The Tale of a Midtail Cruiser

Traveling through the suburbs last week, I suddenly spotted something green and curvy zipping toward me on the opposite side of the road. It was a Yuba Boda Boda cargo bike - not a common sight around these parts. The woman astride it looked happy and carefree. As we passed each other, both of us waved with the zeal of true bicycle obsessionists, and yelled hello. I then spent the rest of the morning wondering who this mysterious woman was and how I could get a better look at her bike. But I didn't have to wonder long. Having recognised me, she soon got in touch and we arranged to meet up.

Josette is a local cyclist and mother of two boys, ages 6 and 3. She lives in a hilly outer suburb of Boston and works in a neighboring, equally hilly suburb. Her typical daily commute involves taking her younger son to preschool, as well as cycling to and from work, for a total of 13 miles plus errands. Josette got back into cycling as an adult a few years ago, and has since owned a couple of bikes, including a modern hybrid and a vintage English 3-speed. She now wanted a cargo bike that was both easy to ride and could handle two children. She tried several cargo bikes, before settling on the Boda Boda - a new "midtail cruiser" model from the California-based Yuba: The Boda felt easier to manage than full sized longtails, and the handling felt more intuitive than that of the Dutch bakfiets. Josette purchased the bike at Ferris Wheels in Jamaica Plain (Boston) and has been riding it since October. 

Yuba refers to the Boda Boda as a "cargo cruiser." Named after African bicycle taxis, this model was created in response to requests for a shorter wheelbase, lighter weight and lower stepover. On top of that, it promises casual handling combined with the ability to tackle hills. Featuring an aluminum frame, 26" wheels, fat tires, swept-back handlebars and 8-speed derailleur gearing, the Boda weighs 35lbs and is rated to carry over 200lb. There are two versions of this model: the Step-Through, shown here, is smaller in size and features a lower stepover. The base retail price is $999. 

The midtail rear end of the Boda features an integrated rack with a bamboo platform and an optional "Soft Spot" pillow - handy for ensuring passengers have a comfortable ride. Josette personalised hers with a custom crocheted cover, which gives a charming and unique look to the whole setup. 

The platform as shown here can fit both of Josette's children. 

Although I only met her younger son, this picture illustrates how both boys fit on the bike. Josette's blog post on riding with kids provides more details about her experience. 

The "apehanger" style handlebars in the rear were an aftermarket addition, as Yuba's standard "Hold On Bars" did not work here. The main issue was that, given Josette's saddle height and the height of the rear rack, there was no way to install Yuba's standard handlebars so that they'd reach above the rack. In addition, the wider and more swept back apehanger bars make for a more accommodating and comfortable position for Josette's boys. 

The Boda's rear rack height is an interesting topic. You can't quite see this in my pictures because the bags cover it up, but the Boda's rack platform sits unusually high. This is because the e-assist version of the Boda (aka the El Boda), has its battery stored underneath it. Josette's feedback is that the extra height of the rack feels suboptimal, both as far as weight distribution when carrying passengers and cargo upon it, and as far as saddle height adjustment. For example, very short riders may have difficulty moving the saddle all the way down despite the extra seatpost showing, because at some point the saddle will start to interfere with the rack. Also, because the handlebars had to be threaded through the rack, I was not able to raise the saddle to my optimal height when test riding this bike. Despite the quick release skewer, the setup shown here cannot be easily shared between persons of different heights.

This issue aside, the owner is happy with the carry capacity the Boda affords. In addition to allowing her to carry two children on top of the platform, each side of the rack accepts two full-sized panniers, or Yuba's own "Baguette Cargo Bag" (The orange bag pictured is a pannier hybrid bag from Vaya, made in NYC). The front "Bread Basket," rated to carry 50lb of weight, can be purchased for even more carry capacity. 

The Boda Boda comes standard with swept back Dutch stye handlebars, cork grips, city brake levers, and painted bell,

26" wheels and wide, cushy cream tires,

platform pedals,

and a minimalist chainguards. 

Fenders and a double-legged kickstand were added as accessories, as was dynamo lighting front and rear, and the front wheel "Deflopilator" stabiliser. 

I took the Boda Boda out for a quick spin. Though Josette graciously offered to lend me her son, I did not feel comfortable with that plan, and just rode the bike with 3 panniers on the rear. Mostly I was interested in the feel and handling, so I did a short loop that involved a local hill. 

