be a lot to learn nonetheless.

Riding our bikes to school started us down this road.

Transportation interests me because it is a necessary thing, like eating or sleeping. Except in the most extreme cases (like among the comatose), we all have to move around the world. For years I accepted that this experience would be tolerable at best. We would get in the car and drive, dealing with traffic and parking and road rage, because that was just the price of living. Sure, it could be nice to be out of the weather sometimes, but we still had to deal with that same weather once we got out of the car. And we paid several hundred dollars each month for this experience because we thought we had to.

I’m late to this party, but happy to be here now.

It is no overstatement to say that discovering that there was another way to move through the world changed our lives. I get on the bike and the trip is… fun! When I walk into work I’m not tired. I love our bikes. I can’t imagine going back.

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Car-free role models

My son’s 2nd grade teacher rounds up the class.

I’ve liked all of my son’s teachers in elementary school. His kindergarten teacher taught reading so well that most of the class was above grade-level at the end of the year. The legacy of that is still visible in my son, who is currently obsessed with reading three books at a time and can only be dragged away for mealtimes when we literally pull them from his hands. His first grade teacher, who grew up in Japan and only moved to the US a few years ago, amused her class endlessly by having them correct her English spelling and grammar (which was difficult, as it is nearly perfect). But the most interesting teacher so far is his second grade teacher.

At Rosa Parks teachers make classroom assignments, and they accept parental requests. When my son finished first grade, our son asked for the first time that we request a particular teacher; he wanted the woman, not the man. When we talked to his first grade teacher, she was unconvinced, and so despite his request we left his placement to her judgment. Our son was disappointed in August to learn that he’d gotten his first male teacher. At the time, he knew his current teacher only as a large figure with a loud voice; he seemed scary. That impression lasted about an hour on the first day of school this year.

“We have that same taillight on our bikes!” says a girl in the class.

My son’s teacher is, in fact, a big guy with a booming voice, and he does not take an iota of crap from any of his students. He is also, to their delight, goofy. He wears sarongs and pink glitter nail polish and plays guitar in class. He reads them books way beyond their grade level and his default assumption is that they are capable and independent. The kids adore him. And although he commutes from Berkeley every day, he (along with his wife and daughter) is car-free. He takes BART across the bay and rides his bike from the station to school. He is by no means the only bike commuter at the school. However it means a lot to my son that his beloved teacher, like us, does not own a car. It makes him feel cutting-edge instead of deprived.

When people visiting from out of town see my son’s teacher for the first time they are intimidated by his size. Within a few minutes, when they start noticing details like the nail polish, and the way kids crowd around him, they grow envious. Is this what sending kids to school in San Francisco means, they ask, that your kids get teachers like this. And I suppose it does. I know that growing up in a small town I never had a teacher half as cool.

Living in San Francisco has other perks. “Guess where he’s from?” asked one parent early in the year. “The United States,” said another. “No, he’s not,” said the first. “Well, he’s from Texas,” said a third. “Exactly!” said the first.

Welcome to the real America.

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