Build Quality: 5/5

Function: 5/5

Style: 4/5

Overall: 5/5

Availability: The Burley Travoy retails for $289.00 and is available through dealers, which in Austin are Bicycle Sport Shop and University Cyclery. The Burley site has all the optional and replacement accessories available for sale directly.

Overview

Lots of people say we are on the leading edge of a cargo bicycle revolution. Cargo bikes offer a really nice alternative for hauling kids, groceries, and even furniture on two wheels. They do however have some down sides. Cargo bikes are big and much heavier than a traditional bike, and they can be pretty pricy. An Xtracycle Free Radical conversion will set you back $600 (plus you need to already have a bike) and purpose built cargo bikes can run from $1200 to over $3000.

If you do not have the coin, the living space, or security to own one of these very useful bikes, the Burley Travoy is made for you. A trailer made specifically for the needs of the urban cyclist, the Travoy offers 80% of the utility of a cargo bike at a fraction of the cost.

Build Quality and Function

When you look at the Burley Travoy, you can tell the designers really put a lot of thought into the product. The build quality of the trailer is very high with all the parts feeling very solid.

The trailer is built to attach to the most seat posts on bikes rather than the chain stays or rear axle like many trailers. There is a bolt on quick release which allow the trailer to be easily removed for taking indoors. You can get extras of these bolt on hitches if you plan to swap between multiple bikes. The hitch is relatively small (about 1 1/2″ tall) so you should not have a problem installing it on most seat posts, but you may have to change posts or seats if you keep you seat very low or have a suspension post.

The standard trailer comes with a quite large bag, though other bags and a rain cover are available as options. Burley loaned us their Upper Market set of bags which included a small top bag and a lower bag that was a little smaller than the standard bag. The upper bag had more pockets and was nice to be able to easily put small items, but I saw no advantage to the lower bag over the standard bag. Unless you know you need more capacity, I would recommend just sticking with the included bag to see how things go. All the bags and straps connect to the trailer with built in hooks and eyelets. This keeps the bags secure but also allows for relatively easy on and off.

The Travoy’s ability to do double duty as a walking cart and its ability to fold down to a small foot print sets it apart from other trailers for urban use. A flick of a handle collapses the connecting tubes to the bike and provides you with a comfortable handle to use the Travoy as a shopping cart or to carry your load on elevators to the office. An additional flick collapses the entire trailer down to a size that could be put under a desk or in a closet with ease.

One caveat on using the cart for shopping: You really have to do your shopping in a set order. The larger cavernous bags mean you can fit a lot. If you are not careful, your bread, peaches and eggs can get crushed!

Other small features like built in reflectors, a mount for a rear light, and a fold up resting foot for standing the trailer up round out a well thought out design.

Ride Quality

The placement of the trailer’s connection at the seat post does more than make it easy to connect and disconnect the Travoy. Most of the time raising the center of gravity like this makes handling worse on bikes. Not so with the Travoy. Unlike trailers that connect to chain stays, I felt almost no ill effective of adding weight (and I pushed the 60 pound limit with rebar and other supplies for our cyclocross clinics.) The swivel of the quick release joint also makes the trailer feel much more maneuverable and nimble in tight turns. When empty, I hardly knew the very light weight trailer was there at all.

My only gripe with the Travoy is how loads can shift when you hit bumps. If you do not carefully load the bags, bums can cause the bags to shift and start rubbing again the wheels. The tie down straps help this some, but did not eliminate it completely with heavy, uneven loads.

Summary

I see the Travoy as a perfect tools for the urban cyclists who wants the capabilities of a cargo bike but either does not have the space or money for one. If you can only have one bike, the Travoy opens up the possibility of owning something sporter without giving up the invaluable ability to carry things. There are limitations of course. You cannot carry children and the 60 pound carry limit is only a 1/4 of full cargo bikes. Still, its ability to carry a lot without the squirrelly nature of most other trailers and its versatility and compactness would make me question having a cargo bike if I did not already own one.

Fall riding in Texas past 4 pm calls for lights. The current laws in Austin require a front light and a back reflector. And, I’ve already heard of first hand accounts of police stopping cyclists to remind them of the laws. My favorite front light is the Monkey Light spoke light (although Monkey Electric, the manufacturer states that Monkey Lights are not to take the place of a front or rear bike light, but rather to be used along with).