This bike is a little strange to describe. If you've ever ridden a Northern European hybrid circa the mid-2000s (à la this), the position the Boda puts you in is very similar. The closest non-obscure equivalent I can reference is maybe the Breezer Uptown, but it's really closer to the European bikes. Mounting and dismounting, the stepover was indeed very low. There was no toe overlap with the front wheel when turning, although it was surprisingly close; not much clearance. Yuba does not provide geometry charts, but the cockpit area felt extremely compact, and there was something about the position of my butt in relation to the pedals (or saddle in relation to the bottom bracket, if you will) that I associate with a particular type of hybrid or cruiser type bike.  At the same time, I have to admit that the Boda felt light and speedy. And the low gearing allowed me to pedal it up a major hill without having to dismount (Josette tackles that same hill on a daily basis, and only has to dismount when both kids are on the back of the bike). The ride quality over potholes was nice and cushy.

In essence, my first impression is that the Boda Boda is what it claims to be: a cargo cruiser with easy handling that is ridable in hilly areas. 

Considering my recent test rides of the Xtracycle Radish, a comparison of the two is probably in order. The obvious difference is that the Boda is shorter and a bit lighter. This will make it more manageable for those who consider full longtail bikes unwieldy, but at the expense of giving up load capacity. The Boda has a somewhat lower stepover, which makes it easier to mount and dismount. As far as fit and handling, I prefer the Radish, simply because it feels more natural and intuitive for my style of riding. Others might feel differently. 

Having ridden the Boda on a more or less daily basis since October, the owner is pretty well used to it and enjoys the freedom of mobility it's given her. 

With her boys and without, Josette has ridden the Boda in all sorts of weather, though overnight she keeps it in her garage and during the day at the bike parking facility in the basement at her work. The bike has served her well in the course of daily use. Some words of criticism include the rear rack height, the delay with receiving some of the accessories (she is still waiting for the Bread Basket), and the fact that the price of each accessory adds up to make the true price of the bike, once it's fully equipped for commuting, nearly double the stated MSRP. Still, 3 months down the road Josette is pleased with her decision to choose the Boda over other cargo bikes. It suits her riding style and her lifestyle. 

Categories: bicycle reviews, cargo bikes, test rides

Snow Radish

It was with some regret that I set off to return the Xtracycle Radish after a long term test ride. I had several errands to run and left early in the morning, rear bags filled with items to drop off in the course of my travels. The day was gorgeous, the air fresh, and the temperature not too low. More than a week had gone by since our last snowfall, and the multi-use river path looked like it had been cleared. I chose the path over the road, wanting to make the most out of my last ride on this bike. 

We rode for a few miles along the plowed path, until gradually patches of uncleared snow and ice began to appear. I had the opportunity to get off the trail and rejoin the road, but decided to wing it. 

At length, we hit a section of the trail that was completely unplowed. The hard, crusted-over snow made for an uneven surface. I was not in an adventurous or experimental mood, as I had my camera on the bike without a great deal of padding to protect it. Still, I thought that I would try to continue riding and see how it went. Cycling on crusty, uneven snow feels not unlike cycling on rough dirt roads, provided that there is no ice. The more I try it, the more I like it, and I enjoy trying it on different bikes and tires to compare. The 26x2" tires on the Radish have some tread to them, and it was enough for me to feel a difference between how they rode on this kind of surface compared to the slicker Grand Bois Hetres. Bike choice aside, I think my ideal tires for this terrain might be some fat 26" or 650B knobbies. 

It was a windy morning, and the wind picked up in the course of the ride. Naturally, it was a headwind, and the strongest gust coincided with an uphill stretch. I bent my arms until my face was just above the handlebars, put my head down and pedaled, eliciting cheers from a Super-Commuter headed in the opposite direction. Later on the road, a man at a stop light asked what it was like to drag "a bike like that" uphill. "You must be either very fit, or very miserable!" None of the above, mister. 

It's funny, because I could sense that I got a lot of respect every time I rode the Radish. But it was undeserved: The bike rides easy, and winter conditions did not reveal any weak spots in handling. I think that for those in cold climates contemplating cargo bikes, that's an important consideration. Cargo bikes have a way of making you dependent on them. And once that dependency forms, you want to be able to use the bike comfortably and safely year-round. I have not tried other cargo bikes in the snow, but I am glad to know the Xtracycle affords that freedom. Throw on some winter tires of your choice, and you may not even have to worry about whether the paths are plowed.

