Fluttering About: the Papillionaire Sommer

One of the newer members of the upright city bike club, the Australian Papillionaire (a sponsor of this blog) has recently opened its doors in the USA and sent me a bicycle to try - their step-through Sommer model in the aptly named "Boston" colour scheme. Based on a traditional European loop-frame design and available in a range of candy colours, the lugged steel Sommer also comes with an attractive price tag - starting at $429 for a basic single speed bicycle, including fenders, chainguard and rear rack.

Founded in 2009 by a brother and sister team in Melbourne, the Papillionaire name is based on the Latin word for butterfly (papillio) - reflecting their philosophy that "riding should be easy and fun and of course look good at the same time." 

The bicycle frames are designed at Papillionaire's Australian office and manufactured in Taiwan to their specs, along with the rear racks, and custom leather grips and saddles. The finish is powdercoat. The stated weight of the complete bike is 29lb. 

The cro-moly frames are lugged and the fork features an attractive crown with cutout detail.

Here is a look at the seat cluster.

And the junction of the curved top tube with the seat tube. 

The bottom bracket is the only lugless joint on the frame, and it is done smoothly.

The horizontal dropouts in the rear accommodate hub gearing and incorporate braze-ons for rack mounts, fender mounts and chainguard bracket. 

Braze-ons for both fenders and front rack on the fork dropouts as well.

The Sommer comes in two sizes: standard and small. Aside from the curved top tube, a main distinguishing feature of this model is its handlebars: Somewhere between North Roads and Apehanger on the upright spectrum, the bars have quite a rise to them. This has the interesting visual effect of making the rest of the bike appear miniature, almost toy-like in comparison. In fact the bike is normal sized, with 700C wheels to boot - it's just that the handlebars are quite massive - intended, in combination with a short top tube, to achieve a super-upright riding position. 

View of the bars from the rider's perspective. 

And a side view of the rise. Note that the stem here is shown lowered to maximum capacity. 

The test bike I received was set up as a 3-speed, with a Shimano Nexus hub and twist shifter, front and rear caliper brakes, 

Papillionaire's leather grips (a copy of the Brooks version, it seems), a silver bell,

a Peterboro front basket (big enough to fit a handbag or similar),

and a sprung leather saddle (looks to be Gyes-made), embossed with Papillionaire's logo. Note that the saddle here is shown sitting pretty far forward, with the clamp not allowing further backward movement. A setback seatpost is now available to get the saddle a bit further back.

The Sommer's rear rack is rated for 18kg (40lb) of weight. No lighting is included with the bike, but the rear fender is drilled for a tail light, and a rear reflector is included. The fenders, rack and chainguard are all powder-coated to match the bicycle's frame.

The alloy touring-stlye pedals come with reflectors.

The 700Cx35mm Kenda West city tires are available in gumwall or cream. 

The Papillionaire was delivered to a nearby shop, the Bicycle Belle (read about it here), where I test rode it on a 4 mile urban loop simulating some of my usual local commutes.

Nothing about Papillionaire's branding suggests a focus on performance and speed, and so the bicycle's tame handling was consistent with my expectations. The Sommer is a bike for fluttering about town, not for "super commuting" 10 miles up hilly country roads. At the same time, the gearing is set quite low - so reasonable urban inclines are not difficult to tackle. And the roomy, integrated rear rack is a convenient standard feature, making it immediately possible to attach panniers, as well as rack-top bags and baskets to the bike.

On the whole, my impression of the Sommer was dominated by its bolt-upright positioning and tight "cockpit." Seated upon the saddle, my back was as straight as if I'd been sitting in a chair, and my hands gripped the handlebars just forward of my ribcage. The new setback seatpost alters these proportions, but only slightly: The Sommer was deliberately designed to be extremely upright. Those looking for that sort of fit will appreciate that, while those seeking a more leaned-forward, active position, may find the proportions limiting.

