I saw this nearly perfect kroket on three wheels a couple years ago while visiting an art exhibition at Museum de Paviloens in Almere with Kyoko. I didn’t realize then it was actually a fully functional croquette (“kroket” in Dutch) frying and vending vehicle. I just figured it was just a humorous art piece. I suppose that’s also the case judging from some of Tilmann’s other projects which include a fake Segway tour of a mental institution, a mall kiosk that made and sold concrete clogs, and a one man university. But we talked with Tilmann at another exhibition last week and he filled me in on the whole scoop. He’s German though and explains it all with a straight face so I’m still not 100% sure about the humor part. I might just be inadvertently insulting an artist here, something I’ve already demonstrated an aptitude for amongst righteous cyclists.

The project’s called “Buurtkroket” (means neighborhood croquette”) and to paraphrase Tilmann’s explanation…
The city council of Almere engages artists to improve the social cohesion in certain town districts. To this end Meyer-Faje developed a snack bar bike for the Stedenwijk Noord neighborhood which has no shops or restaurants. It’s a “bedroom community” which is fairly unusual in the Netherlands. The concept was to introduce mixed development to this monofunctional, planned neighborhood.

From his special bakfiets Tilmann deep-fried and served croquettes made from recipes of the local residents. Croquets are currently regarded as cheap fast food but originally they were “grandmas homemade pride” of the traditional Dutch kitchen. Every oma has (or had) her special kroket recipe.

Here’s an overview of Buurtkroket. And here’s the buurtkroket site where you can find croquette recipes, links, discussion etc.

The kroketbakfiets has spiritual roots in the street vendors’ bakfietsen of the olden days. Until about the 1960’s all kinds of goods were commonly transported and sold from special bakfietsen on the streets of Dutch cities. The milkman had a bakfiets outfitted to carry several steel milk jugs. The bread baker rode an enclosed bakfiets with various drawers and compartments while the cake and pastry baker had a fancier box with glass display windows. The fishmonger had his trike equipped with bins and a work surface for cleaning and cutting the fish. Many of these were standard models that could simply be purchased from various firms such as Huisman, Lely and Maxwell. Even the major bike manufacturers offered bakfietsen though they were sometimes built by other firms such as the Gazelles which were (at least in the 1960’s-70’s) apparently built by Apollo in Aalten. Only one classic bakfiets is still in production… the Huisman that WorkCycles sells. It’s been built continuously since the 1930’s.

The herring man with his bakfiets

Have some ideas for the future of the krokettenbakfiets? Tilmann hinted that it might be for sale, at least for the right buyer and price. You can contact him via his sites above.

We arrived at work yesterday figuring that the sub-zero cold, wind and snow would keep most of the customers away, leaving us with time to work on some projects. The highest priority is reconfiguring our workshop after building a massive, floor-anchored, steel frame to hang our electric bike lifts from. It’s a great improvement but not entirely our own initiative. The lifts, you see, were bolted into the 150 or 200 year old wooden beams of our ceiling… and thus the floor of the neighbors upstairs. Though the lifts are nearly new and operate very quietly they do make some vibration. Standing on the concrete (over sand) floor we never noticed this vibration but it drove the lady upstairs crazy. Actually she’s complained very vocally and angrily about a lot of things, apparently calling and writing every possible authority on a regular basis. Most of her complaints have nothing to do with our activities (there’s another bike workshop next door and several apartments have been renovated), but the vibration was a legitimate issue according to the various city inspectors who visited to investigate.

So the city ordered the building owner (a social housing corporation that manages tens of thousands of properties) to fix the vibration problem. It was decided that the only solution was to totally isolate the lifts from the floor beams, and the only practical way to do that was to build a steel frame all the way to the floor. We’re very fortunate and thankful that they took care of the job and paid for it. But it still requires an investment of several days of our labor to refit the lifts and lights. We took the opportunity to make them fully adjustable on both X and Y axis as well as angle, and now we’re adding more lights. I don’t think a workshop can ever have enough light.

Anyhow, this is all we were thinking about yesterday morning so I got busy with the scaffold, drills, plugs, screws and wiring to hang the fluorescent boxes on our ancient ceiling. And then the first snowy Cargobike and customer came in:

Customer: “My bike is almost impossible to ride. It’s really slow, and I think the brake lever might be broken.”

Mechanic: “I’m pretty sure your cables are frozen.”

Customer: “But I think there’s also something wrong with the brake.”

Mechanic: “The brakes are probably fine but they’re being locked by the frozen cables.”

Customer: “Oh wait, now it seems to be fine.”

