A year or so ago Oscar Mulder of My Dutch Bike in San Francisco commented that he’d periodically heard from his family that his great grandfather had a bicycle shop in Amsterdam and was the “inventor of the bakfiets”. Perhaps this was never a particularly notable factoid until Oscar and his wife Soraya began a shop dedicated to supplying bakfietsen and other Dutch bikes last year.

Needless to say I’m always skeptical about anybody who’s supposedly the inventor of anything as straightforward as a bicycle with a box. But also being fascinated by the history of such things, and bikes in particular, I was also very curious to learn more. Was he known for developing a particular style of transport bike, or a special bakfiets for a particular purpose much as Maarten van Andel is much more recently the “spiritual godfather” of the 2-wheeled family bakfiets? Such stories often get twisted, misunderstood and mistranslated as they get passed through generations and languages so such an explanation seemed fairly plausible.

I forgot about the incident until Oscar sent me a note with a number of scans of photos he’d received from his mother (who still lives in Holland). None of the photos are dated but a little archive research as well as some technical features of the bikes seems to puts most of them in the 1910-1915 range. Making the task a little easier is the fact that the shop was in the Jordaan district just a few blocks from both my home and WorkCycles Lijnbaansgracht location where my office is. Much of the Jordaan looks much like it did 100 or actually even 250 years ago… aside from the cars (yes, even here there are some, though mostly just parked), some rather tasteless new buildings from the 1960’s and 70’s, and a few of the bigger canals that were filled in.

Concerning the photos and archive info we first see that great grandpa did indeed have a bike shop at Rozengracht 49 (and maybe also 40 though that’s disputable). It was called “Bergreijer” which is a play on words. Bergmeijer was the family name but “rij” is the first person form of “ride” or “drive” and “berg” also happens to mean “mountain” so in a punny sort of way it means “mountain rider”. The Dutch, incidentally, have a thing for funny names. Even when other countries were busy with dead-serious names and advertising the Dutch were naming companies with puns and other humorous approaches. It’s a history that goes back at least to when Napoleon became ruler of the region in 1810 and forced everybody to take on a family name which wasn’t at all universal at that time. Either out of spite for their ruler or figuring the names would disappear along with the ruler many people cose silly names. I actually know people who’s names directly translate to “Fountain pen”, “Short knees” and “Born naked”… seven generations later. Napoleon’s bones must be laughing in his grave.

This week Herbert Kuner of the excellent rijwiel.net website sent a couple emails to Oscar chock full of additional information. Kuner found a Bergreijer advertisement in a 1919 trade magazine listing also a separate factory at Laurierstraat 134-142. This is around the corner from the Rozengracht 49 and presumably the factory location was just for production since I don’t think the Laurierstraat was ever a street for retail shops. There are still a number of light industrial outfits there, for example our offset printing firm a few doors down from where Bergreijer stood. This location is also not listed in the 1915 phone book, which inexplicably we both found digitized on the Internet.

Another picture, though shows yet another bike shop called J. Cruiming right next to Bergreijer in the Rozengracht. Cruiming apparently also called themselves a bicycle factory and in fact a sign notes that their shop was not open to the public. This combination of retailer and fabricator is not so strange; many bike shops in this period made their own frames and other parts. I was able to find the same buildings in Google Street View. The two buildings in the right of the photo are essentially unchanged but the facades of numbers 49 (Bergreijer) and 51 (Cruimer) have unfortunately been changed.

The photos include a number of bikes, most of them fairly standard models for this period. Inside the shop are two rows of bikes, many of them with rod-operated rim brakes and none with lights fitted. A carbide lamp fitted to the bracket at the top of the headset was the standard nighttime solution then though none are visible here. Barely visible in the lower right corner seems to be a child sized bike.

There’s a gentleman in uniform, I’m guessing police though I suppose it could also be military or some other official function in which case he was very happy that the Netherlands remained neutral in WWI. His bike has a front fender that ends behind the fork crown as was the practice then. It’s a fixed gear since I see no sign of either hand brakes or even a reaction arm for a coaster brake. The chainring is a work of art and we can see it since none of the bikes in the photos have any kind of chain covers. Apparently the enclosed chain case became a defining feature of the Dutch bike later on.

Here’s a rather dashing fellow looking ready for the start of the next Portland Tweed Ride or other costume themed bicycle gathering. I’m guessing he’s physically challenged since his stylish tricycle is hand driven through a very simple pair of levers that also serve to steer the machine. It looks like it would ride fine in a fairly straight line but sharp turns could be difficult, especially for somebody who’s partially paralyzed… or maybe that’s not really the purpose of this trike. There aren’t many streets this wide bordering large rivers in Amsterdam so I’ll venture a guess that this photo was taken on the west side of the Amstel river.