Against the backdrop of a winter wonderland I said farewell to my longtailed friend, and rode home on a vintage Raleigh Roadster - contemplating differences in bike handling and dreaming of future snow rides.

Categories: cargo bikes, winter cycling, Xtracycle

When Do We Need a Cargo Bike?

I am thoroughly enjoying test riding the Xtracycle Radish I have on loan for review. What impresses me the most is not so much its hauling capacity (which I take for granted since it is, after all, a cargo bike), as its handling. The Radish is a great ride. It is fast. It is geared for hills. It is easy in stop-and-go traffic, remaining stable when starting and stopping. It is lovely on dirt trails. It likes to keep its line, and I can even ride it no hands - no easy feat for me on most bikes! In other words, I really, really like it.

So now I find myself manufacturing tasks in order to have excuses to ride this cool bike and test its hauling capacity. I should load it up with some Bromptons (done - too easy). I should use it to bring home a Festivus tree. I should borrow some neighbourhood children. I should take the cats skiing. All this brainstorming makes me aware that I don't, strictly speaking, actually need a cargo bike as part of my daily routine. "Don't need a cargo bike?! But you're car free, of course you need a cargo bike!" a friend exclaims. Two years ago, I would have agreed. There are groceries, the hardware store, photo equipment, art supplies, disassembled bikes, large packages. But after all this time, I've adapted to having limited hauling capacity and now only rarely need to transport large or heavy loads. The Radish is a bike I want to need, but in reality would use only occasionally.

On that note, I am curious how often cargo bike owners actually ride theirs cargo bikes. Is it your main ride or a supplementary bike? Do you find yourself riding it more or less frequently the longer you own it? "Soon you'll find all sorts of uses for it, and won't be able to do without," I am told. Yeah, that's exactly what I'm afraid of!

Categories: cargo bikes, test rides, Xtracycle

A Taste of the Radish

As anticipated after our meeting at Interbike, Xtracycle has sent over a demo model of their Radish long tail cargo bike for me to test ride. I will be picking it up from Harris Cyclery next week, and after trying it for the first time a few days ago, I have a feeling we will get on nicely. Pioneers of the long tail concept, Xtracycle makes two main categories of products: the Free Radical, which is an extender kit that can turn almost any standard bike into a long tail, and a line of integrated longtail bikes. The step-through Radish model has been around since 2010 and is available in multiple configurations. The Radish pictured here is the Classic - designed to carry "groceries, cargo of all shapes and sizes, and adult passengers." 

As the term "long-tail" suggests, the Radish sports an extended rear end: The back wheel is set back considerably, allowing space for a massive deck to extend along the chainstays. Other than that, the Radish looks like a fairly normal transportation bicycle: lowered stepover, swept-back handlebars, fenders, flat pedals and a chain guard. All it is missing is lights. Current retail prices for the Radish start at $1,220 for a complete bike, bags included. 

California-designed and Taiwan built, the frame is welded cromoly steel. The complete bike weighs 43lb. 

The 1x9 speed derailleur drivetrain is geared to provide a nice and useful range, including a low 1:1 gear. 

V-brakes front and rear.

The cargo deck can serve as a carrying platform for large objects and passengers. It also integrates with XtraCycle's expandable FreeLoader bags, as well as with the optional WideLoader side platforms (not pictured). I am going to experiment while the bike is in my possession and see how well this system accommodates the sort of cargo I am likely to carry. 

My initial ride on the Radish was modest. First I rode it completely unloaded, just to see how it would handle in that state. Then I added some photo equipment, my laptop bag, and an armload of random heavy-ish items from Harris Cyclery for extra weight. Here are my first impression notes based on the (4 mile) test ride:

. The unloaded Radish felt surprisingly light to pick up, something the shop staff noticed as well. 

. The Radish handles like a normal, faster-than-average upright bike. There was no learning curve involved in riding it. I would wager that if you can ride an upright bike, you can handle the Radish.

 . I could not feel the long-tailness of the bike, even when cornering.  

. I could not sense a difference in handling or speed between the Radish unloaded vs lightly loaded. Apparently it will take a lot more than the equivalent of a week's worth of groceries, plus camera equipment, plus laptop bag, for me to feel anything back there. 

. Ride quality over potholes was great (26" x 2" tires). 