I first heard about the Monkey Light after it made a debut at the Makers’ Fair here in Austin a few years back. The spoke light, as the name indicates, is mounted on the spokes of any wheel, front or back. It only takes 3 zip ties to snugly hold the light on the spoke. Along with little rubber shock mounts that prevent the light from vibrating against the spokes. It stay in place, doesn’t slide up and down, and doesn’t shake the wheel at high (or low) speeds.

There is a row of approximately 32 ultra bright LED lights that, get this, change color, a rainbow of colors, not just the traditional white and red of bike lights. The lights can make an array of patterns based on the rotation speed of the wheel. My favorite pattern looks like the clover leaf. I’ve nicknamed the Monkey Lights the Seizure Inducer: the lights are intensely bright and they continuously pulsate to create the shapes and patterns.

Studies show that there is an increased incidence of pedestrian and cyclists getting hit by vehicles right after the time change. The simple reason being that it puts bikes and cars together in the dark during the busiest traffic time. A horrible cocktail for disaster combining evening rush hour and a light-less bicycle. And even if you have lights, bike accidents tend to be T-bones. Vehicles don’t see the front and rear lights when approaching perpendicularly to bikes and crash into them from the side. Hence my gushing admiration for the Monkey Light because they make me visible from the side. The lights are so bright that it illuminates the pavement on both sides of the wheel.

When I started writing this,  I didn’t intend for this article to end up being a product review. Rather a kind reminder that it’s the season for bike lights. Although during fall in Austin I can still wear skirts in route to work without freezing, I’ve got to wear lights from work to home to make it there in one piece.

Anti Monkey Butt Anti Friction Powder comes in the Original, Lady's, and Baby (not shown or tested) versions

Function: 1/5

Product Quality: 4/5

Overall: 2.5/5

Availability: Anti Monkey Butt Anti Friction Powder sells for a retail price of $5.95 in 6 oz contains at a variety of large retailers including CVS, Walgreens, and Walmart. It can also be ordered online from the company where you can also receive a small volume discount for ordering 6 packs.

Summary

Anti Monkey Butt Anti Friction Powder claims to offer relief from discomfort caused by friction involved in all types of physical activities. While I did find the powder useful for soothing pain and irritation post ride, Anti Monkey is not up to the challenge of replacing more conventional lotion based chamois creams during your ride.

Function and Quality

Anti Monkey Butt comes in a colorful 6 ounce bottle for which it is safe to say is the anti-Rapha with a red-reared cartoon monkey on the label. The bottle has small distribution holes on the top similar to baby powder in three versions: Original, Lady’s, and Baby (not tested.) In addition to the talc powder in standard baby powder, this product also contains calamine powder, an ingredient with anti-itch and anti-bacteria properties. The smell is pleasant but nondescript in the Original while the Lady’s version has a definite flowery smell to it. Application is straight forward, squeezing out a little powder at a time and applying where you need it.

If you ride long miles, you will no doubt be singing the praise of chamois cream. The lubricating lotion applied to area where your body meets the saddle addresses painful friction and helps prevent saddle sores caused my long days in the saddle. Most endurance distance cyclists find chamois cream a non-negotiable necessity.

I started with the ultimate test of the anti-friction claims of this product by using Anti Monkey Butt in lieu of chamois cream for a variety of ride distances from 15 to 40 miles in length. At the time I started using the powder this way, I had a little soreness in the crotch region from a recent 20 mile ride I had done without chamois cream. Normally, I quickly bounce back from such soreness by using chamois cream liberally on the next few rides. On short rides, Anti Monkey Butt seemed sufficient however once I got above about 20 miles, I really started to feel the friction. By the end of one 40 mile ride, it was quite painful for me to sit in the saddle. After a similar experience on another 40 miler and a full outbreak of saddle sores, I discontinued the use of the Anti Monkey Butt powder and returned to my regular chamois cream. If I had started the trial without any soreness, maybe the the Anti Monkey Butt powder would have been sufficient, but clearly once the early stages of saddle sores set in this product will not help you through while in the saddle.

While Anti Monkey Butt powder is no replacement for chamois cream, I did find that it really excelled at helping me recover from saddle soreness with application after the ride. Knowing the powder is designed to keep the application area dry and the anti-bacteria properties of calamine powder, I decided to use it post ride for a week. After returning from a long ride using chamois cream, I applied Anti Monkey Butt after my shower to the problem region. It felt soothing and helped avoid any minor friction from regular clothing. In the past when I have continued to ride with saddle sores, it has usually taken me a few weeks to fully recover, but I found the sores completely gone by the end of the just a week with the daily application of Anti Monkey Butt.