Another notable feature of the Sommer is its very high bottom bracket. Those who enjoy being perched as high as possible on a city bike so as to "see above traffic" will appreciate this. Those who like to stop with a toe on the ground without getting off the saddle, may not: The high bottom bracket will make it difficult to set the saddle height to make this possible whilst achieving full leg extension on the downstroke when pedaling. 

While Papillionaire refers to their bicycles as "Dutch-style," the Sommer is not a typical Dutch Omafiets. They do have the upright positioning in common. But the Sommer's frame angles are not as relaxed and the fork is not as raked-out - giving it a more compact, less boat-like - and also less cushy - feel than that of a traditional Dutch bike. The Sommer's combination of tight frame, 700C wheels and wide tires also leaves very little toe clearance with the front wheel; some riders may experience toe overlap. 

The 29lb stated weight figure feels pretty accurate; for a bike of its kind the Sommer is on the lightweight side. But note, that (to be fair, like most bikes in its price category) the Sommer does not come with lighting options - something I hope Papillionaire (and other manufacturers) will consider remedying, since the bike is intended for regular commuting. 

Since Papillionaire expanded its market to the US, I've received regular emails from readers asking how it compares to the popular Bobbin Birdie (see review here). As far as apples-to-apples comparisons with other city bikes, I think this is a fair one: Like the Sommer, the Birdie is a Taiwan-made lugged cro-moly loop frame with hub gears, fenders, chainguard and rear rack, at a similar price point. As far as quality, I find the bikes equivalent - from the finish, to the components, to bike shop mechanics' feedback on the quality of the from-the-factory assembly. As far as frame design and ride feel, there are notable differences: The Sommer is a considerably more upright bike, and it is fitted with 700C wheels, whereas the Birdie is a 26" wheel bike with a position that (while still firmly in the upright category) is more aggressive, and to me feels more responsive. So the choice between the two will likely rest on the type of fit and ride quality a cyclist prefers. Go with Papillionaire if you want to be more upright and higher off the ground; with Bobbin if the reverse. Price-wise both are pretty good deals. I get so many inquiries from readers looking for new, but "vintage-style" upright bicycles at reasonable prices. It's great to have multiple options in the sub-$700 price range.

The Papillionaire Sommer as shown here (the 3-speed version, with leather accessories and basket) is priced at $629, and is available to test ride at the Bicycle Belle in Somerville, MA. Aside from the Sommer model, Papillionaire also offers a diamond frame and, most recently, a mixte. You can check out the specs and colours of all their models here and see the complete Sommer picture set here. Many thanks to Papilllionaire and Bicycle Belle for the opportunity to try this bike!

A Look at Kinn: the US-Made Midtail

Before setting off abroad earlier this summer, I had a chance to glimpse the much talked about Kinn - a new midtail utility bike manufactured in Portland, Oregon. Today being the 4th of July, it seemed like a good time to share my initial impressions of this US-made machine.

Relatively new to the scene, "midtail" bikes are characterised by an extended rear end that is longer than that of a conventional city bike but shorter than that of a full-on longtail cargo bike. In 2012, Yuba released the Boda Boda midtail (featured here) and Kona introduced its MinUte midtail. At around the same time, following two years of prototyping, Kinn unveiled the Cascade Flyer. 

Kinn describes its mission as to be "big enough for family and small enough for you." The company's name is a double reference: to kin, as in family, and to kinetic, as in motion. Designed by founder Alistair Williamson, the frames are manufactured in small batches (around 100 per year) by the Zen Bike Fab. The racks are fabricated at ADX. And the wheels are handbuilt at Sugar Wheelworks. All of these are Portland, OR establishments, so the company keeps it very local indeed. An interesting article on the development and prototyping of Kinn Bikes is worth having a look at here. 