***Correction: A sharp-eyed, bike loving friend of Herb Kuner in Amsterdam points out that the above and below pictures look like they were taken along the Nassaukade. Silly me! That’s right around the corner from my home and I didn’t recognize it. Of course it is about 100 years later, but still… This morning I looked more carefully while riding Pascal to his daycare center and sure enough I found a spot where the trees (aside from being much thicker) and buildings match the above photo.

This is our first bakfiets of the bunch, and it’s a remarkably ornate one. Check out that laquered box, the beautiful ironwork that seems to support both the loooong leaf springs and the handlebar, and the carbide lamps missing from the bikes in the shop above. The bike almost looks like more of a showpiece than a utility vehicle but who knows what its function was: selling cakes or household goods perhaps? Whatever it carried wasn’t heavy given the light-duty leaf springs. Though this is a very old bakfiets I’ve seen many pictures of similarly old bakfietsen from England and the Netherlands. Nope, this is not the bakfiets Mr. Bergmeijer invented.

Now, THESE last two are the bikes in question. They’re vaguely “Long John” type bikes from at least 20 years before anybody called them “Long John”. Actually they differ from Long Johns and all of the more modern variations in that the frame also runs above the load carrier along with the steering mechanism. On Long Johns, van Andel’s Bakfiets.nl Cargobike and the legions of bicycles these two have inspired the front wheel is steered via a rod linkage below the load carrier. The two photos show two different versions o the Bergreijer transportfiets. The photo with the delivery boy is probably an earlier model or prototype with no steering linkage; the handlebar has simply been extended back to reach the rider. The other bike with “G. Goes, Hemonystraat 18″ (an address in Amsterdam) has a longer box and is steered via a rather complex system of bevel gears on a shaft. They seem to have gone from the simplest system possible to the most complicated… or maybe the other way around. The bike is clearly marked “Bergreijer” and “Model D” along the top tube.

I have seen a few other bikes that looked like these. One of them I almost purchased a few years ago but the owner decided not to sell it after all. This bike with its much more robust construction and dynamo lighting is much more recent, possibly from the 1930’s. The owner told me it was a Maxwell, a very well regarded Amsterdam builder of transport bikes, quite a few of whose big trikes still can still be on the streets. Another very similar (but still different) bike is displayed at a bike repair shop near Amsterdam Central Station.

Looking more recent than the Bergreijer bikes but older than these two are these slick-looking Veeno’s shown on rijwiel.net. It is worth noting that ALL of the bikes described here are older than the 1938 I’ve seen proposed as the beginning of the Danish Long Johns, though I imagine somebody, somewhere in Denmark was also experimenting with long wheelbase transport bikes before then. This repeating of history and reinventing of wheels I discussed earlier in “What’s really new in the bicycle world?”.

So did the Bergmeijer brothers invent this type of bike? It’s possible and their “Long Johns” are the oldest I’ve seen yet. However I’m only a dabbler in antique bikes and this was a time of incredible innovation and experimentation with bicycles (and cars, motorcycles and trucks too). There were several thousand little bike companies throughout the country so quite likely somebody else was also working on such bikes as well. Some day somebody else’s grandmother might pull a few worn photos of even older examples from a shoe box. For now though, I think it’s safe to say we’re at least approaching the beginnings of the Long John type bike.

Does anybody have any more good clues to help fill in the puzzle?

I have to admit that I have a lot of bicycles, and I’m referring to bikes that are really just mine and not somehow part of the WorkCycles fleet or inventory. I periodically cull the flock but some have too much sentimental value to sell, even if I almost never ride them. There’s the Daedalus mountain bike from 1990, designed by me and built by Kent Ericksen of Moots in Steamboat Springs, Colorado. There were six made of which I still know the whereabouts of four. I don’t think I could ever see my lovely De Rosa go. I bought it a year or two old from a friend in about 1982 and raced and trained on it for years until breaking one of the silly diamond shaped chainstays. My friend Brian Spitz (who built some of the world’s cleanest race frames for a while) repaired it but then I hung it up and forgot about it for 15 years. A couple years ago I decided I wanted to get back on a racing bike, found it still wrapped in paper and built it up again. Now it gets ridden regularly, much closer to it’s birthplace in Italy. There are many others, in order of how long I’ve owned them:

Those are all complete, rideable bikes. I also have a number of bikes in various states of incompleteness and a rather absurdly large collection of (mostly old enough to have no monetary value) parts. The semi-complete bikes include:

At least all of the old transport and city bikes are destined for the WorkCycles museum and a few are already on display. A few bikes including the city bike, Brompton, papa bike and racing bike are ridden regularly. Some of the others will return to service when the time is right. Amsterdam has, for example, a fantastic indoor velodrome and I’ve been itching to get back on the track, though that might have to wait until Pascal is old enough to ride too.