For those who only suffer minor irritation from saddle friction, Anti Monkey Butt Anti Friction Powder might provide a less goopy, less oily feeling alternative to chamois cream, but for the rest of us, it is not up to that task. On the other hand as a general post ride soother and insurance policy against an outbreak of saddle sores, Anti Monkey Butt is worth having on hand.

Build Quality: 5/5

Function: 4/5

Style: 4/5

Overall: 4/5

Availability: Bodhi is a new brand based out of Ft. Worth with bikes make in China. The e-bike is currently available at a retail price of $2500 in a Step Through and Sport version from Alien Scooter.

Editor Disclosure Note: At the time the Bodhi test bicycles were provided for review, Bodhi Bikes was a site sponsor of Austin on Two Wheels.

Overview

Electric bikes have been touted as the killer app to get those who are not already cyclists or physically fit out of their cars and on to bikes. Unfortunately, most of the e-bike products to date have not lived up to the ease and reliability of regular bikes. Most are standard low budget mountain bikes or hybrids with motor hub and rack mounted battery. They look ugly and clunky, something more like parts thrown together from Radio Shack than a thought out complete product.

This may look like a graphic design on the down tube, but the black box is actually the battery.

The Bodhi Electric Bikes are part of a second generation of e-bikes that aim to create a product built from the ground up to be an electric bike. The Bodhi’s frame is designed to be an e-bike and includes quality components and accessories to make their bike a legitimate car replacement. Those that have a hilly commute or professionals who need to ride to work in business attire will appreciate the Bodhi.

Build Quality and Function

The Bodhi was designed to be an electric bike from the start, and it shows. The slickest feature of the bike is the battery placement. It is encased in the down tube and from a distance just looks like a graphic on the frame. A key turns the battery on and off for power savings and locks it out so it does not go missing while you are parked. The bike’s motor, which the Bodhi team designed themselves correction: which the Bodhi team selected for its smoothness, low running noise, and power, is built into a beefy looking front hub and is completely enclosed for low maintenance. For the rear hub, Bodhi opted for the large gear range and smooth continuous gear shifting of the NuVinci 360 internal hub. Incidentally, the large hub of the front motor and the NuVinci rear are almost the same size providing a nice symmetry and downplaying the largess of these hubs.

Close up of the battery and the down tube dock for the battery. A key activates the battery or locks out the unit so it cannot be removed.

As I will mention later, this bike has real potential as a car replacement, and it is here where Bodhi did a good job of spec’ing the bike to the task. Fenders and lights are standard, with the extremely bright front light running off the bike’s battery. While it does not come with racks standard, there are braze-ons for rack attachments. The one big short coming is the lack of a full or partial chain guard, instead opting for a guard built into the chain ring. This is unfortunate since the oversized, squarish seat tube will probably not allow you to add a chain guard mount there and a bottom bracket mounted chain guard will likely interfere with the pedaling sensors for the motor. In my experience, the chain ring mounted guards are sufficient for general recreational use, but if you are wearing business attire or just don’t want your pants to get grease on them, pant clips or rolling your pants are going to be your options.

The continuous gear NuVinci hub made by Austin based Fallbrook Technologies is standard equipment.

On a more minor note, the Bodhi designers opted for forward facing rear dropouts with no hub/chain tensioner. This was probably done as an economy measure, but this sort of set up with an internal hub or single speed is a pet peeve of mine. This hub install makes it very difficult for proper chain tension to be set and can more easily cause problems for the bike’s owner after changing a flat. In this instance, chain tension is hand set by pulling back on the wheel, and unless the rear hub bolts are tightened down very hard, the pull of the chain drive can force the hub out of alignment and cause the wheel to rub and possibly the axle to pop out of the drop out on one side. At minimum, the inclusion of a chain tensioner bolt would address this issue and switching to rear facing drop outs would be even better.

The Bodhi drive train includes sensors on the bottom bracket that turn the motor on when you begin pedaling and off when you stop pedaling or brake.