Mechanic: “Sure, your bike is indoors so the cable just thawed, releasing the brake. It’ll freeze again a few moments after going outside. If you can wait 15 minutes I’ll fix it.

While working on this bike another snowy bike came in with the same problem, and so it went the whole day. Alexis and I pulled and flushed at least 15 cables yesterday. The problem is that Amsterdam bikes live outdoors, rain or shine. Tiny amounts of water drip and condense into the cable housings. On good quality bikes the cables are stainless steel and the housings are lined with polyethelene or another low friction plastic so the water doesn’t make much difference… until the thermometer goes below the freezing point. Then the cable freezes inside the housing. Usually it creates enough friction that pulling hard on the brake lever will overcome the friction, actuating the brake but the brake’s return spring cannot pull it back… thus locked brakes.

So here’s what you do to fix (or prevent) a frozen cable:

1. Let it thaw.

2. Remove the crimped end cap and make sure the end of the cable isn’t unwound or damaged. If it is either rewind, shorten or replace the cable as necessary.

3. Remove any kinks in the cable so that it can easily be pulled and reinserted through the housing.

4. Pull the cable out.

5. Seal the nozzle of a compressed air pistol against the upper end of the housing and blow everything possible out of the housing.

6. Seal the dispenser straw of a suitable light oil against the brake lever end of the housing. It might be necessary to pull the housing cap to do this. We use a generic multipurpose oil with teflon but just about any light oil should work fine. Don’t use “dry” type lubricant because it won’t displace the water for long.

7. Spray the oil into the housing until it begins coming out the other end.

5.5 Oops. Put a rag at the brake end of the housing to catch the oil coming out at great velocity.

8-9-10. Thread the cable back into the housing, readjust the brake and crimp a new end on.

This fix is valid for any brake (or gear) cable but I’m basically assuming the bike has roller brakes here. Drum brakes can pull their own freezing tricks and rim brakes simply aren’t suitable for storing outdoors and riding in snow country. Now the techies can ask me why I didn’t write anything about disk brakes.

This experience also demonstrates something about Amsterdam cyclists: Not only do they store their bikes on the street, they also ride in ALL conditions including snow. Of course they do; How else would they get to work, take the kids to school, do the groceries and visit their friends?

Speaking of snow, here’s a sneak peek at our surprising new development: The WorkCycles Child Transport Sled. We’re strong proponents of the K.I.S.S. philosophy (Keep It Simple Stupid) and our Sled meets the KISS criteria beautifully: It needs no wheels, tires, bearings, towing linkage or even harnesses. Just shove the kid in and go! It’s versatile too: You can pull it while walking, tie the patented “S.T.R.A.P.” (Singular Tied/Releasable Attaching Pieceofplasticwebbing) to your bike or even have your dog(s) or oxen pull it from a yoke. When there’s no snow it can be attached to the front carrier of your bike as a convenient transport bin.

In testing the WorkCycles sled we also learned that Amsterdammers not only ride their bikes all year round in all conditions, they can also make really big snowballs.

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.

Speaking of houses on bikes I’d forgotten about this fantastic camper bike from Kevin Cyr:

UPDATE: Jason Moore in the first comment below reminds me of another bicycle camper/motorhome, this one traveled with and lived in full-time by Brian Campbell. His bike, which has gone through several iterations is ingenious. Brian’s situation though isn’t one to be envied; I’m under the impression he doesn’t live in his bicycle entirely by choice. You can read about Brian on Bike Portland, and also the sites of many others who’ve met Brian during his travels. Photos by Jonathan Maus of Bike Portland.

But then I begin to google camper bikes further and find that a whole new world has opened to me: bicyclists not content to merely travel by bicycle but who also insist upon sleeping in or on their bicycle. Take these Midget Bicycle Campers from Australia for example:

And then there’s this one by Paul Welkins, as seen on the Design Boom site:

Check out Welkin’s site for an amazing array of self-built, efficient vehicles and other random stuff.

Even the sober “doe maar normaal” Dutch are at it. Check out “Met een bakfiets op vakantie“.

And a family from Zeeland (as in the original Zeeland that New Zealand is the new version of in the same way that New York is the new version of Amsterdam… or something like that) who used to ride their old bakfiets as a camper, kids riding alongside on their own little bikes.

A few years ago there was an Italian firm called “Tasso Italia” that offered (though probably didn’t ever sell) a copy of the Main Street Pedicabs trike with a pop-out camper tent on the bed but they seem to have disappeared into the ether.

