barely used, In brand-new condition with the exception of a couple nicks in the paint.

We set the bike up with 2 huge plastic bins (available at our store for 100 bucks a piece) to hold as much food as possible.

“One step forward, two steps back”

I will admit that Vegas and large crowds are not my natural habitat, so many of my observations might be overly-negative and tainted with Tecate….. but the fact that Interbike is hosted in Vegas really makes a lot of sense,–(even to me, and I actually ride my bike to work every day); especially when you consider that when it was projected to not be in vegas this year there was a massive uprising among venders and attendees and so in Vegas it has stayed. Stumbling past the street souvenir vendors along the busy Strip, I couldn’t help but think that Interbike should have their logo printed on those popular souvenir Vegas shirts that say “What happens in vegas, stays in Vegas”, if they in fact don’t have those already, and i would be seriously disappointed if i missed the opportunity to own such a shirt. I arrived on The Strip, but only after the $7 airport beer, $12 airport bloody mary, and the free-but-programmed airport-bartender greetings and small-talk attempts, and the largely uneventful, but environment-killing and resource-wasting flight, and everything seemed the same as the year before, and the year before that, and the year before that. Instantly, you can’t help but notice that everyone is walking around outside and in public drunk, (or at least on their way there), smoking, holding a cocktail glass or a tall can of Coors Light, and under the influence of a prescription, or a back-of-the-alley-under-the-table drug…or three. Then, you go into the Casinos and there are the older folks, almost all overweight and aging poorly, sitting at their chosen slot machine, waiting to be hit in the head with their American Dream, –(“The” American Dream died when Burger King came out with “My Whopper”)– at all possible costs. Inside the Interbike Arena, the observations differ, but only slightly: A small, portable bar right at the entrance, with a very professional bar tender, $7 bud lights, and he knows how to make a real good bloody mary. No one was smoking that i could tell, but some of the “new products” made me wonder what some may have smoked, beforehand…..

Luckily, most all the attendees seem to be in Vegas Mode, which to me, means senses numbed from all the over-exposure, unable to make full sense of any one thing, instead lumping every little piece of input into a large sludgy mass of Information to be sifted through and cleaned up later. Like Vegas, everything jumps out at you with a loud voice yelling “try me!”–it’s all so new, loud, big, bright,–it is utterly impossible to make any sort of analytical assessment of anything at first, despite that fact that that’s what I’m there for. Luckily, after Recovery, I am able to,–two days later to be exact. The first day of the event is pure acclimation, walking around in a sort of stupor unable to speak, and definitely not wanting to get into an in-depth bicycle-related conversation with a professional. I did manage to snap a few photos though, which came out very poorly due to my unfamiliarity with digital photography–just another new thing to try to figure out along with everything else. The first bike i noticed was a mixte frame made by Bilenky at the Paul booth. That bike won a best-of award at NAHBS. This bike also set the mood and although vague, the theme of the show this year, as far as i could tell anyways: extreme attention to detail, high-end, custom, local, family-owned..…. While I didn’t see any north american frame-builders with booths, their bikes were everywhere, at larger companies’ booths, displaying the larger companies’ goods. California-built custom bikes and Cali-based companies were everywhere, Renovo comes to mind, also right at the entrance, locked up to a pole, displaying bike locks. Fixed-gear urban bikes still have a surprisingly strong presence and the one that stood out was Livery Design gruppe, with very original ideas and immaculate attention to detail. The Fixxxy thing might not be a passing fad after all!–I have reconsidered leaving my own fixed-gear bike hanging, full of shame, in the rafters……–maybe i’ll take it out for a spin again. The Sturmey Archer booth also displayed their products on custom hand-made bicycles instead of production Raleighs. I was however, in a constant state of disappointment, it started out quite mild, but then grew and grew as i saw hardly any! decent “city” bikes, utility bikes, or cargo bikes. Biria, Bobbin, Linus, and Nirve all displayed entry level and economically priced city bikes; while Gazelle and Pashley had the higher quality bicycles. Trek, while not there, had an aluminum Omafiets on display at a car-rack booth, proof of an awareness of sorts, but no commitment. The only real cargo bikes there were the Gazelle Cabby, the Dutch ID Filibus, and the Johnny Loco (with its ridiculous parking stand). And out of those three, The Cabby and the Filibus are the only bikes worth anyones money. Gone were last year’s cheap chinese cargo bikes, so at least no one got turned-off to cargo bikes this year, although the Johnny Loco is not too great but luckily was neatly hidden in a corner. Yeah, there was the newish Civia Halsted truck bike, a classic example of another hundred-year-old design re-introduced as a lower-end bike, and made to appear very boring instead of cool and useful. The Yuba Mundo was there of course, and with ineffective sales approaches as i overheard the following: “i don’t know about that long chain”

“oh, that’s the least of your worries”

“oh, so what is my biggest worry?”

“………” silence, he had nothing, and so moved on to the next slot machine. Box Cycles was their with a Christiana trike, it wasn’t selling; Nordic Bike Project had a Pilen, and that was it! Tons and tons of high-end racing gear though: mountain, road, and cyclocross; clothing, racing saddles, sunglasses, socks, jerseys, BMX bikes, trick bikes, and little bikes; American Express was even there giving away “free” pens, actually more like shoving them in your face as you walked buy saying “sir, your pen”

“no thanks man, that thing is too sharp, i might stab myself with it”