The two model designs, Step Through and Sport, are distinct models with more differences than the frame style and paint color. Step Through will fit more people with the ability to drop the seat lower and adjust the handlebars more. The Step Through comes equipped with a more adjustable quill stem and swept back North Road style roadster handlebar. The result is a more upright seating position common on most city bikes. Meanwhile the Sport reflects its more sporty nature with a threadless headset stem without any spacers and a mountain bike handlebars yielding a little more forward leaning, fitness position. This is important to know when you are selecting the right model for you. I personally hate the ergonomics of mountain bike handle bars, enjoy an upright seated position, and like the easy on and off of a step through.

Other differences are more cosmetic with the Step Through getting more natural look with bamboo fenders and brown leather colored saddle and grips. The Sport keeps everything a silver and black mix with matching silver plastic fenders and black saddle and grips. While I like the look of wooden and bamboo fenders, their ability to channel water down and away from the sides is inferior to concave metal and plastic fenders so the Sport has that advantage on utility. Both bikes use reasonably good components and have a nice unified look about them so you do not need to feel embarrassed by the look when meeting friends.

Ride Quality

The small touch pad controller allows you to easily shift between power levels. The throttle trigger below and to the left allows you to add power on demand.

On the flats, I found each level corresponded to a speed range as I pedaled lightly. Level 2 gave me a range of 11-12 MPH, Level 3 yields 13-14 MPH, Level 4 yields 14-16 MPH, and Level 5 yields 17-19 MPH (Level 1 is throttle only.) For safety and in order to avoid motor burnout, the motor cuts off on Levels 2-5 any time you stop pedaling or brake.

As a bike without using the motor, the Bodhi is a bear to ride. Not only do you feel the extra weight of the motor and battery, the drag of the motor hub is quite noticeable as you pedal. You can take comfort in knowing if the battery runs down that you will not be stranded, but do not expect the ride to be a joy without the pedal assist. This is unfortunate, if unavoidable, as it means you will mostly want to ride with the system on, rather than just using it when you need that extra bit of power.

The display tells you your speed, distance, wattage used, battery drain, and motor power level.

If you have an especially long, hilly commute, the Bodhi may not be for you. I spent most of my time in the Level 2 and 3 auto mode (economy and standard modes.) While I could have gone faster at the higher levels, I ride Dutch bikes a lot so the 12-15 MPH range felt comfortable and right for urban cycling. I found these two levels were also sufficient for a slow but easy climb up gradual to moderate hills, however for a short stinger hill we have (about 10% grade) the level 5 was struggling even in the easiest setting on the NuVinci hub. During my testing, I had ridden about 15 miles in mixed flat and moderately hilly terrain when the battery indicated it was near empty. For most urban riders who are looking at one way rides in the 3-5 mile range, this will be totally sufficient, but if you are commuting across town, you will need to re-charge at work if you do not want to risk losing the pedal assist.

Summary

When it comes to quality and style, the Bodhi is a huge leap forward from first generation e-bikes. While $2500 for a bike is nothing to sneeze at, it is a bargain compared to the average $10,000/year cost of owning an automobile. The Bodhi would be a great match for commuters who want to get to work sweat free. It gives you the easy free parking, bike lane and trail access, and transit take along options of a regular bike with the ability to travel without getting wiped out. In addition, those who are not already cyclists or are not very physically fit and looking to find a less expensive urban transport than a car would do well with the Bodhi.

The person for whom this bicycle will probably not appeal is the current cyclists. If you are happy cycling, prefer the simplicity of a regular bike, or enjoy the physical feeling and fitness benefits of pedaling, look elsewhere. The auto engage feature is seductive, providing you with a far superior experience and speed to just pedaling alone on this particular bike. If given the option, you will engage it whenever possible. For some, that is ideal, but others may miss the feel of a bike built to pedal enjoyably under your own power.

We are currently putting the Burley Travoy to the test. Look for a product review soon.

- Bodhi Electric Bicycle*

- Burley Travoy Urban Trailer

- NuVinci 360 Gearless Hub

- Anti-Monkey Butt Chamois Powder

- The book the Urban Cyclist Survival Guide

*Note: Bodhi Bikes is currently a site sponsor of Austin on Two Wheels.

Integrated shifters are so ubiquitous that they are even available for internal hubs like this Versa Nexus/Alfine shifter.