Of course that’s all good fun but we shouldn’t ignore the countless rickshaw drivers in Indonesia, India and elsewhere who sleep in their bikes out of necessity and not for kicks. It’s about as easy to forget as the fact that a great number (a majority even?) of transportation cyclists in the US are neither “cycle chic” nor “cycling enthusiast”. In fact they’re people who cannot drive; they’ve either lost their licenses or are too poor to own a car, and their accident statistics are so appalling that they skew US bicycling safety stats markedly toward the danger direction.

Just the other day I was waxing philosophic about big, old skool, Dutch bakfietsen after a short rant about the theft of the rear wheel of my friend Doede’s bakfiets. Then today this blue beauty came back from Clarijs the “zeilmaker” with her new Bisonyl box cover. They did a great job getting a snug fit over the strange box shape. We’ve saved the pattern and will now offer it as a standard option for the XL Classic Bakfiets.

Why blue? Hey, it was the customer’s choice. We were really skeptical but now that it’s done we see it was a great call. It stands out from the sea of similar bakfietsen on the roads here but is still timeless. Perhaps it’ll help deter scumbag thieves as well.

While I’m writing about bakfietsen again here’s some more info about what makes them tick…

Here’s a peek at the high-tech, formula one style undercarriage. Actually I’ve never looked at the undercarriage of a formula one car but I assume they’re quite similar: carbon steel multi-leaf springs with floating eyes, H profile axle and steering axis with giant sealed bearings. Unlike modern trikes of the Christiania, ‘t Mannetje, Fietsfabriek, Nihola, Bakfiets.nl persuasion these classic trikes just float along like a magic carpet too heavy to get off the ground.

The hubs feature tapered steel axles and sealed bearing the size of a man’s wrist. There is not one gram of aluminium on the entire trike. Of course there is plenty of carbon though: In fact most of the 185 x 85cm mahogany box is carbon.

At the rear is a similarly sophisticated drivetrain. Inside this steel chain cover a motorcycle chain connects the 1:1 fixed gear ratio. Yes, that’s correct folks: These 130kg bikes with 400kg load capacity are fixies. For 100 years hip couriers, contractors and hippies have been riding them in both skinny and baggy trousers, sometimes displaying manly butt crack as befitting the baker, the plumber and the carpenter. Being a fixie and a tricycle it’s even easy to do some “freestyling” on this baby. backwards riding? No problem. My favorite trick is the “parallel park”.

Note also the 26 x 2.5″ transporter tires, fender stay that doubles as a lifting handle and cottered cranks. We’re not quite ready to trust those new fangled square taper crank axles, and besides, nobody makes one that’d fit anyway.

Moving over to the other side we see that motorcycle chain opposite the giant drum brake. In case you’re thinking it doesn’t look so big just consider it relative to the parts around it: 4mm thick spokes, (twice as thick as “HD” 14 gauge spokes), 14mm hub axle, fat tire, moto chain etc. It’s a big drum and it does a fine job of stopping this bike… unless you load the box up with several hundred kg of stuff and point the rig downhill. Then the drum will only stop the wheel, while your puny, girlie man weight will do little to stop the rear tire from merrily skidding along the pavement while momentum inexorably carries you to your… Actually I don’t really want to worry about that so let’s move on to the brake lever between your legs.

You might be surprised to learn that the current crop of fixed gear hipsters are only the latest fixie riders to have brake levers in strange places. There’s no irony to this foot long steel bar between your legs; It’s your one brake lever and please remember that when bearing down on a group of Italian tourists obliviously arguing over an unfolded map about which way the Anne Frank house is. Above the brake arm is a ratcheting parking lock. Just flip it up while riding and down to park. Pressing the brake handle down pulls the brake rod which in turn pulls the brake actuation arm on the drum itself. There isn’t much to go wrong here, aside from forgetting where it is. This probably explains the frequency of damage on the front of our rental bakfietsen, though we’ve fortunately never had to clean blood off.

We even ride these bakfietsen ourselves. Being “truck-free” we move stuff back and forth between the two WorkCycles locations by bakfiets. Here’s a shot of Renzo moving some random junk over to our Lijnbaansgracht location shortly after we opened. Like Doede, mechanic Tom even has his own old bakfiets. He picked it up in the spring second (or maybe fifth) hand, cleaned it up mechanically and lovingly applied at least 20 coats of boat varnish to the wooden box.

So… do you now want one of these babies? They begin at €3000 including the 19% Dutch VAT and you can check them out on the “Professional 3-wheelers” page on the WorkCycles website. You can even rent a big bakfiets for a big job, a picnic, your wedding or just to ride the family around Amsterdam in.

