Bicycle saddles exist so that riders aren’t obligated to stand for the duration of a given bicycle ride. They are a source of comfort to some cyclists, and a source of discomfort to other cyclists. Most other things you chose to sit on do not require you to straddle them and rest nearly your full body weight on one of the most sensitive parts of your body. As a result, a saddle is the most personal choice you can make when it comes to a comfortable ride. No other part of a bicycle will make you want to ride it more or less than the saddle, and yet many people who buy a new bicycle never even consider the possibility of upgrading the stock saddle, or even trying a few other saddles with a different size, shape or material before they head home with their new bike. ... While the investment in time to try several saddles is worth it, the true test is breaking in yourself and the saddle. Many modern saddles have no break in period. They have a hard plastic or carbon fiber shell which is covered by some leather, Kevlar, synthetic leather, or Spandex with varying amounts of padding underneath. For these modern saddles, the only break in is you getting used to how a saddle fits you. Many people go this route for convenience, cost, or ignorance to the existence of other options. While modern saddles can offer years of comfort and use, they do not offer one of the main reasons why a Brooks saddle is an excellent choice. Brooks saddles get more comfortable as you ride them because they conform to fit you. The only daunting parts about owning a Brooks are how to break it in, and then how to care for it in the years which follow. Both are easy, and require very little time or effort on your part. Rarely can so much comfort come from so little effort.

Step 1: Selecting a Good Fit

Before you buy a saddle that you have no previous experience with, such as already owning the same model, it’s worth sitting on the saddle before you buy it. When you are shopping to buy a new saddle, plan on spending at least an hour, or more if you need to go to a few different shops, to try all the saddles you are interested in. Take three things with you: Your bike, the clothing you expect to ride in, and an open mind. The reasoning is that you want to put yourself in the same conditions you will be using the saddle so that you can accurately assess which one fits you the best. No amount of poking a saddle as hard as you can with your finger will tell you if the saddle supports you well or not. Sitting on it will. A saddle’s weight will not tell you if it hurts to sit on. Sitting on it will. A saddle’s color will not contribute to the comfort of your ride. Sitting on it will. With this in mind, try to leave behind any preconceived notions you have about what you think you want, and just pay attention to what your body tells you. A notebook is also a good idea to bring alone, so that you can make some notes about how different models felt, what you liked, didn’t like, prices, stuff that you will not instantly remember if your life depended on it. Whether you, or the sales person, attach the saddle to your bike, start with it as close to level from front to back as possible. If you are female, you may want to lower on the nose of the saddle about a ¼”. This can be changed to suit your position and riding style, but it’s a good neutral place to start when trying a new saddle. When you sit on the saddle, you want the majority of your weight to be on your ischial tuberosities, the boniest part of your butt. You want little to no weight on anything forward of the ischial tuberosities, but contact and support are generally just fine. Ideally, your goal is to find a saddle which fully supports you, and does not limit your range of motion, while being comfortable to sit on. If you feel like the saddle is like sitting on the narrow edge of a split rail fence, you need something wider. If you feel like you are sitting on a bar stool, you probably want something narrower. If you are able, take the bike, or saddle more accurately, for a ten to fifteen minute ride. Make any minor height or angle adjustments you need, and test again for a few minutes. Then, try another saddle. Once you have made your selection, it’s time to buy it.

Step 2: Treating the Leather

Presumably, if you are still reading this, you ended up with a Brooks saddle, or spotted the title of this article and skipped the part about finding a new saddle. One thing everyone seems to agree on is Brooks saddles need some care to aid in their break in and extend their service life. Being natural leather under tension, they need to be kept clean, dry, and have grease/oil/treatment applied from time to time to prevent the leather from drying out. Brooks suggests Proofide as the best means of treating and protecting their leather saddles. While Proofide is a fine product, there are any number of others which work as well, do more to help the break in process, are easier to find, and cost less. Likewise, there are several products which you should avoid using, such as mink oil, or silicon based waterproofing agents because they are either destructive to the leather, or do nothing to actually treat the leather. As a rule, you want to both oil the leather to keep it from drying out or cracking, and you want to provide some means of water resistance to keep the leather from absorbing water. Proofide is good at the later, but not the former. Neatsfoot oil is good at the former, but not the later. It is therefore a good idea to employ both a leather dressing and leather protectorate to help speed the break in time and help extend the service life of the saddle. Chris’ Tip: Personally, I prefer Obenauf’s Leather Oil to neatsfoot oil, and Obenauf’s Heavy Duty LP to Proofide. I have seen better results from infrequent applications of Obenauf’s to a Brooks saddle in the rainy weather of Seattle, than frequent applications of Proofide. This is my preferred product, what I personally recommend, and it is what I use in the shop for every saddle. I’m not paid, sponsored, or otherwise compensated by Obenauf’s at all, I just love their products. There are generally two means to applying oil to a saddle. One is to apply it by hand using a dauber, or by pouring a small amount of oil into or onto the saddle, then working it into the whole of the saddle. The other is to submerge the whole saddle in the oil for a period of time and then drain the oil back into the bottle. Both have their merits, but applying by hand requires you to have less leather oil on hand, and usually has less clean up and wasted oil. Whereas the submersion method ensures every part of the leather will be treated with oil. Sheldon Brown detailed an excellent means of soaking by forming a sheet of aluminum foil around the top of the saddle to catch the oil and pouring the whole of a bottle in to soak for 30 minutes to an hour here. If you want to apply by hand, here are a few tricks. Be aware the saddle will get much darker than it is now. Here are two new Brooks saddles in Honey, one has been treated and the other has not. There is a big difference. Also be aware if a color was used to make the saddle a color, then some of that dye will likely run out during the treating process, which could be an issue if you have white carpets and some oil drips. It will also come out on your shorts in the first few rides, so avoid light colored clothing at first, or use a saddle cover.