The Kinn's frame and fork are welded chromoly steel, designed around 700C wheels and up to 50mm tires with fenders. The geometry is characterised by 72° head and set tube angles, a low bottom bracket and a high trail front end. The frameset is available in the "robin's egg blue" colour shown and two sizes: The Small/Medium fits riders 5'3" - 5'9" and the Medium/Large fits riders 5'8" - 6'2". The standard component build includes Avid disc brakes, a choice of a 9-speed derailleur (Shimano Alivio) or 8-speed internal hub (Shimano Alfine) gearing, fenders, chainguard, city pedals, kickstand, and Velo Orange Milano handlebars with cork grips. Complete bikes are estimated to weigh 34lbs-38lbs, depending on size and build. Prices start at $1,950 for complete bike with derailleur gearing, and $2,200 with internally geared hub. Detailed specifications can be found here. 

The integrated rear "multi rack" is rated for 130lb carrying capacity. The pannier rails are designed to fit two panniers on each side (or one on each side if the rack is fitted with a child seat). The rack features a long bamboo deck (21” x 5.5”), hidden lockable toolbox, a platform that integrates with the Yepp child seat mount, built in footpeg mounts. The child seat and little passenger bars (shown) are available as extra accessories.

The bamboo platform is modular: The front part swivels out of the way for the child seat mount. The rear part opens to access the lock box. 

I have only done an introductory test ride on the Kinn so far: Around 4 miles, with a single pannier in the rear. Now, I do realise that Kinn's literature focuses largely on child transport. In fact, when Kinn offered me a test ride, I wondered whether I was the right person for the task. I do not have kids and do not plan to cycle with other people's children on board for the sake of a review. They still wanted me to try the Kinn and see what I think of it as personal transport - so those will be the parameters of my impressions. The bike is also available for other locals to try with their own kids on board (at Bicycle Belle in Cambridge/Somerville, MA), and I will later collect their impressions. 

As far as my own first impressions: What I liked most was how the Kinn rides. It is distinctly un-cruiserish and un-cargobikish; a fast, responsive, "sporty" bike. Part of that is the positioning: The handlebars are intentionally set lower than those on bikes like the Xtracycle and Yuba, the stem is long, and the front end geometry is pretty tight (notice the way the downtube curves around the front wheel). I like the low bottom bracket and the quick, yet stable feel of the steering. The Kinn is not meant to be a relaxed city bike, but something a bit more aggressive. The ride quality over bad roads was great as well, even with the 35mm tires the demo bike was fitted with. It was simply a fun bike to ride that did not feel like a cargo bike.

For a transportation bicycle, the Kinn's frame is a little tight for my taste. The sloped top tube is too high for me to step over (it is higher than the Xtracycle Radish, or a typical mixte frame), and my toe rubbed the fender a couple of times on slow tight turns. I would love it if the bike's ride characteristics could be retained while providing a little more toe clearance in the front and a lower standover height. An obvious solution would be to go with a smaller wheel size - though I understand that they went with 700C intentionally, aiming for a roadbike type feel. 

As far as cargo capacity, the Kinn is visibly shorter in the rear than a typical longtail (shown here next to the Xtracycle Radish). It does not come with any sort of dedicated carry system: You strap things directly to the rack as you would with a regular bike. The rear rack is an intricate design, with lots of rails and support stays onto which cargo could theoretically be strapped. One thing I wonder, is how two full-sized panniers can fit on each side of the rack, as claimed, since the one I used took up most of the dedicated pannier railing. I will experiment with this some more. 

Walking and parking the Kinn in the city felt entirely like dealing with a regular sized bike. When an extra degree of compactness is desired, the front wheel can be turned all the way around to fold into the frame (like so), making it compatible with bus and car racks. 

The Kinn Cascade Flyer is an intriguing specimen that I look forward to examining further once I am back stateside. The compact design that still offers more carry capacity than a typical transport bike is of obvious benefit to city dwellers who do not want to lock up a cargo bike outside. The invertable front wheel is a useful feature for those who take their bikes on city buses. And for parents who like a sporty ride, the Kinn's rack is rated to carry a kid up to age 12. 