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:

Before I moved to the Netherlands in 2000 I was hardly aware of carrier bikes, especially anything more exotic than a Schwinn Cycle Truck or Worksman hot dog cart. Even in cycling capital of the world Groningen where I first lived here transport bikes were very uncommon. The streets were swarming seas of cyclists but everybody just rode normal Dutch bikes. The only unmotorized bakfiets I recall was a loaner at a second hand shop called Mamamini. It was big, old fashioned bakfiets just we sell at WorkCycles. Mamamini even shows the bakfietsen in front of their stores on their website. But somehow that trike didn’t interest me. Maybe it just seemed too absurd, as if it were just a prop. In reality these bikes are actually quite easy to ride as long as the terrain is flat.

[Show as slideshow]

But in Groningen I met Marjette, crazy about bikes, probably ten centimeters taller than me and fond of riding her bike in absurdly short skirts. Marjette had (and still has) a hand-built carrier bike of a type I’d never seen before (not that that was a challenge). It’s a Long John type bike cobbled together from an old city bike, a folding bike, an upright from a heavy duty shelving system and random scrapyard bits. Most importantly it has a big rack in the middle to carry stuff: a couple crates of beer, a fridge or a chest of drawers etc. It might be crude but it is strong. The steering system was very cranky making the bike difficult to ride but after tweaking it here and there and lubricating the pivot points it was much more manageable. In any case that relationship didn’t last long but the obsession with transportfietsen stuck with me.

How Marjette got this bike is a good story in itself. It was made by the neighbor of an acquaintance who lived on a boat in the Oostelijk Eilanden (eastern islands) area of Amsterdam. This is the 19th century docklands area where WorkCycles Veemart shop is also located. Like a handful of the area residents this guy had a yard full of rusty, old stuff. Marjette brought him 20 liters of paint from a Groningen paint factory where you could get “seconds” paint for free. As payment Marjette could choose something from the scrap pile. She chose the Long John bike and believes the guy was very happy she didn’t go for the motorcycle next to it.

Sometimes we get strange requests at WorkCycles. This time it was (for the second time) to make bakfietsen with trees in them. Hey, if your cash is good and it isn’t harmful or dangerous we’ll make it.

I’ve no idea what equidura is but somebody is apparently selling the stuff.

I don’t know whether the customer had seen this one we did a couple years ago for the Zwitserleven pension and life insurance company. Apparently they rode around Amsterdam with a pretty girl in the chair to demonstrate the relaxed life one would have as a result of buying their insurance, or something like that.

The cheapest way to get a palm tree for this bike was to buy one… and to this day this palm lives in our bedroom. We’re very fortunate to have high ceilings since the tree is almost 300cm tall now.

Today was the most important day of the year for the Dutch: Queen’s Day. Everybody should experience this monumental block party slash mass garage sale at least once in their life. Nowhere else have I ever experienced so much humanity in such close quarters for so long over such a large part of a city. Three quarters of the city wears orange. Boats fill some canals bumper to bumper. People pack the most popular streets making even walking impossible, never mind bicycling or driving a car.

A few years ago Queen’s Day meant heavy-duty partying from the evening before (Queen’s Night) until at least late afternoon for us. Beer flows through the streets as water through the canals. We wandered the Jordaan (drunkenly) feeling half insider and half outsider.

But after eight or ten Queen’s Days the spectacle of the crowds and the partying becomes too familiar. More recently it’s become a quest to buy as much needed baby stuff as possible, as cheaply as possible. Kyoko researches the best neighborhoods to shop, and maps out our schedule… beginning at an ungodly early hour. Of course she knows what she’s doing and this year we scored a high-chair, lots of old wooden toys, modern toys, three buckets of baby-lego, cute clothes, two Bobike Mini child seats and more, all for maybe €100. The lightheated salesmanship and negotiations over how many cents will be paid for a toy make it all fun. Our partying was limited to sitting on our friends’ roof terrace afterward.

So why tell you about “Koninginnedag”? Well, because the bakfietsen are instrumental. All of the WorkCycles and MacBike rental bakfietsen get reserved months in advance by people and organizations planning to sell their goods or put on a show.

We and many others carry our new possessions home by bike too. It’s pretty much the only practical way to do so considering you can’t get a car within kilometers of the busy areas. Cycling might sometimes be slow or frustrating but you can usually find a quieter street to ride along or at least walk the bike through the crowd for a couple blocks. This year we took Kyoko’s Bakfiets Cargobike and a WorkCycles shop errand bike with two 60cm x 40cm plastic bins.