1. Clean off an area on your work area about as big as a jelly roll pan. You will want to have a clean and dry work surface. Using a jelly roll pan to catch any oil drips is a good idea as well. This is not something you want to do over the heirloom rug from your spouse’s dead grandfather, or a new couch (unless it’s leather).
2. Wash your hands. You want to prevent cleaning agents, dirt, and grease from getting on the saddle.
3. Have two or three lint free rags to wipe up oil and clean off the saddle when you are done ready before you start. You hands are going to get oily doing this, and people rarely enjoy oily hand prints around the house or on the clean linens.
4. Warm the saddle up before you start. It should not be hot, as it can damage the leather and you will need to be able to handle it. If the sun is out, ten to twenty minutes of sitting in direct sun should be good for most locations in the world on a summer day. If you live somewhere where it isn’t currently, or doesn’t get warm, try a hairdryer. Do not use direct heat though. It is common for other cyclists to feel sorry for you while simultaneously laughing at you if you forget your new Brooks in the oven.
5. Once warm, apply oil to the inside of the saddle first, then the outside. When you have a freshly dunked dauber of oil, be sure to get the crevices of the saddle frame and the nose piece first, while saving the big open areas like the middle for last.
6. Rub the oil around with your hands. Some parts of the leather will take oil faster than others and look dryer than the rest. This seems obvious, but the trick is to even the oil out over the whole surface inside and out.
7. Let the saddle sit for five or ten minutes in a warm place to absorb the oil on a rag or other surface which will not stain if oil drips off the saddle.
8. Repeat step 5 through step 7 two or three times. This is much easier to see visibly on any saddle which is not black because the saddle will get darker.
9. Using one of the clean lint-free rags, wipe off any excess oil, then warm the saddle again.
10. Once warm, apply the leather protector to the inside of the saddle first, then the outside. Rub it in with your hands paying special attention to the edges, rivets, and inside.
11. Place the saddle in a plastic bag just big enough to hold the saddle, tie it off so there is as much trapped air in the bag as possible, then place it in the sun for an hour. If you do not have access to reliable sun, put it somewhere warm, like the top of a dryer while drying a load of laundry.
12. Remove the saddle, and wipe it off with the lint free rag before mounting it to your bike.
13. Mount the saddle on your bike. I hate to be presumptuous, but I am going to presume that you know how to do this. There are an awful lot of seatposts out there, and I am leery of telling you how your seatpost works without seeing it. However, there are several saddles which will not work in some types of seatposts. Several Brooks have more than two seat rails and come with a clamp for a “pipe” style of seatpost. If you want to use a modern micro-adjust seatpost, you will need a Seat Sandwich®, which may not work will all types of seatposts. Consult your local bike shop if needed.
14. Adjust the saddle to your liking, but always start neutral. Clamp the saddle rails in the middle with the seatpost and ensure the nose and the tail of the saddle are level with each other. Most people like the saddle to be as close to level as possible, although many women like the nose of the saddle to be tipped down as much as ¼” or 6mm. The more upright your riding position is, the more tipping the nose up is worth considering. But if the saddle as springs, consider tipping the nose down so the saddle is close to level when you’re sitting on it with your full weight. In the end, you have to decide what is right for you. Do not be surprised if it takes several tried to find the best position and angle for yourself.