Being at the Gazelle/Yepp booth was a breath of fresh air though, especially since it was right there with Pashley, –complete with a genuine british dude who was the real deal and not an actor; Moulton, and the re-introduced Gerry Burgess line. The Dutch overall had a solid presence with Basil, Gazelle, and Yepp. Dutch ID was there, but in talking with them you couldn’t help but notice the lack of enthusiasm and eagerness to off-load their bikes on display for cheap so they didn’t have to haul them back. –No, Dutch bikes/commuter bikes/city bikes/utility bikes were not a trend at this year’s Interbike, even though in every major city (ie: the real world) they are gaining popularity at an alarming rate. There was a noticeable trend at the show however, toward small-wheel bikes–full size bikes with 20 inch wheels, in fixed gear, road, and commuter configurations. These spanned from the awesome $14,000 full stainless-steel Moulton to various $200 chinese fixed gear bikes in 1000 different colours. Surly had a strong presence with solid, affordable, and practical goods, and their Pugsley bike has spawned TONS of, (ok, at least 5) imitators, and these huge-tire bikes were everywhere!–who knew?–They do make it easier to ride over logs as was observable at the Surly booth sporting log rollers for people to test their skills on. Carbon fiber and steel seem to be the materials of choice these days, with less and less aluminum and titanium. Modern builders and companies also seem have developed a hatred for, or at least a severe disliking for straight, round cross-section frame tubes, or maybe there was a recent tubing bender sale worldwide that i missed out on. The ground level had the most interesting stuff, most notably were not one, but two! reintroductions of the Pedersen frame design, one with electric assist front hub motor; the Tortola Roundtail bikes, (no real reason to make a frame like that other than “hey! it’s Vegas–er, Interbike!, loosen up man!” …….; the Solowheel provided a great spectator sport; and the Circulus–a mini velodrome where you could show off or break your nose.

Only in Las Vegas will you find drink holders in the bathroom stalls and a great Public Monorail that nobody uses, and only at Interbike will you see many of the bikes on display there. Go back home, and bikes people are riding and things people are using seem only vaguely familiar to what was seen in Vegas; and the city or town you go back to after the show is probably nothing like Vegas either, (unless you live in LA or Reno I guess). Only in Vegas can you walk the street intoxicated with an open container, and only at Interbike will you see a bicycle with strings instead of a chain, a 60,000 dollar carbon e-bike, and a long line at the electrolyte replacement and sports-drinks booths, as everyone is trying to cure their hang-overs with the free samples. Only in Vegas is it OK to make a fool of yourself, as i did donning my translucent green “Las Vegas” visor, promenading intoxicated down the Strip and through the Disneyland attractions, trying to blend in, and not stopping until it became painfully clear to me that my Converse All Stars were not made for walking (and it was past 3 AM); and only at Interbike do I go three days without riding my bike. But, maybe we should all be walking everywhere anyway, instead of taking advantage of the extreme low-impact efficiency of the Bicycle;–many an ex-Pro road racer suffers from Osteoporosis at an early age…….This year’s Interbike makes it clear that bicycles are still toys. No doubt, you could go to Vegas and hit the jackpot oneday, then being able to afford many of the bikes on display,– I mean, imagine cruising the Strip in the Blacktrail Non Plus Ultra(!) instead of walking, or taking a cab, or taking the monorail, or……..(gasp!)–riding a normal bicycle! I will admit, I was expecting at least a carbon cargo bike this year, maybe even a carbon rack or two, many more ultra-high-end commuters with titanium and stainless-steel frames, and more things like the string bike or the Elliptigo, alongside a good selection of practical urban commuter and cargo bikes. Nope. There’s always next year, and maybe it’s time for Interbike to be held in San Francisco, Boston, Chicago, Minneapolis, Portland, New York, or Austin…..but I don’t think it will happen: we like our video-game lifestyle here; we are severely addicted to every single decadent, superfluous pleasure of Vegas/Interbike.

A Pioneer of Italian bicycles, Umberto Dei was building bicycle frames as early as 1896. His legacy continues in part, with the Imperiale. This Beautiful Italian Machine represents timeless style and mechanical simplicity so often lacking in the trendy world of modern bicycle design. It displays immaculate attention to detail, while quietly and completely capturing the essence of  “Bicycle”. The quality of its construction is top-notch, and we enthusiastically carry these fine machines for those who desire the Beautiful; the highest of quality; a simpler machine for those less demanding, but ever-so important escapades. These are not bikes you would necessarily leave outside in the rain all the time, nor bang around in bike racks, or lean awkwardly against poles–they are just too nice for such treatment, and deserve to be properly cared for. For those casual rides through the city or into Wine Country, down to the cafe, the farmers market, or to the movies, this bike will shine. However, we do not recommend leaving this bike unlocked and unattended; do not expect to carry 100 pounds of cargo, or carry two children to school on the Imperiale. Rather, expect the joys of Sunday rides to the local park, picnics on the Coast, evenings out on the town, and riding to work in style, all the while owning not only a piece of history and functional art, but personal transport which will provide decades of enjoyment.

These Italian Bicycles are still built as they were almost 100 years ago: steel cottered cranks, 26 x 1 3/8″ wheels on the ladies step-through frame, 28″ wheels on the men’s; rod brakes, steel chaincase, steel lugged frame, and beautifully plated proprietary hardware throughout. They come in two sizes (57.5cm men’s, 51.5cm ladies), one colour, and one speed. Slightly modern additions include aluminum alloy rims, which provide outstanding braking performance, and a tire-driven bottle generator, which powers the lights. And yes, these bikes have rod-actuated rim brakes (with built-in front brake modulator), and steel cottered cranks. Both the cotter pin and the rod brake have often been subjects of ridicule outside the Professional Bicycle Mechanic community, due solely to the amount of time it takes a skilled Mechanic to properly install, service, and set-up rod brakes, and the various methodologies required to properly replace and service cotter pins. Many bike shops today will not even touch a bike with such features, yet these classic mechanical gems make the Imperiale a true and honest Classic, not a re-production. These days, we all move so fast, looking too distantly and too briefly at too many things. We are bombarded with schedules, timelines, traffic jams, pollution, and much more. The Umberto Dei Imperiale represents a different time and place in history, bringing us back to an era when more of us actually had time to do things right, to perfect things, and to truly enjoy anything and everything life has to offer.

come check these bikes out, they are amazing. It’s really like going back in time to see these.

Many bicycle companies are now using the terms “City Bike” or “Dutch-Style” to label their “Commuter” or “Utility” models. Sadly, even though these bikes are often said to be based upon or inspired by “real” Dutch bikes, they’re often lacking many essential features, which would otherwise make the bike complete and ultimately enjoyable and practical. A traditional Dutch bike is a “rain-or-shine, night-or-day” bike for getting you wherever you need to go comfortably and conveniently within the town in which you live, all while wearing normal clothing and shoes and carrying whatever it is you need to carry. Additionally, the bike will last for decades amassing minimal maintenance cost. Below are the top ten features to look for in a bike that all ad up to making this possible.