. I like the quick and efficient feel of the derailleur drivetrain.

. The geometry makes full leg extension possible when pedaling, while still allowing me to put a toe down at stops without dismounting. 

. The quick release seatpost makes sharing the Radish easy.

. The stepover is pretty low, but still requires leaning the bike toward me in order to step over the top tube. It is not quite as low as a full-on step-through or loop frame.

. The size of the Radish makes it impractical for me to store it indoors (we have a tiny place). I wonder how it will fare when stored outside. 

. While my impulse is to say that if the Radish were mine, I'd want a box permanently affixed to the rear, I will give the standard setup a fair chance before jumping to conclusions. 

. Aesthetically, I have to admit that I like the Radish a lot; it just looks so darn friendly and adorable.  

All of this combined leaves me in eager anticipation of truly putting this bike through its paces and experimenting with various types of cargo. If you are local and interested in taking it for a spin, the Radish remains for a few more days at Harris Cyclery in West Newton, MA, and will return there after my review.

Categories: bicycle reviews, cargo bikes, test rides, Xtracycle

Long Tail Tales

While I neither own a cargo bike nor intend to own one any time soon, I love the the idea of them and like to live vicariously through those who have them by asking about their experiences. The cargo bike owners/shoppers I talk to are mostly North Americans and I notice that overall they are opting for long-tail bicycles over front-load box bikes. In large part this is because these cyclists tend to live in hilly, bike-unfriendly suburbs that do not lend themselves to the comfortable but unwieldy box bikes. Long-tails, on the other hand, are said to handle with the maneuverability and responsiveness of regular bikes, while allowing room for extra cargo in the extended rear. At Interbike this year there were long tails from all manner of manufacturers, roughly half of them, it seemed, touting electric assist. But rather than feature every random concoction, I will focus on some trusted manufacturers that have come out with updates and new designs.

Yuba had its new "midtail cruiser" on display, the Boda Boda. Named after African bicycle taxis, this model was created in response to requests for a slightly shorter wheelbase and a lower stepover. Featuring 26" wheels, fat tires, swept-back handlebars and derailleur gearing, the aluminum-frame bike weighs 35lbs, is rated to carry over 200lb, and retails for $1,000.

The Boda Boda is described as comfortable, in that it "rides like a European townie bike – upright and casual," yet "will get you there and back, even in hilly San Francisco." Studying this bike I admit skepticism regarding that last part, but I am willing to keep an open mind and will gladly test ride a Boda Boda if the opportunity presents itself. As I stood next to the bike, a couple of women came along and talked at length about how delighted they were with the lower step-over; the bike looked friendlier and more accessible, they said.

The original Mundo model was on display as well, fitted with Yuba's frame-mounted Bread Platform front rack (rated for 40-50lb). Though I rode a Yuba Mundo a couple of years ago, the short ride did not leave me with an impression I can now recollect, so I would like to try again. Owners overall seem very pleased with this bike and describe the handling as speedy.

Between the Mundo, the Boda Boda and the various accessories available with the bikes, Yuba offers a range of choices at comparatively reasonable prices. I loved seeing this enormous suitcase strapped to the side of a Mundo with the help of Rok Straps. Who says you have to compromise on luggage when traveling by bike?

Xtracycle, the company that originally introduced the long tail concept, exhibited a range of bikes and accessories that practically turned their booth into theme park. Xtracycle makes two main categories of products: the Free Radical, which is a bike extender kit that can turn almost any normal bike into a long tail, and the Radish, which is its own line of integrated longtail bikes. The big news at Interbike was that Xtracycle will now be releasing a new bicycle model to supplement the Radish line - the EdgeRunner. This bike will have a mixte-ish, unisex frame and you can see most of it up there on the shelf in bright blue. Unfortunately, I dropped the ball on this one and have no decent pictures that show the entire bike. Mea culpa, and I hope you can imagine the last, long tail bit of it...

...which looks just like this. This is a taupe version of the same model, and yes I only have pictures of the rear! What you see attached to the bike is Xtracycle's new folding side car accessory. 

The cargo platform is fairly light, easy to install (onto an existing Xtracycle system), is rated to carry 200lbs of weight, and folds up when not in use. It looks very cool, though I do wonder how the bike handles on turns with the sidecar addition. Unlike most sidecars, this one pivots - but I imagine not so much when loaded with 200lb.