Finally, it is impressive that Kinn has managed to produce this bicycle locally at the current price point. They are soon planning to launch a Kickstarter campaign for Kin 1.1 (the next batch will have a few minor modifications)  to help fund the continued manufacturing of these bike in the US - I will keep you posted.

If you are in the Boston area, this bicycle (including child seat) is available to test ride at my neighbourhood's new bike shop, Bicycle Belle. I will post a detailed review in August. 

Comfortable Carbon: Trying the Parlee Z5

Looking down at my handlebars around mile 50, I felt a pang of alarm at the sight of unfamiliar decals. Then I remembered: I wasn't riding my own bike. I had gotten so comfortable, I'd forgotten. A stern voice in my head began to chastise me. "Come on, you are doing a test ride. You're supposed to be paying attention to the ride characterisics - not enjoying the scenery." Easier said than done!

To explain how I came to test ride the Parlee Z5, it may help to give a bit of a backstory. For some time, I've been interested in getting a feel for carbon fiber roadbikes. However, my attempts at this have been less than successful. I've ridden a handful of carbon bikes briefly, but either they were not set up for me to do a proper test ride, or I found the ride quality too harsh to actually want to ride them for any length of time. Of course not all carbon bikes feel the same, just like not all steel bikes feel the same. With this in mind, I finally approached the matter more strategically and talked to some industry insiders familiar with my riding style and preferences. A few suggestions kept coming up. Among them was the Parlee Z5. 

Parlee Cycles are a small and local-to-me company, based in Beverly, Massachusetts. So the idea of trying one of their bikes was appealing. Later this summer I plan to visit the factory and write about them in more detail. Parlee offers both custom frames, built on the premises, and production models designed inhouse and built in Taiwan. The Z5 is the latter. 

The demo bike was lent to me by Cycle Loft, a Boston Parlee dealer. After undergoing a fitting session, my position on the Z5 ended up near-identical to that on my own roadbike, making for a seamless transition. I kept the bike for a week and rode it for about 135 miles.  

Even before I rode the Z5, I could see why this bike was suggested to me. To call its appearance "classic" might be pushing it. But the aesthetic is clean, subtle, neutral. I did not find myself biased against it, in a "Meh, this is ugly" kind of way. In fact, I find it rather pretty. 

Made from a single carbon piece (what is known as "monocoque construction"), the Z5 frame has a seamless, sculpted look to it. At the same time, the  round tubes and the smooth, but crisply delineated joints, bear a resemblance to those of metal bikes. There are no MC Escher-esque bulges or round-to-square taperings here; the frame looks simple and familiar. For those who are curious to try carbon fiber but wince at the look they associate it with, I do think Parlee eases the transition. 

I rode the Parlee Z5 in size Small (Tall), which translates to a 52.5cm top tube and a slightly extended headtube compared to their standard Small. The complete geometry specs are here. The bike was fitted with a SRAM Force group and Mavic Ksyrium Elite wheels with 23mm Michelin Pro 4 tires (complete build specs here). Though I have Campagnolo on my own bike, I feel very comfortable with SRAM and have no trouble switching back and forth. The handlebars included in the standard build were 2mm narrower than the (42mm) bars on my own bike, but otherwise the fit was almost identical. 

The one disappointment was that the front-center was a bit tighter than I like. With 23mm tires, I had a tiny bit of toe overlap. The amount was minimal, and I still felt comfortable test riding the bike. But with 25mm tires I would not be. 

Riding the Parlee home, my first impressions were dominated by how comfortable it felt - namely, the ride quality over harsh roads, bumps and potholes. To provide some background, I am pretty sensitive to ride quality and cannot stand a bike that feels harsh. It does not matter how fast it is, how nimble, or how good at climbing: If I feel vibrations from the road or pain from going over bumps, I just can't take it for more than a few miles. This sensitivity was a big factor in my own roadbike purchasing decision a couple of years ago, and a major reason I went with a titanium Seven. So with that as my personal bike, granted I am now a bit spoiled in the ride quality department. Lots of bikes feel at least a little harsh compared to my Seven. 