1. Upright/Comfortable Riding Position: Most of us do not “race” to work, so can benefit from the rather normal riding position of a Dutch bike. You ride sitting up straight, as if you were walking. It is really a pleasant way to ride around, being able to look all around easily, instead of being forced to stare at the ground. Many of the traditional “Roadster”-type bicycles feature ergonomic traits catering towards seated riding. However, with a low enough first gear, even rather steep hills are able to be conquered without having to get out of the saddle. There are other Dutch bikes though, like the Workcycles Secret Service models and others, that have slightly different geometry and ergonomics allowing out-of-the-saddle riding while maintaining the classic look and upright riding position. These models tend to be more popular here in San Francisco, due to the steepness of our hills.

The Dutch are tall people in general, so traditionally their bikes are rather large by other standards. Thankfully, every Dutch bicycle manufacturer also makes frames in average and below average sizes and many are very suitable for people 5’ 2” and shorter.

2. Fully Enclosed Drive Chain/Chaincase: Traditionally, these chaincases were made from stamped steel, or a textile cover wrapped around a steel frame. Most modern Dutch bikes use a plastic chaincase which is lighter, quieter, and not prone to rusting or denting. These keep dirt and water off the chain and keep grease and grim off your clothes. It is not necessary to roll up your pants or tuck in your shoe-laces when you have a chaincase; and when combined with skirt or trouser guards over the rear wheel you can safely ride with a long dress or long coat without fear of it getting caught in the moving parts of the bicycle. An added benefit is the drive chain lasts longer and requires less maintenance.

3. Internal Hub Gears: The first planetary hub gear for bicycles was introduced in 1898, well before the derailleur. This was a 2 speed hub offering a low gear, and direct drive. In 1902, the now-familiar Sturmey Archer 3 speed came into production. Many modern-day bicycles still come with Sturmey Archer 3 speed rear hubs, and even though over a Century old, the basic principle still works and is highly appropriate for our day.

Nowadays however, we have a plethora of Internal hub gears to choose from, ranging from 2, all the way to 14 speeds! Dutch bikes traditionally are single speed, or 3 speed. However, most that are imported into the US have 3 to 8 speeds. The recommended popular hub choices are: Sturmey archer, Shimano, & Sram 3 speeds; Sram 5 speed; Shimano Nexus & Sram 7 speeds; and Shimano Nexus 8 speed. There are other options that are less desirable for various reasons, including the Sturmey Archer 5 and 8 speed, & the Shimano Alfine 8 & 11 speed which require disk brakes. Disk brakes are not as desirable for utility bikes as the marketing campaigns have led many to believe, which leads to the next feature of a real Dutch bike.

4. Internal Hub Brakes: These are either traditional Drum brakes operated by either rod & linkage or cables, Shimano Roller brakes, or Coaster brakes. The problems with “rim brakes” for a utility bike are many: puddles, rain, fog, and dirt all make them less effective, often unpredictably so, and regular use wears down both the brake pads and even the rim itself since all modern rims for use with rim brakes are aluminum. Dusty or dirty conditions including wet weather rapidly wear down brake pads and rims, adding considerable maintenance and repair costs, and a slightly out-of-true wheel adversely effects braking performance.

Roller brakes are a modern invention and work very well. They do not utilize brake shoes, which can wear out over time. Instead, they are packed with a special grease, and the only maintenance is to periodically add a bit of grease through the grease port. Good-quality drum brakes are still made by Sturmey Archer and Sram. Coaster brakes work well in flat to moderately hilly areas when combined with a good front hub brake. However, with heavy use, these brakes end up requiring more maintenance and cost than hand-operated brakes, and the internal hub gears are often mechanically compromised in a few ways to make room for the braking system inside the hub. Drivetrain wear is also slightly accelerated.

5. Full Fenders: These are traditionally heavy-duty steel with sturdy fender stays, often incorporating replaceable rubber mud flaps, an integrated tail light housing, and rear “bumper” to protect the tail light and fender from damage. Modern bikes have accepted or invented the trend towards plastic fenders or plastic-coated aluminum fenders, both to save weight and reduce costs. This practice stems from the French Randonneuring bikes, which were often equipped with aluminum fenders to provide all-weather comfort without the heavier weight of steel fenders. Plastic is lighter, but becomes brittle with age and aluminum dents easily and gets soft with age, so steel is still the best choice for a true utility bicycle.

6. Heavy-Duty Frame: A Dutch bike is often heavier than others because it has thicker frame tubes. This results in a stronger, heavier-duty bicycle. Any decent utility bike will also come with at least a strong, steel rear rack, and will easily accept a frame-mounted rack up front as well. Popular child carriers such as Yepp and BoBike are easily attached and used. Durable paint finishes and lots of stainless steel hardware are also key features.

Traditionally and ideally, the frame is steel, however there are a few arguments for aluminum including lighter-weight (for carrying up stairs) and low cost. However, the main drawback to aluminum is an absurdly harsh ride, and this is why suspension seatposts and front forks, sometimes even shock-absorbing stems are utilized to make the bike ride civilly. This adds tremendously to the cost of the bike, adds weight, adds things to go wrong and break, and ultimately defeats the purpose to build with aluminum in the first place.

Additionally, aluminum in general is a weaker frame material and will not last as long as a steel frame will.

7. Generator-powered Lights: Traditionally a “bottle generator” was used which when engaged, pressed against the side of the tire. As the wheel turned, it turned the generator and powered the lights. Sturmey Archer came out with the Dyno Hub in 1935, an enclosed electrical generator inside the front hub. Nowadays, there are many options for front generator hubs and high-quality bottle generators are still made by AXA and other brands. A bottle generator is only recommended if the frame has an attachment for it. Utilizing bolt-on clamps to mount a bottle generator creates problems, is not reliable, and damages the paint leading to rust. Most real Dutch bikes will have a bottle generator mount built into the frame itself, usually on the front fork. Generator hubs, or Dynamo hubs, are very popular now, due to their relative lack of needed attention. They work silently, efficiently, do not wear out your tire, are not affected by rain or puddles, and have slightly less drag when the lights are on, compared to a bottle generator.

Popular choices are the Schmidt SON, Sturmey Archer, and Shimano dyno hubs.