My 1996 Bianchi Campione d’ Italia came with the original Campy Ergo integrated shifters and worked fine until last spring. Suddenly, the right shifter would no long stay in gear, the inner shifting cog stripped. One of the supposed beauties of Campagnolo is that all their shifters are serviceable. Sure, you may be paying a 20% premium over an equal Shimano or SRAM system, but when something breaks, you don’t have to replace it… except in my case you do. Campy stopped making replacement inner parts for my shifter years ago so while I can theoretically fix them in reality I was faced with replacement. My Bianchi is an 8 speed which Campy which left in the dust in its bid to have more cog gears than anyone else. I found an old replacement shifter at Frankenbike about that time but could not come to an agreement with the seller over price. This left me with no other option but to “downgrade” to down tube shifters if I didn’t want to replace the whole drive train.

The underappreciated down tube shifter. I sure am enjoying my downgrade!

Now I may sound like a Grant Petersen retro-grouch here, but I think non-racers would benefit from seeing friction shifters as an equally acceptable option on their road bike. Not only are they less expensive and lighter weight than the brifter equivalent but are much more forgiving on the novice user. Friction systems need next to no adjustment. As the shifter cable stretches there is no worry about sloppy shifting and there is less to go wrong.

Do friction shifters require more thought or technical acumen? Barely. Yes, they are not as brain dead obvious as the click of an index shifter, but honestly if you know how to turn up and down the volume on your radio, you are going to be able to pick up friction shifting in minutes if not seconds.

For racing, integrated shifters make more sense. You want to shift from the drops or hoods when you need to make an attack and the sponsored racer has a mechanic to make everything run smoothly. For the rest of us, friction shifters offer a simplicity with sufficient convenience to be totally up to the task. I’m not saying you should rip your STI, Ergo, or Double Taps off your current bike, but if you are building up a non-racing bike from scratch, give down tubies a consideration. I think you will be surprised how you will not really miss the brifter. I know I’ll continue to enjoy my “down grade” as I pedal my soul rides.

UPDATE/ADDITIONAL INFO: One of our readers reminded me that friction shifting is not a good match for the modern 10 speed drive train. The cable pulls are so small that it is too easy to overshoot the shift and can be difficult to keep the gear engaged. If you like the position of the down tube shifter and want to use a 10 speed system, Shimano still makes a down tube shifter for 10 speed however it is index shifting only, i.e. clicking through a pre-designed shift. So stick to 9 speed or lower with friction shifting.

For those running a 10 speed system, friction shifting is no longer a viable option, but you can still get the cost/weight advantage of down tube shifters with Shimano 9 and 10 speed index shifters.

Want easier access to your friction shifter? Bar end shifters like these are a good option.

Bodhi Bicycles are built from the ground up to be e-bikes. That blue patch on the down tube isn't a modern cubist graphic. It is the integrated, removable battery.

I met the co-founder and President of this Ft. Worth based company, Paul Jung, and had a chance to get a quick preview of the bike. Bodhi and Alien Scooters are arranging to get us a test model for a full detailed review later this month.

Bodhi developed and designed their own e-bike motor front hub.

The first thing I noticed is that this is a bicycle truly built from the ground up to be an e-bike. Instead of a cheap hybrid with a battery and motor hub thrown on, there are really nice looking features like a battery integrated into a compartment on the frame and integrated lights. The folks at Bodhi have developed and designed the electric front hub and relatively light weight battery. They also are using quality parts like bamboo fenders and the infinite gear NuVinci 360 hub from Austin based Fallbrook Technologies.

Bodhi uses the NuVinci 360 internal hub with infinite gearing.

I’m looking forward to the review testing to see if the function lives up to the well thought out style and design.

Rating: 4/5

Price: $21.99

This spring, MVP Books sent us a review copy of the new expanded edition of Complete Bike Maintenance by Fred Mislon, a British published bike maintenance text now available in the states. At just 185 pages, the book covers 98% of what you will see on a bike with plain, clear instructions and high quality color photos.

Some guide books give you a little more than just the facts. Leonard Zinn’s books are very conversational and include some bike industry history and asides while others add a twist of counter culture politics like Bicycle!: A Repair & Maintenance Manifesto. There is none of that with Complete Bike Maintenance. Just the facts, ma’am. The pages only make good bed time reading if you have insomnia. On the other hand, the book is well thought out and conveys the necessary information without being verbose, a very good reference guide.

The book is logically laid out by each part of the bike. One really nice aspect of the book is how comprehensive it is at covering almost all possible components you will encounter. This is the only maintenance book I’ve seen that covers internal hubs in detail with every design and includes info on serving less common parts like cottered cranks and BMX brakes.