Lots of bikes, but not the Parlee Z5. Nope. The Z5 was flawlessly smooth. As in zero road buzz sensation, zero pain over bumps and potholes. At some point I started intentionally riding it over every stretch of broken pavement I could find, but I couldn't feel a thing. 

Of course, whether it feels painful or not, a roadbike with skinny tires will still toss you around on bad roads. And it is here that I could feel a difference in the Z5 compared to my own bike. Until now, I had considered my Seven to be quite stiff. But after some time on the Parlee, I could feel a "give" in my own bike that I had not detected before. In comparison, there is no give to the Parlee at all; on bumpy roads it sort of bounces as one unit rather than exhibit even a slight amount of yield. 

But despite being stiffer, the Parlee did not feel harsher than my own bike, even as I rode it longer. To my surprise, neither did it feel faster. I rode alone and I rode with some fast friends. Each time, speed and effort-wise, it felt just like being on my own roadbike.

I decided to ride the Parlee on a 100K New England Randonneurs "Permanent" course I had done alone a few weeks earlier (67 miles, with 3,800 feet of climbing). Just as I'd done previously, I timed myself and genuinely tried to do my best. My average rolling speed on the Parlee was 13.3mph, whereas on my own bike it had been 13.1mph - a difference too small to be significant, considering that my fitness had also increased a bit since the earlier ride. Of course this bit of anecdotal evidence may not mean much. But it reflects my subjective experience of the bike. 

One reason I picked this particular 100K route for the test ride, was for its brief unpaved stretches. The bike rode on broken pavement so nicely, I was curious how it would do on dirt and gravel. Just as nicely, it turns out. While I prefer to do unpaved rides on wide tires at low pressure, if I must ride skinny tires the Z5 is as good as it gets. 

Aside from all this, I did feel something distinct to this bike in the course of my test rides. It was a sensation in the rear triangle - possibly the chainstays, and it was specific to cornering. It was as if the rear responded to cornering differently from what I am used to. The chainstay area felt lighter somehow, almost as if it wanted to skip or lift off on corners. Well, maybe describing it that way makes it sound too negative. Unfortunately, I don't know how to explain it any better, but I actually liked this sensation. I found the bike to be maneuverable on corners in a way I had not previously experienced.

Normally, I am pretty sensitive to a bike's front-end handling, and less so to other aspects. The Parlee was the first time I was struck by characteristics specific to the rear of the bike. 

While technically not the first carbon fiber roadbike I've ridden, the Parlee Z5 is the first one I've put a sufficient number of miles on to warrant a report. In part this is thanks to Cycle Loft, for lending it out and setting it up to fit me perfectly. And in part it's thanks to the bike's comfortable feel, which made me want to keep riding for miles and miles. Much like on my own bike, I did not experience fatigue on the Z5 after strenuous rides. And much like on my own bike, the handling, for the most part, felt "unnoticeable" - encouraging me to focus on the scenery and the ride itself, rather than on the bike. 

Going into this test ride, I had several expectations about the feel and performance of carbon fiber: Namely, that it would feel harsher, stiffer and faster than my own bike. The Parlee Z5 felt only stiffer, and even that was only noticeable to me under certain conditions. Granted, I don't race, I don't ride aggressively, I spin rather than mash, and I don't climb out of the saddle. My impressions are limited to the kind of riding I do. And that riding involves 50-100 mile jaunts, sometimes more, usually with lots of climbing and usually on bad roads. I like a fast bike that makes me feel weightless. And I also like to be comfortable. As far as that kind of riding goes, I felt right at home on the Parlee Z5. 

Workcycles Bakfiets Long

A year and a half ago I tried a Bakfiets at a friend's bike shop in Vienna. These iconic Dutch cargo bikes are available in two lengths and the one I rode then was the short version. Now a bike-friend in Boston has acquired the Bakfiets Long, and I've had a chance to ride that as well. Aside from the larger size, I was curious how a bike like this would translate locally. Compared to the center of Vienna, our part of Boston is both hillier and less bike-friendly. Would I feel comfortable mixing it up with car traffic on a bike like this? What about cycling up the inclines I regularly encounter even on shorter commutes? These are the aspects of the bike I mostly focused on this time around.