Decent Dutch bikes these days have accepted modern LED lighting systems as standard. These are brighter than the old halogens and last much longer. The rear light also usually has a “stand-light”,–the light remains lit for a couple minutes even while stopped.

8. Built-in Lock: A real Dutch bike will almost always have a built-in Wheel Lock. Modern variations of these from the likes of Abus and AXA have a receptacle that accepts a flexible chain lock as well. You never need to remove the lock or the chain from the bike, so you always have your lock with you wherever you go. It is just one less thing you need to think about when hopping on your bike to go somewhere.

9. Sturdy Parking Stand: This is perhaps the most neglected item on most other bikes. A good center-stand is the hallmark of a practical utility bike. There are decent side-stands as well, and the Dutch do not neglect to integrate them into the bike as a whole unit, rather than just clamping them to the chainstays which can damage the structural integrity of the bike as well as the paint leading to rust problems. Inferior “kickstands” always come loose and cause problems, and even when new are rather useless, especially with fork-mounted front carriers and baskets. Loading and unloading heavy objects and children requires a good, sturdy center-stand and is complemented by a “stubbegrenza”, or steering wheel stabilizer, which is nothing more than a simple spring that keeps the front wheel from flopping around when it’s up on the parking stand.

10. Strong/Durable Wheels: Wheels should have stainless-steel spokes and either stainless steel or aluminum double-walled rims. Aluminum rims are becoming structurally superior to the traditional stainless rims, which results in a lighter-weight, stronger wheel. They allow the spokes to be tensioned higher and tires to be inflated to higher pressures. Cheap bikes often have chrome-plated steel or flimsy single-walled aluminum rims, chrome plated spokes, and cheap low-pressure tires prone to puncture. A modern fad is to use “deep-section” aluminum rims painted the same colour as the bicycle frame. These rims are usually very low quality, they are soft, heavier than they need to be, and not appropriate for a good utility bicycle.

Another key feature often over-looked is wheel size. While often a subject of debate, wheel size is a rather important feature greatly affecting the ride quality and feel of the bicycle. Traditionally, all Dutch “stadsfietsen” had 28” wheels, while the early “Transportfietsen” were 26”, later adapting the 28” wheel size. It should be noted however, that there are many confusing numbers associated with wheel size, tire size, and rim size, with complex abbreviations and rather misleading assumptions.

There are basically five sizes of wheel–(rim and tire combination) commonly used on utility bicycles today: 26” (often with “balloon tires”, 559 x 54-60mm”); 26 x 1 3/8”(590 x 37mm)–not commonly used on real Dutch bikes any more; 700c x 35-38mm; 700c x 42-48mm; and 700b x 42mm (635 x 42) the last two wheel sizes can properly be called 28 inch wheels, and this has to do with the overall outside diameter of the wheel and tire combination.

Is there any advantage to knowing all these numbers and technical lingo? Yes. Larger wheels roll better over bumps and ride smoother; the hubs turn slower per given speed reducing mechanical wear; there is a larger contact patch of tire on the road, resulting in superior traction and slightly less tire wear per mile.

Smaller wheels can in general be considered stronger and lighter, but in real-world conditions are only advantageous for heavy cargo-carrying abilities, folding bikes, very small frames, and cargo-specific bicycles like “truck bikes” or Bakfietsen.

Bonus Features:

Made in Holland (or US of A)!

Appropriately spec’d for U.S. terrain, climate, and cultural nuances: lower, broader gearing, specific ergonomic features, anti-theft considerations, over-all fool-proof features, lighter-duty where applicable, lighter-weight where applicable–(for carrying up stairs), 700c wheel size, bright LED lights, wicker basket-acceptable, Schrader valves on tires, etc.

All features as Standard Equipment.

Recommended Accessories:

1. Leather saddle (usually standard equipment on deluxe models), w/ anti-theft chain or cable.

2. Water-proof panniers w/ loop for a lock ( so they can stay on the bike while parked and not get stolen!)

3. Saddle cover for the leather saddle

4. Front rack (if not equipped)

5. Bell (every dutch bike comes standard with a bell, but the easiest, least-expensive way to personalize your bike is with a custom bell!)

Cargo bikes and the Information Revolution

Bicycles that carry stuff have been around for over 100 years. Some of the earliest know examples are the Monark Long John, still in limited production, and the Dutch Bergreijer company, who made various styles of cargo-carrying bicycles. There does however, appear to be a relatively recent “revival” of cargo bicycles (at least in America) throughout the last few years, due to a number of factors. First of all, bicycles in general have been gaining popularity since fuel prices are high and climate concern is high. As Americans, we tend to think “large” and desire to move all about easily, often carrying loads of useful cargo or loads of crap. Either way, we like “stuff” and now more and more of us are looking for ways to carry our stuff by bicycle. This desire is nothing new at all: the traditional Randoneuring and Porteur bikes of France, the Transportfietsen of Holland, the Bakfietsen of Holland, and the Long John of Switzerland, and the Postal bikes of England are all tried-and-true examples of this. One thing that has changed rather recently however, is the way we buy things, and they we gather information-(often misinterpreted as learning) about things. The Internet has changed the way we live in almost every way.

There has always been inferior designs of machinery, low quality products, sales people completely disconnected from what they are selling, and marketing scams in one way or another. The difference now, with the Information Revolution, is that all these things are able to reach many more people much more quickly. One of the results of this is that some shitty products actually get out to quite a few unsuspecting, ill-informed people and a dishonest company makes a profit at the expense of the consumer. How does this happen? Well as said earlier, the way we buy things is different now, the way we gather information is different also. We may look at photographs on the internet and read about them on the internet, gathering information, making decisions, all without ever actually seeing or touching whatever it is we now have all this information about. So in general, there is a growing lack of actual communication, a growing disconnection from all things material, a growing frenzy of confusion, deception, discontent; a growing market for Crap. What follows is my brief review of this phenomenon regarding the recent cargo bike revolution in American Cities.