Each page is loaded with quality color pictures and concise instruction.

My only gripe is in the first section of the book on choosing a bike, specifically transportation bikes. Taking the North American bike industry bias, they call a mountain bike with slick tires (but obviously missing fenders, racks or lights) the ideal city bike. They only mention Dutch bikes as “women specific” as if half the population in places like The Netherlands and Copenhagen have an identity crisis instead of riding bikes that make sense. The bike sizing and positioning section is also pretty rudimentary so don’t expect more than what you get from bike shop staff when you buy a bike (go see a professional fitter or look at a custom bike if this is an issue). Chances are that if you are interested in this book, you already know a bit about the bike you ride so just skip over this first section.

While not for casual reading, the concise, encyclopedic approach of Complete Bike Maintenance makes it an excellent reference to have on the self when you are getting ready to try something new or need a refresher.

Version 43-100 covers winter and spring with stories that focus on adventure on a bike. I especially enjoyed “Bikeless”, a story of an adult overcoming her fears to learn to ride a bike and discover the simple joy of riding. Also near to my heart was the reflections on riding a Kronan, the single speed Swedish army bike that is a close relative of the Dutch bikes I build. A whimsical hand drawn bike map of Eutaw, Alabama and soulful photos of bikes in New Orleans grace this issue as well. As with previous issues, there is a passion and accessibility to Boneshaker that rarely comes through in other bicycle periodicals.

It is unfortunate that I ended up reading most of Boneshaker while I was in bed in my pajamas. Each article made me want to jump on my bike and see where the road would take me. You will be similarly inspired, and with 43-100 currently available and the summer/fall 43-200 to hit any day now, you can pick up plenty of summer reading. Or if you really want to join Boneshakers United States Bicycle Army, pick up the limited edition Boneshaker: A Bicycling Almanac box set which includes the first 5 issues of the almanac delivered to you in an old cigar box.

Boneshaker: A Bicycle Almanac, 43-100- $8.00

Boneshaker Box Set- $50
Includes brand new copies of BA 42-100 through BA 42-500; a never before printed interview with the precise and talented Mr. Jeff Nye, Boneshaker‘s loyal cover artist, published in pamphlet form; and a beer koozie from Fort Collins’ own bike shop Brave New Wheel.

Available from Wolverine Farm Publishing or in fine bike shops.

UPDATE: I received a message from BoxCycles that the lighting issue I mentioned in this review is being addressed in the next shipment to the U.S. Look for better mounting options and possibly a dynamo.

My experience: BoxCycles arranged for me to borrow a model of the Christiania Cargo Bike from AustinBikes for a long weekend of testing including child transport and grocery shopping.

Build Quality: 5/5

Function: 4/5

Style: 5/5

Overall: 4.5/5

Availability: AustinBikes (1213-A West 5th Street) is the exclusive Texas dealer for the Christiania cargo bike at a retail price of $2700. Currently, the model in black with rain cover is available, however pre-orders for a May shipment are being taken now for those who want a different color or component build.

Overview

The Danish-made Christiania Cargo Bike offers families and those wanting to replace their car a practical, well built option for transport by bicycle. Its largest in class cargo box provides a lot of carrying capacity, though this size means you will need a dedicated space to park the Christiania. While the three wheel platform takes some getting used to for the experienced cyclist, it provides an extremely stable platform for loading cargo and for those who might not feel confident cycling a load on a two wheeled cargo bike.

This box is huge!

Note about terminology: For this article, I will make comparisons of the three wheeled Christiania box bike with the two wheeled, Long John-style box bikes like the Gazelle Cabby or WorkCycle Bakfiets. The Dutch term bakfiets, or box bike, is an accurate description of both styles of bikes but for sake of brevity when I use the term bakfiets it will refer to the two wheeled, Long John version.

Build Quality and Function

The Christiania box cargo bike is a high quality bike designed to take a beating and be left in the elements. The power coat frame and lacquered box communicates that this is a bike meant to be used and abused.

The best feature of the bike is the cargo box which is larger than any other box bike on the US market. I was able to fit an entire week’s worth of groceries including milk and sodas plus my 4 year old child without a problem. The size of the box could also be a drawback. The double wheels and box take up a lot of room when parked, and the box does not fold down like the Cabby and other soft shell bakfiets. This means you will need more space then a normal bike for parking and storage. It also means riding up on a sidewalk is less feasible. On the other hand as I’ve found with other cargo bikes, the bike’s size gives you more respect on the road so maybe the sidewalk becomes less necessary.