Anyhow this is a long intro to noting that I got another bike. This one is a transportfiets (Dutch delivery bike) from the firm “Yankee” in Hoogeveen (where Azor is now and Union once was). I’d never heard of Yankee but that doesn’t mean much; until the 1960’s there were hundreds of small firms building bikes in the Netherlands. Lugs, tubing and components were bought in from various suppliers and the bikes were built from scratch. The quality was typically excellent but the designs were very conservative. Only experts can tell many of the bikes apart and little changed from the 1920’s through the 1960’s or even 1970’s in some cases. A few of the manufacturers were known for particularly high quality (Empo, Fongers, Gazelle, Simplex) and/or unique design (Fongers, Locomotief, Maxwell, Simplex). Yankee though has somehow disappeared into the gorges of history.

(more…)

A while back I wrote about how some goon stole the rear wheel of Doede’s antique bakfiets. After some measurements we determined that this bike was quite strange in that the rear hub axle and crank axle were narrower than usual. Consequently the chain line is much closer to the center of the bike meaning that even if we widened the frame (40mm!) to fit one of our wheels the rear cog wouldn’t line up with the chainring in front anyway. It was decided to bring the bakfiets to the WorkCycles shop for further investigation and repair.

So how does one transport a non-functional bakfiets? On another bakfiets of course! Here Mette van der Linden (brother of web genius and maker of these photos Doede) rides the bakfiets ambulance across Amsterdam. Mind you, an old bakfiets is not exactly something you can just toss in your car, even if you happen to have one; This particular example is over 300cm long, 130cm wide and weighs probably 130kg… OK somewhat less since it’s missing it’s almost 10kg rear wheel thanks to some knuckle-dragging cretin.

My friend Will Fleishell sent me a link to the great looking Metz Bicycle Museum in Freehold, NJ (USA). They’ve a broad collection of bikes, tricycles and quadricycles from early bike-dom (the 1860’s) to about 1900. Some look remarkably modern while others are of formats that have long since disappeared. Check out this tandem quadricycle that can be converted into no less than two types of high-wheeler bikes, for example:

The first bike that caught my eye though was this 1890 “lamplighter’s bike” from New York City. You see a 250cm bike was the perfect way to reach a flame into hundreds of streetlamps each evening. Just ride along and dab the burning stick into each oil lamp as it comes along.

But wait a minute, you object, isn’t this just a “tall bike” like those weird anarchist dudes do their jousting on? Yes, exactly… except that they just reinvented it, uglier and worse, 100 years later. And this is exactly my point: Most of the real “invention” and “development” of the bicycle occurred more than 100 years ago, back when the bicycle was one of the pinnacles of technology, and certainly the highest tech thing an ordinary person could get their hands on. As I recall some of the things that were developed for bicycles: steel tubing, ball bearings, pneumatic tires, the tensioned spoke wheel, the roller chain drive and the list goes on. People often poo-poo of the achievements of the Wright Brothers because they were bike makers by trade, but this completely misses the point that the bicycle techies of that day were amongst the best suited to be experimenting with aerodynamics (which nobody understood yet) and lightweight, efficient structures.

In 1896 Archibald Sharp wrote what is probably still the most comprehensive book on bicycle technology “Bicycles and Tricycles, An Elementary Treatise on Their Design and Construction”. It’s 400 pages of detailed analysis of bicycle design. From the MIT Press site (they reprinted it in 1979 and my copy is one of these):

It begins with a general exposition of mechanical principles: dynamic, static, and straining forces. It then covers successive experiments at bicycle and tricycle design, including several “mechanical monstrosities.”

With the aid of elegant, sometimes humorous drawings, the book examines various designs for their relative stability, steering advantages, gearing and resistance properties. The final selection discusses the design of individual components in detail, including the frame (from the point of view of stress analysis); wheels; bearings; chains and chain gearing; toothed-wheel gearing; the lever-and-crank gear; tires; pedals, cranks and bottom brackets; springs and saddles; and brakes.