So let me first introduce myself and explain why I think that what I have to say should even be read: I have been a professional bicycle mechanic for 15 years now, among other things. One of the companies I worked for was The Dutch Bicycle Company (now the DBC). We were one of the first to import the VanAndel (Bakfiets.nl) Bakfietsen and Workcycles “stadsfiets”. This was my first introduction to “real” bicycles, that is: bicycles for every day life, riding to work, etc. I moved with the company to Boston and witnessed first-hand the company’s shift from importing quality bicycles and trikes, into poorly trying to reinvent the wheel with their boring “Swift” city bike. So by this time i was able to ride extensively, the Monark Long John, Cycle truck, Bakfiets,–both long and short, Sorte jerhherst rear-steer trikes, and all of the imported city bikes from Workcycles, Velorbis, and Sogreni. I moved on and rode my fixed-gear bike with a BOB trailer to California. Here I worked in a few different shops and was introduced to the Bilenky cargo bike, and the Extra-Cycle. I performed probably 50 or so Extra-cycle conversions, and thoroughly learned the limits of that idea. Many were very scary to ride! Surly came out with the Big Dummy, an improvement on the idea, and now all the big names make extended rear-triangle models, and Bikes Not Bombs performs sketchy extended rear end conversions for developing countries. Now I work at My Dutch Bike in San Francisco and have come full circle you could say. It is here that I’ve gained the most knowledge about cargo bikes since so many “new” designs have popped up in the last two or three years. I’ve been able to test the Larry vs. Harry Bullitt, the Portland-built Metrofiets, the Double Dutch Birota (which is also called a number of other names under different “brands”, the Human Powered Machines cargo bike made in Eugene, a Puma/Biomega prototype at Interbike, the Fr8 by Workcycles, the Gazelle Cabby, as well as a number of local, hand-made bikes of varying quality and functionality; and I’ve even designed and built my own cargo bike for my girlfriend and I to use for transporting gardening supplies, welding tanks, and other bicycles, since we do not drive or own a car. Lately, I can’t help but notice how many people have TONS of information, but are sadly misled when it comes time to purchase something; I see the marketing game, which the bicycle industry is not alone in. I read all this absolute garbage! on the Mighty Internet–so much MISINFORMATION!–It bothers me that so many frauds, fakes,–people who know nothing about bicycles at all, who care nothing about them at all make a profit selling the unsuspecting public absolute crap. My prediction is this: within 1 year from now, there WILL be a “cargo Bike” available at Wall Mart, Target, and Cost Co. for about $200.00 while across the street at some high-real-estate storefront will be a “Yuppie yup yup hyped-up local, green, local, hand-made, local, made-entirely-by-hand” company selling poorly-functioning “bikes” with popsicle paint jobs for 8 grand.

If there is a goal to this essay, it is just to provide a real, “blue-collar” if you will, general review of the cargo bicycles I’ve personally ridden, and some helpful information about others I either admire and am enthusiastic about, or utterly despise.  I feel there needs to be more “informed” information available about cargo bicycles since so many people are now purchasing them who previously were not necessarily “in the know” when it comes to bicycles. I am very passionate about and involved, in may ways with cargo bikes specifically, so I feel that my opinions and thoughts about these bikes can be given some consideration. This brief article is by no means a complete review of all that is available, and will not cover regular city bikes with front racks, touring bikes, porteur bikes, and the like, and will not extensively cover all the different trailers available nor “extend-a-bikes” or so-called conversions, nor trikes.

VanAndel Bakfiets (Bakfiets.nl/Worckcycles)

This is the cargo bike that I have the most experience with, riding them, assembling them, and servicing them. My girlfriend and I had a short one back in Florida and used it everyday. Since real-world bicycle use is almost non-existent in Florida, the bike always gathered tons of attention and positive comments. It really introduced me to the endless capabilities and uses of bicycles. Before this bike, all I ever had to carry things was a BOB trailer. Loaded up to its maximum recommended capacity of 70 pounds the trailer was not very pleasant to use, especially on a Litespeed Vortex racing bike with downtube shifting and a 20/24 spoke wheelset. Keeping the weight below 60 pounds and pulling with a mountain bike or touring bike was very acceptable though. So the Bakfiets, really enlightened me to the ease and comfort of carrying 100 plus pounds regularly. Our bike was equipped with the discontinued 4 speed Nexus hub which was very adequate for our area.

Since then, I have lived in Boston with the same bike, and now live in California and sell the Bakfiets at My Dutch Bike in San Francisco. The frames have since been modified slightly: a larger main tube in place of the old gusset along the bottom, with a very convenient “handle” above the Bottom bracket, strengthening the frame. The rear rack is also changed slightly, though it’s function the same, and in my opinion, these bikes represent a very aesthetically pleasing way to efficiently manufacture a strong, durable cargo frame. The stock gearing is 38 x 22, so first gear is a very small 23 inch gear, reasonably adequate for the majority of people in the Bay Area. Even after importing fees, taxes, euro to dollar conversion, and customs, the bikes are selling at a reasonable price. If you add up the parts, and consider the frame, paint, box, ball joints, 2 oversized cartridge headsets, really long steering tube, steering rod, alloy double-wall rims, 13 gauge stainless spokes, dynamo hub, led lights…the list goes on: the bike clearly costs what the sum of its parts add up to. The one thing I do miss is the internal electrical wire routing of the older frames. Not sure exactly why this stopped, although the wire is still adequately protected with plastic sheathing. Could you build a lighter-weight version of this bike and still have the same load capacity? Sure, but it would take twice as long for the factory to make resulting in a utility bike costing more than most are willing to pay….at the moment. What Azor/VanAndel/Workcycles have done is engineer into a bicycle a perfect blend of practicality, affordability, features, and quality.

Larry Vs. Harry Bullet:

This Danish bike is interesting. There are a few messengers here in SF riding these around in very flashy custom colours. The bike IS very light, although the cargo platform is too narrow in my opinion. Also, I am curios why they did not make it with a lower step-through,(but the general market for these bikes is the rather experienced rider), and loaded down, it is actually easy to mount and dismount in the traditional rolling/ one foot on one pedal / swing the other leg around back way. There is at least one other Brand making an aluminum-framed cargo bike with a lower step through though, but its name escapes me at the moment.