To recap: The term bakfiets (plural: bakfietsen) literally translates to "box bike." The modern incarnation of this front-load hauler was designed by Maartin van Andel of bakfiets.nl. Those machines branded with the Workcycles name have been outfitted with upgraded components by the Amsterdam-based concern, but are essentially the same bikes (you can read about the Workcycles version of the bakfiets here). The steel frames are manufactured and powdercoated by Azor. Prices for complete bikes are in the $3,000s range, depending on options. 

A handsome plywood box sits low upon the extended frame, between the rider and the 20" front wheel (the rear wheel is 26"). There are essentially two head tubes, connected by a linkage system. In my previous write-up readers requested shots of the steering linkage, so I made sure to get them this time.

Here you go.

And here. And here.

As the rider turns the handlebars, the steering is activated through the linkage and the front wheel turns. 

Like most traditional Dutch city bikes, the bakfiets comes equipped with fenders, a full chaincase, dress guards, and a rear rack. 

Dynamo lighting with standlights is included, front and rear, 

as well as enclosed roller brakes and hub gearing (Shimano Nexus 8-speed with twist shifter). 

The 4-point Stabilo parking stand supports weight evenly.

The handlebars are mildly swept back. 

The long cargo box is about 100cm x 60cm at its widest points, tapering from back to front. It is rated for 80kg (176lb), in passengers or cargo.

Many of those who purchase these bikes do so to transport small children. There is a little folding bench in the box for this purpose. The bench fits two, though the box itself is rated to fit 4 (I believe a second bench can be installed for those who plan to do this). 

The bakfiets can also function as a work bike, hauling anything from huge loads of groceries, to heavy industrial supplies. In Europe I have seen these in use by professionals such as florists, caterers, construction workers, and sculptors, just to name a few. For those who use the bike in that capacity, a waterproof cargo cover is available. Unlike the structured, canopy cover for transporting children, the cargo cover stretches flush over the box.

The bakfiets owner - known online as "cycler" - has had it for just over two months now and uses it about twice a week as a supplement to her main city bike. On her blog, Biking in Heels, it has been a sort of recurring joke how much stuff she'd often end up carrying on her bike - thinking up various creative, but sometimes precarious ways to secure it all. After years of this, cycler decided to take the plunge and buy a cargo bike. She test rode a few and felt immediately at ease with the Dutch front-load model. So bakfiets it was. She ordered the bike directly from Workcycles in Amsterdam, powdercoated silver and dark orange to her specs. In fact, its purchase is partly to blame for inspiring her to ...drumroll... open up her own local bike shop. But more on that another time. 

I've ridden cycler's long bakfiets twice so far. First in her presence on some neighbourhood MUPs. On a later occasion I took the bakfiets away and rode it on my own along my local commute route, mostly on streets without bike infrastructure.  

On both occasions, I arrived on my Brompton folding bike, which I typically ride front-loaded, like a mini cycle-truck. In a sense, switching to the bakfiets felt like riding a much larger and heavier version of the same bike. Of course in many ways they are wildly different - but the front end handling is not dissimilar. Particularly with less weight in the front, the steering is quick and light, requiring a gentle touch. Once you get used to that, the bike feels natural and intuitive to control. When making turns or adjusting its line of travel, the bakfiets is surprisingly nimble. Having the front wheel so far in front does feel disconcerting at first, but becomes natural once you get used to it. Some riders report that the linked steering takes getting used to, but I did not feel any effects specific to the linkage system. Others have described that the bike does not lean easily on turns, but I find that it leans fine. Overall I suspect that a rider's first reaction to the bakfiets depends on their riding style, inherent sense of balance, and the kinds of bikes they are already accustomed to. Some find it intuitive right away, others need practice. 