Even if you couldn’t read English or simply can’t be bothered to follow the scientific explanations the illustrations would be worth looking at. There are images and often scorching analysis of all sorts of bike and component designs that have been unwittingly (or knowingly?) reinvented in the intervening 120 years: disk wheels, belt drives, suspension frames and forks, shaft drive, two-speed epicyclic cranks and many more examples.

“Bicycles and Tricycles” is again out of print but it should be possible to find a second-hand copy. ISBN-10: 0-262-69066-7, ISBN-13: 978-0-262-69066-9

My point isn’t that the bicycle hasn’t evolved in over 100 years; It certainly has but largely in details. The basics elements have long been well understood, and unfortunately seem to get forgotten regularly. Thus simultaneous with the evolution of brakes, gearing and other details is constant de-evolution and re-invention of the basic design. A few examples of how current bikes are often actually worse than their predecessors:

Here is thus where we focus our efforts at WorkCycles; not attempting to reinvent the wheel, but merely refine it. This can require searching back a few steps to see where things went wrong (city bike ergonomics) or developing our own knowledge where there doesn’t seem to be any useful history to rely on (steering geometry for very heavily loaded bikes). All the while the designs remain timeless, but not for the sake of “retro style”. We’re either maintaining highly developed designs that are still fundamentally sound or creating new ones with the recognition that the products of evolution rarely fall far from the apple tree.

[Show as slideshow]

Our web developer Doede sent me a despairing note the other day telling me that the rear wheel of his new, old bakfiets got ripped off. The poor beast looks so sad, like a horse with a broken leg.

In case you’re confused thinking that a bakfiets is a modern, two-wheeler that mom carries her kids in, you’re half correct. That’s a Bakfiets Cargobike, with Bakfiets being the very generic trade name for Maarten van Andel’s brilliant bike. But to Dutch folks “bakfiets” still generally means a giant, heavy duty three-wheeler with a wooden box on the front, a brake lever between your legs and a fixed gear to keep those legs busy. Just to be sure: “bakfiets” is singular and “bakfietsen” is plural. Please remember that as it’s quite painful to read “bakfiet”. Check here for a more detailed description of the etymology of bakfietsen, bakkersfietsen, bakkers, bakken, gebak…

Anyhow the theft raised the question of who would bother stealing an old bakfiets wheel. They’re nearly impossible to find but then again such a wheel has no significant market value. Thus Doede’s wheel was probably stolen by another bakfiets owner whose hub, drum brake or rim finally died after 40 or 50 years of faithful service. And who rides old bakfietsen like these? Well, Doede reasoned, not the sorts of people you’d expect to be stealing their fellow bakfiets riders wheels: hippies, squatters, socialists and others well to the “left” of the socio-political spectrum. Just goes to show you that you can’t judge a book by its cover… or that such demographic stereotypes don’t actually work for crap.

[UPDATE 26-08-09: On Sunday while cycling out of the city with Kyoko and Pascal for a day trip we came across a scene I'd never witnessed before: A building getting broken into and squatted. A raucous mob of perhaps 50 men and women with creative hair and almost entirely black clothing was smashing their way through the door of a pretty, 17th century building in the Weteringschans. Upon breaking the door open the crowd cheered and stormed inside with the contents of a delivery van and no less than two big, old bakfietsen. I also recognized a couple of Amsterdam bakfiets/transportfiets "colleagues" of the old skool variety. Just goes to show you that some stereotypes have a basis in reality.

I pulled my camera out to get a couple pics of the bakfietsen playing a key role in the squatter's life, but I was immediately apprehended by somebody apparently appointed the "no fucking pictures" man of the event.]

In case you’re wondering what sort of rear wheel would be supporting the rear frame of that bakfiets had some scumbag not stolen it, here’s a quick description:

It would look like this one on a brand new WorkCycles Bakfiets, meaning thus that such wheels are actually still available… just not at a price many old-fashioned bakfiets riders are prepared to pay for:

And here’s a picture of a whole, brand-new classic bakfiets, just because I’m so thrilled that such gorgeous, durable, early 20th century vehicles can still be in production. In the background is the Nijland factory where these bikes are made for WorkCycles:

Yep, I love old bikes, especially really nice old bikes. I would have taken more photos of this old Fongers opafiets if he hadn’t been sandwiched between a half dozen other bikes… Amsterdam style. So I had to be content with a close-up of the giant, bullet-shaped Philips headlamp. If you look carefully you can see the reserve bulb above the normal bulb. Also note the soft luster of the nickel-plated finish on the headlamp, handlebar and brake rods.