Here is great video highlighting the Larry vs. Harry Bullitt in Copenhagen. Also visible are Sorte Jerhest rear steer trikes.

http://www.streetfilms.org/copenhagen-cargo-bikes/

The thing I DON’T like about the Bullitt and would love to see changed are the ergonomics, the steering geometry, aluminum as the frame material, the exposed drivetrain, no way to mount a rear rack, no wheel lock eyelets, and the smallish cargo area. The steering column should be taller and threaded for use with a 1 1/8” quill stem. The Frame should be Cromoly steel, like the Cetma Cargo bike and others, the top tube should be lower. Any engineer will tell you that aluminum is not nearly as strong as steel and is very soft. In order to make functional bicycle frames that do not break, the tubes have to be thick and large, resulting in a very stiff ride. If the frame flexes enough, over a long period of time, stress fractures are inevitable. Even a small dent in a tube starts to crack after a little while. Aluminum is just not a material for a long-lasting cargo bike. Sure, it’s light, and a equally light steel bike would be even more expensive. I am very interested in seeing how and when these bikes start breaking. Things I like are the look, the colours, and the general Idea of building a faster, lighter, sportier cargo hauler.

Metrofiets Portland Manifest Cargo bike w/ Box:

I absolutely love what Metrofiets is doing in Portland. They join a handful of other cargo bike builders there, among them are Joe Bike and Tom LaBonty. As much of a fan I am of the Metrofiets Ideal, I was not impressed with their bike. It rode like a wet noodle,–gobs of lateral flex and it had no load in it whatsoever. The steering feel was very heavy and stiff since they don’t use heim joints but bolts with a nylon/or polyurethane sleeve, and the front wheel is quite large at 24 inches. The bike itself was huge and seemed just as heavy as the VanAndel bakfiets but included no rear carrier. The Metrofiets box, while made very well, was a little small, especially for how large the bike is. I am also not a fan of disk brakes on a bike for everyday use in the real world, nor exposed drive chains. As a metal worker, I also do not particularly like seeing welds that are ground down to be smooth and then, there still being pinholes in the weld bead visible even through thick powdercoat. Aesthetically, the smooth welds are appropriate, especially with the overall look and impression of these bikes, but I feel a little more time could be spent cleaning them up. The parking stand was also not very functional at all. Pretty, sure, but style shouldn’t interfere with function this much. It was rusting where it touches the ground: the paint having been scrapped off long ago and the steel being worn down; the hinges were rusting and squeaking as well. I had the pleasure of talking with Metrofiets over the phone and was assured all these issues were being taken care of in their new “production version” of their frames. I was told that this particular bike was made to be light-weight for the cargo bike race. Well, it wasn’t that light, and I am not sure how long that main tube can flex that much without finally yielding in one way or another. I mean, there was no weight at all in the bike and I felt like I was riding a leaf spring. The production bikes will still have disk brake mounts, but they can build you whatever you want also, –and I am a huge fan of Sachs drum, Sturmey 90mm drum, and Shimano IM-70 roller cam brakes for avoiding cars slamming on their disk brakes in the bike lane or opening their doors into the lane just as you approach at full speed. Sure, hydraulic disks are very powerful, able to stop on a dime as your pinky accidentally hits the brake lever on a bump. But not only is the cost too high, for both the actual parts and also the extra fabrication necessary on the bicycle frame, but maintanance and repair costs are higher and not as straight-forward for the average person trying to get to work, school, and the super market. And even more importantly: are the 2 wheels structurally up the task of violently stopping a 500-600 pound machine? Also rotors get contaminated and become damaged rather easily. The Metrofiets shop looks very nice and rustic, but you will notice a very limited amount of tooling. While that’s very admirable and impressive –that they build the frame by hand with so few expensive/large tools– the result is it takes a really long time to build, thus the price and the waiting list. In My Opinion they should beef the frame and fork up where it needs it in order to handle drum/roller brakes; ditch hydraulic disks altogether and just use slick, compressionless cables and housing; ditch the sliding rear dropouts and just use normal horizontal fork ends with axle tugs to reduce cost and things to go wrong; offer chaincases; use Heim joints on the steering linkage, or at the very least use sealed ball joints; and use a threaded steerer on the steering column. Put rubber feet on the parking stand, and don’t paint the hinges! –use plating or stainless, or bronze bushings or something. Using two steering rods on either side of the bike will also greatly reduce/eliminate bump-steer,–inevitable using a single linkage and a flexible frame. While vertical compliance in a bike frame is a plus, there is a limit where the bike will begin to wallow through turns, sway as you pedal, etc. These bikes will only get better, I’m sure, and I wish them the best of luck. Their colours are very nice as well as their cargo bay rails and detailing. I can’t wait to test one of their newer frames.

Monark/Velorbis Long John :  My initial impression of this bike was an aesthetic one. It looks tough, industrial and classic. It looks like it was designed a long time ago because it was. I don’t exactly remember but i believe it has a very low trail steering design, which caters well for heavy loads, but unloaded takes a little getting used to. I also feel, they cost quite a bit of money in relation to the components actually on the bike, and the craftsmanship. This is to be expected however, since they are imported across an ocean, which isn’t cheap at all. The rear rack and is insanely sturdy. I would love to own a vintage Long John one day, but the reintroduced ones seem a little dated. There are better options available these days, though the bike itself is not bad by any means.

Cetma cargo bike:

This looks like a wonderful work bike, which I haven’t had the pleasure to ride myself just yet. The frame design looks perfect for what the bike is for: pure function and strength, but also bi-partable for low shipping costs and Amtrak transport. But again, we have disk brakes and an exposed drivetrain. This bike would be great for regular heavy use if you don’t mind a bit of regular maintanance, and the risk of damaged brake rotors. This is what I consider a better version of the Monark, design-wise, but it still needs drum brakes and a sealed drivechain….I’m sure Cetma can build you what you want however, but don’t expect the price to be any less than a Monark or a Metrofiets.

BioMega/Puma Cargo Bike

http://www.fastcodesign.com/1662228/wanted-pumas-ultracool-cargo-bike

Here is another aluminum cargo bike…..I don’t have much good to say about this bike other than the handling is pretty good,–disregarding the harsh ride of the aluminum frame and the stupidly-long-reach threadless stem; and the decent quality heim joints on the steering linkage. But  hmmmm, no rear carrier mounts; Shitty v-brakes, shitty wheels, shitty disraeli gears, unneccasarily high stand-over/step-through height, extremely small/useless cargo area, regular side/kickstand, yada yada yada. Not worth your money or another word. I will out “Period” though.