There were other prototype add-ons on display, like this slatted rear box that can be used for both cargo and small passenger transport. And yes, this is yet another incomplete shot of the new Xtracycles bike - this time in a gunmetal finish.

Also on display was a spruced up step-through Radish (there used to also be a diamond frame version, but I think they've done away with it?), in a new sunflower-yellow colour with matching stem. The steel Xtracyces are heavier that the Yuba bikes (40lb for the Radish), but are rated to carry more weight (350lb).

This yellow Radish was fitted with a prototype Party Deck platform that includes built-in speakers and a beer keg stand.

It's funny to observe how aesthetics can affect a bike's curb appeal. The yellow Radish is much more striking than the original beige/brown version and people flocked to it. 

Visitors took turns hopping in the saddle, and I confess to riding it down the back hallway until a security guard gave me a look. I'd been wanting to try a Radish for some time, but the local bike shops do not carry them - so I talked to the Xtracycle fellows and they'll try to work something out. Based on my brief exposure to it, I really like this bike and would love to try it out on the road. Maybe even with a sidecar...

But the pièce de résistance of the long tail displays at Interbike was the collaboration between Xtracycles and Tern. Yes, that is a folding long tail you are looking at: the Tern Joe with an Xtracycle Free Radical rear extension. And yes, I rode it very briefly - but I can't really get a sense of a bike like this within the confines of a trade show. I am hoping a proper test ride will be possible in the near future.

The result of the Xtracycles and Tern collaboration is the Cargo Joe: a 26" wheel folding longtail with an aluminum frame, hi-ten steel fork, and derailleur gearing, available in 3 sizes. Here is a blog post from Xtracycles showing it loaded up with a bunch of weight.

The simple fold takes about 30 seconds, with the frame unhinging in the middle.

The folding bike then rests on the floor via a kickstand-type contraption under the bottom bracket. 

The retail price $1,000 for everything shown here, including the waterproof bags. Adding fenders and lights will increase the cost, but even with that taken into account it seems like a great value. As an owner of a Brompton that I often use as a mini-cargo bike, I can attest that having a bike that hauls weight and stows away compactly is invaluable for someone who lives in a small space, eliminating the problem of storing an enormous cargo bike. And while the Cargo Joe's fold is not minuscule, it nonetheless allows for easy storage, as well as for being taken on trains and in cars.  The possibilities are pretty amazing, especially for those who do not own a car. 

As far as overall trends for long tail cargo bikes, the main ones I noticed were lower step-over heights and a move toward greater compactness. If this reflects the nature of the customers who are buying the bikes, my guess is that there has been demand from more women, more apartment dwellers, and more multi-modal commuters. I am excited by the possibilities I am seeing with these bikes, and look forward to following the development of long tail designs in the years ahead.

Categories: cargo bikes, Interbike

Postal Bicycles in Ireland

Walking around the small coastal town of Dun Laoghaire, I spotted what looked like a vintage delivery bicycle propped up against a wall. "How nice that these are still around," I thought, figuring it was someone's town cruiser. Only when I saw the same bike rolled along by a man in uniform later, did I realise the delivery bicycle was in active current use. Apparently at least in some towns, the Irish post (An Post) uses bicycles to deliver mail. 

While I've seen postal bikes in other countries, they have tended to look more generic and official - typically being the same make, model and colour, with the logo of the post office clearly visible on the frame. But the postal bicycles here seem to be all different - different models, different colours, even spanning different decades.

This yellow one is made by Monark (a Swedish manufacturer) and it looks like a variation of this model. 

There is a backward bend to the seat tube that I initially thought was a deformity from years of heavy use. But the picture of the bicycle I linked to above has the same bend, so it must be an intentional part of the frame design. Any idea why?

Notice also that the fold-down stand that does double-duty as front rack stabiliser has wheels attached to it, so that the bike can be rolled when the stand is employed. I assume there is also a praking brake to prevent it from rolling on its own.

The front and rear racks on this one are roomy enough to each fit a huge mail bag or box, whereas the older black bike I saw earlier had a front rack only and a smaller one at that. I wonder whether the route he was assigned to tends to get less volume.

In a town of Dun Laoghaire's scale, postal bicycles make a lot of sense and I was happy to see more and more of them in the course of the day. Examining the different styles of delivery bikes that have existed over the years is fascinating; there were a great many!

Categories: cargo bikes, Ireland, travel