The seat tube angle on the bakfiets is quite relaxed and the handlebars high, placing the rider in an upright position. But the "cockpit" is not as tight as it is on some Dutch city bikes (i.e. the handlebars are unlikely to hit your thighs on turns). A low bottom bracket combined with the slack seat tube allows for full leg extension while pedaling and easy toe-town stopping while remaining in the saddle. 

One thing that is consistently said about the bakfiets is that it feels weightless in motion even when loaded, and I think that's an accurate assessment. The bike is not fast, but on reasonably flat terrain it is easy to propel forward, without any sensation of pushing or struggling. It just kind of floats as you pedal, boat-like. Henry of Workcycles attributes this quality to weight distribution: Because the box sits behind, rather than over the front wheel and fork, the weight is kept very low to the ground and does not affect steering. With a design like this, the weight is effectively part of the downtube. 

With a large heavy package and some other items thrown into the box, I rode the bakfiets on a 4 mile loop along the Cambridge/ Somerville line, mixing with car traffic most of the way. As far as stability - both in motion and at starts and stops - I did not experience any problems. The bakfiets was very easy to keep upright and, steered with a light touch, it felt downright relaxing to ride. After gaining some confidence, I began to play around with the steering. It felt like the only thing that could make this bike fishtail was the expectation that it would fishtail. But really it wanted to ride where I pointed it, and was very responsive to changes in course. So even if I did make it fishtail intentionally, the wobble was easy to correct. Just a few minutes into the ride I felt like I had excellent control of the bike. Riding with weight in the box does not feel any more challenging than without. And steering the long-box version did not feel any different from my recollections of the short version. 

The main difference really between riding the bakfiets and other bikes I am used to, was that I had to be cognisant of its size - mainly the width - when passing cars and making maneuvering decisions. While surprisingly maneuverable, it is simply a big bike with a wider turn radius than what I am used to (including the Xtracycle long tail). For instance, on the same street I can make a U-turn on the longtail easier than on the bakfiets - though possibly with practice I could become more proficient at the latter. 

As far as hills... Geared low, the bakfiets handles reasonable inclines well, retaining its momentum and that easy floaty feel. But as soon as I tried it on a real hill (say an 8-10% grade spanning half a mile - Spring Hill for locals) - it just refused to keep going at a certain point, even in 1st gear. I have seen bakfiets owners stand up and mash on the pedals furiously to get over short hills. But on longer hills on the outskirts of town, I imagine this could get exhausting for anyone but the strongest of cyclists. Me, I would need a cargo bike that could go long distance reasonably fast and get me up a 14% grade without standing, so a bakfiets would not be the best choice. But for those whose commutes are limited to flatter, shorter routes this would not be an issue. 

Over the past couple of years, I have spotted 6 distinct bakfietsen in active use around the greater Boston area. That is actually an impressive number, considering there has been no local dealer. Whenever possible, I've talked to the owners about their bikes. The general feedback is that they love the comfortable ride, the hauling capacity, and how easy it is to dump things into the box without having to secure every item. Those who have children have said their kids prefer sitting on the little bench in front to sitting on the back of a longtail (some families have both types of bikes, or have switched from one to another). On the downside, storing and parking the bakfiets can be a challenge given its size, as is maneuvering it along the sidewalk. And then, of course, the hills: "Not the best bike for hills" is the consensus. 

I enjoy the way the bakfiets rides, and I think that it looks adorable. By all accounts it is a tough, all-weather transport machine that holds up well in rough conditions and retains its value well when sold used. For many it is a car replacement, which more than justifies the cost. As far as transporting substantial cargo, the bakfiets is just one of several ways to carry similar amounts of weight  - the others popular options being long johns, long tails, and box trikes. Which method a rider finds preferable will depend on their circumstances - including handling preferences, terrain and other factors. As I've mentioned before, I love seeing more cargo bikes in our city, and I welcome cycler's new addition. Full picture set here.