Chinese Cargo Bikes (Birota, Double Dutch, Zeitbikes, Babboe)

I started working with steel a few years ago, welding, brazing, cutting, bending, building, etc. Needless to say, I’ve learned a ton about various types, kinds, and grades of steel and What it all Means in the real world. To sum it up, whatever “metal” the Chinese use to build their bikes out of is soft, weak, and full of impurities. I know this first hand: you can cut through a Chinese Bakfiets with a dull hacksaw blade installed backwards in about 30 seconds. Then, you will notice that the inside of the frame tube has a thick coat of bright orange rust, even though the bike is brand spanking new. If you try to weld the two halves back together, good luck: all the impurities burn off and instead of a nice molten puddle of steal to weld with you are left with a gaping hole since all that wasn’t steel just went into your lungs if you weren’t wearing a respirator. So is it even necessary to go further and waste time talking about the shitty components installed on the frames? Or the thoughtless “design” of the frames? The amount these bikes are selling for will not last, but these bikes will always be available, and some schmuck will make money for nothing. Flying Pigeon bikes are still made and still sell, why? Because you can get them for about 200$ new. Expect any Chinese cargo bike to cost anywhere from 300.00 – 600$ depending on the rear hub in the next couple of years. Meanwhile, the CEOs of these companies are buying their retirement/hide-out retreats in Florida.

Gazelle Cabby:

Great for child-specific duties. Also good when you have an oversized vehicle in a one-car garage since the cargo bay folds up to reduce its impact on the crowded environment. I think the designers had fun with this bike given that it has lots of swoopy lines and those lines are not entirely function-less. If you like the modern look, than you might like this bike. Lots of plastic though, and the sub-3,000 price comes with a price: frame is made in China. The Cabby differs from other Chinese cargo bike however: it is tig-welded, to a rather good standard. The frames are also very straight, and I have yet to see rust on a brand-new Gazelle.

Human Powered Machines Long Haul:

These bikes have been around for a long time and I am intrigued by their frame design. There is a local courier company that uses one of these with a waterproof, lockable container. The bikes are surprisingly light and a close look at the frame design shows very smart details and execution. A fine example of a hand-made-In-USA cargo bike. Still missing are the practical “Dutch” elements like hub brakes, enclosed chain, wheel lock, etc. Overall too, this is a great company doing lots of good things. Check them out at the Center For Appropriate Transport in Eugene.

Francis Small Haul:

If I was someone who gave Awards for bicycle Design, I would give First place to Joshua Muir of Francis Cycles down in Santa Cruz for his Small Haul. Obviously not for everyone nor for heavy cargo, but deffinitly useful, and in my Opinion absolutely Beautiful! Totally impractical as a “production Bike” due to the amount of connections and detail in the steel frame, but that is part of the beauty of this Small Cargo bike. I really want to try one of these out soon. There has been at least one very crude copy of this bike and it is downright ugly. Joshua Muir is an etremely talented craftsman, and his Small Haul is among the handful of truly innovative modern designs, (not that cable steering is anything new however)–but appropriately executed on the Small Haul. The bike I am probably most excited about riding one day.

Bikes At Work Trailers, and Black Oak Fabrications trailers: industrial and heavy-duty trailers that work. Not super convenient for regular every-day use but for specific loads and irregular use are practical.

Workcycles FR8, Universal Frame:

The Design, Craftsmanship, and Detail execution are superbe on this bike. Very few production bikes have the little useful details properly executed, in such an elegant and practical package. I think this may be the “Heaviest Duty” regular bicycle (without extended steering) there is, not exactly sure about that though. Flex in this bike is non-existent until you have more than 200 pounds on it plus yourself, leading me to believe its carrying capacity has got to be somewhere around 350-400 pounds plus 200 pound rider. The tig welding is above average for a production bike as well as the overall frame alignment and placement/fitment of all attachments. Very few bikes available are as interchangeable as this bike. In fact, I don’t think any proper “city/utility” bike is as modular. Sure, there are lighter-duty bikes out there, which may be slightly more suitable for some lightweight people carrying lighter loads less frequently, but the bike is called the FR8 for a reason. You don’t call freight trains cargo trains.

A description of the bike can be summed-up in one sentence: It succesfully blends the best elements of the traditional Dutch Tranportfiets, and the traditional Baker’s bike, deli bike or truck bike (whatever you want to call a bike with a smaller front wheel and very low front rack with a single steering column) and throws in modern materials and components, insane modularity, with vastly improved ergonomics, significantly increasing the bike’s versatility over anything previously made.

Bilenky Cargo Bike: David Wilson Industries(DWI) “Borracho”-600 pound capacity!; Kemper Filibus cargo bike; ANT “frontaloadontome” :

I lump these all together only because they share a similar basic design element. There are other brands of this style as well, such as Kronan and DeFietsfabrik. But these are less likely to be available easily here in the states. This design (that of placing the cargo area higher-up and shortening the wheelbase) has quite a few advantages over other larger bikes, and if the steering geometry is appropriate, are some of my favorite types of cargo bikes to ride out in the harsh World of Reality. I have heard a few people say that they are a compromised design, easier/cheaper to manufacture, and suffer from poor handling and instability due to the high center of gravity. Well all this is mumbo jumbo (but they are slightly easier/less expensive to build generally speaking). The design of the bike has the ability to be extremely strong, nimble, and efficient, and the shorter wheelbase provides instant feedback when negotiating rush-hour traffic. If the geometry is correct, you do not Lean these bikes as much in the corners, you just shove or crank the bars in the direction of the turn. The weight therefore, ends up actually leaning at less of an angle, but since it is higher up moves off-center in the direction of the turn about as much as a lower cargo bed leaning more in the same turn, which is what you feel,–and all that matters. This type of bike is able to be carried easily up stairs if it is not over-built and can be taken on public transportation much easier than a longer bike. Drawbacks: not the best for child carrying and/or for timid, weak, small riders, although perfectly acceptable. They are more aggressive in my opinion, require maybe more attention and input as far as steering/braking, etc. But have larger payload capacities. The traditional long Bakfiets, or the Monark Long John and the Metrofierts gets pretty flexy and slightly unpredictable once you have 200 plus pounds in there plus yourself, mostly due to the single-sided steering linkage and the long wheelbase. These shorter cargo bikes are very fun to ride….In My Opinion.