Week's worth of groceries & a child. No problem!

The box includes a bench with seat belts for two children. The bench also opens up for storage and includes a lockable lid so you can leave valuables, another unique and useful feature among cargo bikes. The removable rain cover uses tent style poles for structure and allows the sides to be removed if you wish to use it just as a sun guard. There are also nice small features like a step up plate on the rear drive side of the box to make getting in easier for kids.

Other standard features reflect the utilitarian nature of the bike: fenders, a rear wheel frame lock, bell, and chain guard. My only major gripe with the bike’s design is the lack of built in lighting that is standard on bakfiets. Due to the trike design, a dynamo wheel is not possible, but I could not find a decent place to put a forward light on the bike. The handlebars would be blocked by sitting children or the rain cover, and there are precious little other places to put a light on it. I question why a bike so obviously designed for daily transportation is not equipped for riding after dark. There are a few other minor stylistic changes I’d like to see like a rear rack, a frame lock that allows a plug-in chain like the AXA Defender, and fully encased chain drive, but the lighting issue was the only reason the bike did not get a perfect score for function.

Very nice gear range on 7 speed internal hub. Full chain guard, rear rack, & lock upgrade would make this perfect.

Ride Quality

The Christiania is a box bike on a three wheel platform, but unlike the trike designs in the U.S., it has two wheels on the front and a single wheel on the back. The frame pivots from the front box to the driver’s compartment for turning, yielding a bicycle that is much more maneuverable than the one wheel front, two wheels back design. For an experienced cyclists, this design takes some getting used to as you have to break old habits that keep a two wheeled bike upright and turning. This means no need for putting your foot down at stops, but it also means no leaning into turns. The pivoting front box is pushed different directions to turn, but if you fall into the old habit of micro adjustments on the front wheel at slow speed, it can make your driving erratic. Particularly disconcerting is riding the Christiania on our high camber roads. You feel yourself wanting to lean to right the bike, but of course, you can’t. Zenning out is key, and after a half day of riding, it seemed very natural to me.

7 speed shifter & bell on shopping cart style handlebars

The gearing on the Christiania is in my opinion the best specing of the entire bike. They have not made the mistake of gearing as if we live in the flat, flat Netherlands or Copenhagen. While it comes with a 7 Speed Shimano Nexus internal hub, the designers have paired the chain ring and rear cog to yield a very forgiving lowest gear, the best in all the cargo bikes I’ve ridden. This means I was able to take all the hills in my neighborhood and along South Congress even though the bike weighs over 70 pounds. This gearing is also appreciated when getting the bike going as pushing off with your foot like you do on most bikes is tricky on the Christiania. Being able to start pedaling from a stop is a nice option.

Lots of reflectors but unfortunately no lights

The braking system on the Christiania is a combination coaster brake and disk brakes on the front two wheels. I was very thankful for the disk brakes as the coaster was certainly not sufficient for going down hills loaded with children and groceries. (As a side note, this is why I avoid bikes that only have a coaster brake. If your chain pops off on a down hill, you have no brakes. The results can be catastrophic!)

The front pivot make the Christiania much more maneuverable then conventional trikes, but it is still bulky. I find two wheel bakfiets to be more nimble on this front. I also found the steering on the bike to be pretty squirly when you got above 15 MPH. Due to the double wheels and weight distribution, small steering adjustments at these higher speeds can get out of hand quickly so you have to be more focused when running faster. This is something I’ve not found to be an issue with bakfiets. Having said that, you really will not be riding this bike much above 12 mph unless you are going downhill. Finally, you can tip the bike if you try to turn at high speed. I noticed one of the front wheels lifting off the ground on tight, fast turns when unloaded. The Christiania is built for slow pedaling and carrying lots of stuff, not racing.

Summary

My kids loved riding in the Christiania.

If the lack of a lighting system is addressed, the Christiania box cargo bike makes a great option for carrying children or packages and purchase by bike. There is a reason box bikes are considered the SUV of the cycling world. They are just so useful that you may have to question why you bother to own a car at all. The Christiania gives you the most carrying capacity of box bikes on the US market. They are a welcome addition to available bakfiets and deserve a test ride when you are considering a cargo bike.

Editor Note: BoxCycles is an site sponsor of Austin on Two Wheels.