Though I’m no Fongers expert I do know that they’re widely regarded as the best of the old Dutch bikes, which would make them the best of the best old bikes. Fongers, based in bicycle capital of the world Groningen, made both standard production bikes like this one and also very, very special bespoke bikes with unusual features such as locking headsets, sophisticated rim brakes and eccentric chain adjustment. These special Fongers models were extraordinarily expensive… and still are if you can find one.

To the best of my (admittedly limited) knowledge only the older (prewar perhaps?) Forgers are of interest to the serious Fongers fanatics. In the 1950’s Fongers fused with a couple other northern bike makers and then in 1970 it was taken over by Batavus. Bikes have been periodically produced since then under the Fongers name but nothing to get your panties in a bunch about.

Andre Koopmans’ photostream in Flickr has quite a few great pictures of old Fongers bikes (including some made from hundred year old glass negatives), along with some truly arcane discussion about the various esoteric Fongers special bikes from the beginning of the last century. An example below:

My buddy Chomi and I have been taking photos of the WorkCycles stickers that keep appearing on abandoned bikes around Amsterdam. We’ve spotted them on bikes all over the city, but particularly in several neighborhoods such as the Jordaan and the Oostelijke Eilanden. It’s fun to browse through the slideshow to see the sights or identify the broken bicycles left to rot. Or if you know Amsterdam well you can try to figure out where the bikes are located. Perhaps we should have a contest. Suggestions?

The stickers are available at WorkCycles: €0.50 each. They’re mostly sold out so we’re going to invent some new ones and print more soon.

No bicycles have been harmed in this project.

No I don’t mean this type of Canal Bike that tourists ride around Amsterdam, though it does actually like like fun:

Friday Richard was locking up some bikes in the parking spot in front of our Lijnbaansgracht (the “gracht” part means “canal”) and accidentally dropped a loop of the cable into the canal… where it got hooked on something under the water. After some stout pulling Richard found the following:

Bingo! Free bike. We pulled it out of the water while tourists watched and laughed at this amazing Amsterdam phenomenon. Possibly only moving one’s furniture through the window with a rope and pulley suspended from the hook in the roof can gather more pointing tourists here. And for a better look at our prized catch:

We see that it’s a Gazelle Omafiets at least 40 years old though it definitely hasn’t been in the canal that long. Forty years ago there was no need for such a huge chain lock. The fish have eaten the rubber blocks from the pedals though apparently didn’t like the taste of the tires. The bike is equipped with rod operated brakes indicating that it was quite a chique model in its time.

The rear hub has since been replaced with a Fichtel & Sachs Torpedo coaster brake instead of the original Sturmey Archer drum brake hub. Note also that the rear wheel spokes are entirely intact (stainless steel) while the front wheel spokes are almost entirely rusted away (galvanized steel).

Restoration project anyone? It’s still standing in front of WorkCycles Lijnbaansgracht shop if you want it.

Amsterdam’s happy, horny, musical clown from the 1980’s sings “The Bicycle Seat Song” . Only here in Amsterdam, Netherlands, the world’s cycling capitol city.

The above photo by supertsaar on Flickr reminded me of a conversation I had with Jos Louwman, founder of the well-known Mac Bike bicycle rental company in Amsterdam. Jos rode the same “Pfanntoom 1″ bakfiets to our Oktoberfietsfeest party this past fall and I commented that it reminded me of the casket bakfiets I’d seen recently.

As it turns out there’s quite an interesting story behind the Pfanntoom and the reference to the casket trike was eerily close to the truth. Here’s a rough translation of Jos’ response:

“Funny that you the Phanntoom 1 compare to the casket bakfiets. My friend Henk Pfann (the godfather of the Amsterdam Bakfiets Club) is buried in the box that was originally mounted on the bakfiets. As a memorial we mounted a pontoon from a aquaplane on the chassis.”

It’s also worth noting that the box that was originally on this bakfiets (the one Henk Pfann is now buried in) was in the shape of a book, specifically a bible; Henk and his family were in the book business.

The name Pfanntoom is a word play on the Dutch “fantoom”, the English “phantom” (meaning the same thing) and the name Pfann.

A little more about Henk Pfann on Wikipedia.

The bakfiets chassis under the pontoon appears to be an old Maxwell, a long extinct firm that made some of the best bakfietsen ever. Maxwells often had unusual features including triple main tubes, lovely double chainstays, and a handle built into a rear fender reinforcement. Maxwell was founded in 1914 and continued until 1961 though I’ve never seen a Maxwell bakfiets or transportfiets that looked as if it was built after WWII. The Maxwell name is still in use for a generic line of Dutch city bikes but these don’t have anything to do with the old Maxwell.