Yuba Mundo:

This design, like the Extra-Cycle, and various other extend-a-bikes seams like a passing fad to me. I mostly see people carrying two children on the back platform, or groceries, sometimes a large ladder or box, but then additional “counter-weight” on the other side. The drive chain ends up needing to be very long, necessitating rollers and/or varying kinds of tensioning /anti-deraillment devices further adding drag, wear, and things to go wrong. I have yet to find any “old” photos of bikes with this design. If anyone finds any, please share them and let me know! Then MAYBE I would consider reconsidering them as nothing more than a 10 to 20 year-long fad in bicycle design. I was stupefied one day about a year ago when somebody came into the shop carrying two bikes, one on either side of their extra-cycle rear end. The customer carried one bike into the shop for service, and I assumed both because, why carry two right? When I asked about the other bike, carried four miles on their extra-cycle, they said it wasn’t being dropped off, but was counter-weight to balance the repair bike. “well what is your counter weight now” I asked since they just dropped off one bike for repair. “no need, I’m just going to ghost ride it home” “ok, I thought, why didn’t you just ghost ride the repair to the shop?”  this was a silent question to self since as I was asking myself the question I realized some people just like to be noticed riding their bike(S).

Worksman:

If you want a lower-quality and lower-priced ice-cream cart than Workcycles offers go here, (or if you prefer to “buy American” just because it seems like the right thing to do). They also have low quality and low price-point trikes and American-style cruisers. I have built-up and ridden a few of their lugged truck bikes with 20” front wheel, 26” rear and huge front carrier from the ‘60s and while over-built (heavy!) was of decent quality. Expect cheap unsealed bearings, thin chrome, poor paint, sloppy welding, etc these days though.

Various Prototypes in the works from around the world for your entertainment:

http://primateframes.wordpress.com/2010/05/21/the-cargo-bike/

http://www.gizmag.com/etta-semi-recumbent-cargo-bicycle-prototype/15830/

http://blog.madsencycles.com/cargo/2009/04/madsen-prototype-project.html

Conclusion:

When looking to buy a cargo bicycle or ANY piece of heavy-use machinery for that matter, go with stuff that has stood the test of time. Any “brand-new” design or company is hit or miss, mostly miss. You get what you pay for usually, except when reffering to  those Chinese “cargo bikes” for $1600 or less: in this case you are getting screwed and are really getting something worth about 500.00 and that’s only because you might be able to find some schmuck on craiglist willing to pay that much for it used.

Carrying multiple children in urban and rural areas distances under 20 miles is still accomplished best in either the VanAndel Short Bakfiets or Joebike Shuttlebug. Second place comes the Long bakfiets or the Fr8, since these can actually carry three or more children. If you want custom colours like the “hand-built” versions, most shops would not charge more than 400 dollars for a single powdercoat colour, so the final price of a production bike with custom paint can still come in below the hand-built bikes, and with more useful features for the Real World like built in lock, good parking stand, hub brakes, enclosed chain, etc. for longer distances and/or “sport riding” with children a Francis Small Haul is the hot shit.

For cargo carrying specifically, it largely depends on your needs. The Bilenky cargo bike, the Cetma Cargo bike, the Human Powered Machines Long Haul the Fr8, or the Borracho are all top choices. However an actual vintage Dutch Transportfiets would gain you some retro-groutch/bike snob/cool points.

For carrying dogs and groceries, or a bicycle camping trip I think the Francis Short haul wins since you can blast down a fire road on the way to the store…Speaking of store, the Short Bakfiets is great compared to the long for extremely crowded super market Bicycle parking.

bicycle camping trips, touring etc is still best with BOB trailer, Bilenky cargo bike, or Francis small haul. Traditional French-style touring bikes are great, but not really the focus of this article. Francis wins for style and innovation of course.

If looking purely for style and a certain retro aesthetic, Metrofiets hopefully has that covered, as well as Marktplaats.nl if you’re looking for a winter project.

All in all, there is not much that is really “New” as far as utility bicycles are concerned. Planetary gears both in the hubs and bottom bracket, generator lighting, bamboo frames, full suspension, folding bikes, etc.–it’s very easy to find examples of these things on bikes older than your grandmother. Luckily, the bicycle does keep getting refined slightly and slowly, as the years go by, but innovation? Rare. Creativity? Sure, but how does it translate into something we will use without thinking about it just because it’s so easy?

If you’d like see some real creative innovation, both very useful as captivating entertainment and technical amazement, but also mechanically fluid and beautiful, check this out.

http://www.youtube.com/watch_popup?v=qybUFnY7Y8w

If you find something that can compete with that in the Game of “modern bicycle design and innovation” please let me know!

You can also follow a lively worldwide conversation regarding this piece  on bakfiets-en-meer

Gift or not here are some other reasons our customers ride a bike. Riding is Healthy, Green and Perfect transportation for many cities in the U.S.

Josh Boisclair-”It is very gratifying to accomplish those rare feats by bicycle like hauling a few hundred pounds of stuff, moving by bicycle, transporting other bicycles by bicycle, etc. The bicycle as a machine is actually quite remarkable.”

Dennis Budd- “ No other man-made invention gives me more joy on a daily basis then the bike… Personally, I ride because it is FUN, practical, faster than the alternatives, makes my heart work and keeps me feeling youthful.”

John Calaway-”Biking around SF everyday is a great experience as the city is blessed with incredible natural and cultural beauty that is often best appreciated self-propelled, either walking or on foot.”

Brenda Pitts-” I needed: a sturdy, durable bicycle that would protect my clothing and that would allow me to carry heavy loads to and from my office…”

Photo of Brenda Pitts by Meli Burgueno

Kristin Tieche-”The bike lane gives me a direct route to feeling free and vibrant… I fill my lungs with air and take in all the sights and sounds of my bustling community…  And parking is never an issue – it’s always door to door service!

Come by our store and see our beautifully handcrafted bicycles imported directly from Europe. We can even add a dutch clog to your keychain!