On a more somber note there was an attempted attack on the Royal Family, who was in Apeldoorn for the event. Some guy sped his Suzuki Swift (a small car) through the barriers in an attempt to hit the open bus the Royal Family rode in during the procession. He missed the bus but hit a number of bystanders. Some five people were killed and about a dozen wounded. The Dutch Royal Family has always travelled with minimal security and has never previously had a seriously threatening situation. Similarly the Dutch ministers are known for riding bikes around like normal people The press is speculating that this era of innocence has just ended.

The topic of the horrible, Chinese made family bakfiets copies has come up here intermittently but I’ve never written anything in depth about them. For those unfamiliar I’m talking about bakfietsen sold under various and constantly changing names, some of which are listed in this post on bakfiets.co.uk. Regular readers already know my conviction that these crude constructions of randomly “designed”, stamped and welded pot metal in the shapes of “bikes” and “trikes” are actually of negative value to their unfortunate purchasers and the world in general. The various fly-by-night firms selling them without warranty promote them as less expensive though somewhat simplified alternatives to similar looking, quality bicycles made by Bakfiets.nl, Christiania, Gazelle, Fietsfabriek and WorkCycles. If this were really the case I’d respect their activities, helpful or detrimental to those of my own.

However they’re just pandering to wishful thinking; Sure, it’d be great to have some inexpensive bakfiets options for families but the laws of physics and economics even apply to bicycles. The quality models simply cost what they have to, given the heavy duty demands, the need for safety and relatively small quantity production. Depending on the format and how deluxe it’s equipped they cost (in the Netherlands) between €1300 and about €2300. Anybody who can come up with a better price-quality-feature ratio will succeed in this competitive market.

The “bak-fakes”, on the other hand, are sold solely to earn a quick profit. They’re designed and made to such low standards that they’re really not useful machines. The customer is not getting a less pretty version of a €1500 bicycle for €600, she’s getting stuck with a flatpack full of ill-fitting, fast rusting steel pieces, paperboard panels and inappropriately chosen bicycle parts sourced from the very lowest level of department store bikes. Even if one pays a professional mechanic to do the assembly and replace the completely unusable pieces a decent riding, safe, semi-acceptably durable family transporter will never emerge. Even if no physical harm results from riding the thing, it’ll deteriorate with amazing rapidity. Oh, and there’s NO warranty. When your bike breaks in half (yes, they do that) you’re just outta luck.

The Dutch seem to have lost patience with the bak-fakes so we’re seeing fewer and fewer of them. Dutch people might be famous for loving a good deal but they do actually ride their bikes, so really crappy bikes tend not to stay on the market very long. Look how Kronan’s success here was so short lived. I guess that explains why the Chinese bak-fake manufacturers are seeking out new markets. Now they’ve just shown up on American shores through a firm called DoubleDutchBikes.

Ian at Bakfiets.co.uk has been following my discussion with Daniel Kok, who’s written a few comments on this blog about the bicycles he’s importing from China to the USA. Judging one’s character just by the comments they leave on blogs and by their website isn’t exactly a reliable science but the picture Ian’s post paints is indeed pretty sketchy looking. Blog comments pretending to be a customer of your own business and roundabout non-answers to questions aren’t good signs.

Daniel initially commented as “dkok” here in this post, though referred to Doubledutchbikes as “they”. Clicking the link he left behind I found on his site that the proprieter seemed to be a certain Daniel Kok. Given the Dutch name and similarity to “dkok” it didn’t seem too great a leap to guess that Daniel was our poster. Returning to the site today I cannot find his name there anymore. Whatever. I understand that the small business owner just needs to get the word out there and who expects the etiquette police to be following like hawks.

So anyhow Daniel and I discussed whether his bikes are or are not the cheapo bikes in question. Ian of bakfiets.co.uk picked up on our discussion and apparently did some further research. If such things concern you go ahead and read about more of Daniel’s blog commenting activities on Ian’s site.

On Bakfiets.co.uk Ian shows a bunch of pictures of these bikes with commentary about certain features. Some of the images actually originate from my own Flickr photo set you can see in the slideshow below.

Daniel claims to have made extensive changes to the bike so I suppose the crux of the matter is whether DoubleDutchBikes has really made so many improvements to justify:
A. Selling them at all.
B. A price increase from about $650 (€500 in NL) to $1900.

That would seem a tall order but I’ll reserve judgement until I’ve seen more. Until then CAVEAT EMPTOR, folks… and happy cycling, whatever you choose to ride!