Step 3: Changing Your Habits

Once you have installed the treated the saddle, it should be ready for a few weeks of riding with little to no further attention. However, there are some differences between a leather saddle and a modern saddle which may necessitate some changes in your behavior and habits with your new saddle. ¨ Do not ride a leather saddle wet. It will stretch out the leather and dramatically shorten its service life. In point of fact, you should carry a plastic grocery sack or other specialty seat cover to protect your saddle in the event it starts raining while you have it locked up somewhere. If you do not have fenders, and expect to ride in the rain, get some fenders before you ride in the rain. The water which gets flung off the rear tire will to get your saddle wet enough to cause damage. The odd drop of water will not cause damage, but sustained tire spray while riding should be avoided. ¨ Avoid leaving the saddle in the sun for days and days. Ultraviolet light can cause the saddle to dry out and crack. Leather oil and protector will help, but it’s cheaper, easier and more effective to keep your bike inside, and not just for your saddle. A bike kept inside will last longer and work better than the same bike left on a patio, or in a shed. Bikes like the same environment as you do, which is to say about 70 degrees Fahrenheit/21 Celsius and about 50% humidity (give or take). ¨ Wear dark shorts or pants. The leather will stop leaching out any dyes eventually, but the first hundred miles or so will really do a number on whites. ¨ If needed, clean the saddle with a damp rag and a little saddle soap, but you probably won’t need to very frequently. The goal is to keep the saddle free of dirt and water. Fenders are the best way, but unexpected things such as stream crossings, irrigation run off, snow storms, chemical spills, etc. can be very hard on a leather saddle. Brush off any dirt that you can, and use a little water and saddle soap to clean up the rest. Changing your habits for the better is always the best way to extend the service life of any part, but especially for a leather saddle. While ferrous metals rust and aluminum can corrode when exposed to water and/or salt, leather will break down substantially faster than metal if left untreated and uncared for. Depending on weather conditions, and where you store your bike, reapply the leather protector about once a month to three months. Not a lot of the leather protector, just enough to give the outside a little bit of a shine. A blob of leather protector about the size of an apple seed will be enough for the top, and a blob the size of a grapefruit seed will be enough for the bottom. If you live somewhere really hot and dry, and you cannot bring your bike inside, aim for the monthly application. Likewise if live somewhere really humid and wet and you cannot keep your bike inside.

Soon. We know that our Retrovelo shipment is here in Seattle.  Will it get inspected and released by customs on Monday?  Or, will it get released on Tuesday?  Or, will customs decide to make us wait... ?  I'll keep you posted.

Since we've nary a June day where the temperature has broken sixty degrees, it's easy to imagine that it's still winter here in Seattle. Save for the fact that the gray days now last from 5:00 AM to near 10:00 PM, we are just cold and damp like any day in December. So, what better way to celebrate that holiday spirit than unpacking a 40' container of shiny new bikes from Holland? Donde esta Santa Claus? We'd like to thank the US Customs inspectors for their thoughtful and efficient inspection of our longed-for cargo and releasing it to Ivan our charming and exuberant truck driver. We'd like to thank Henry and his crew at Workcycles in Amsterdam for his impeccable packing job. All of the bikes arrived in perfect condition. We'd also like to thank all of our patient customers who will soon have their own longed-for bikes. We could have run to sunny Mexico with your money — and you trusted us not to. Thanks.

Here at Dutch Bike Seattle we sell appliances. Most bike shops sell sporting goods. This partially explains our curious look and lack of precise answer when you ask one of us "how much does this bike weigh?" In the world of appliances weight isn't so important. Durability, utility, ease of use and comfort are important. In the world of sporting goods, weight, speed and technology are important. If you are shopping for a city bike, we imagine you are not racing (or racing others) to get to where you're going. I venture to say you wouldn't buy a five pack of beer to save twelve ounces in your panniers to make the ride home faster. It is precisely this "sporting" point of view that keeps many from entering or re-entering the ranks of the everyday cyclists. Many may feel daunted (especially if they are out of shape or practice) by the special uniforms, shoes, computers and technical knowledge which accompany the bicycle sporting goods industry and practice. Now in the appliance world, I don't care much about your uniform, training or technical knowledge. I do care about how the bike fits and feels to you. I want to know that it's going to be useful for its intended purpose, comfortable to ride every day and enjoyable for a long (long) time. Appliances can last a lifetime. Sporting goods sometimes only last as long as the next wave of technology or fad. How many expensive mountain bikes and road bikes sit dusty in peoples' garages and closets because they are seemingly no longer comfortable to ride, or their owners no longer feel like they want to get in shape to ride? The hunched-over, neck craned up, arms extended, position on a sporting bike is not a natural position for the human body. You must adapt to the posture. So, through training and/or habituation the position can feel "normal," but this position was designed to go fast and improve control in competitive circumstances. It was not designed for everyday comfort and utility, yet in the USA it has become the de facto posture for recreational and sporting cyclists alike. In the USA, for those who are "utility" cyclists, those who cycle to simply get around, there have been few alternatives to the "sporting" bikes. Cross bikes and city cruisers are just more upright adaptations of sporting bikes or cheap knock-offs of the Schwinn and Huffy cruisers (which were cheap back then already) of our youth. In Europe the majority of cyclists have been riding bikes designed for utility. There are many reasons we love "utility", European city bikes, from being able to ride upright, spine perfectly straight, with our head at SUV driver-level, to the ability to carry friends, family and groceries, to the ability to ride comfortably all day, running all manner of errands and commuting. These are the bikes we choose to sell — appliances — and it is the reason we may pause before attempting to answer, "how much do they weigh?"

Now we get a lot of inquiries about the differences between the Azor (Dutch - made in Holland) and Velorbis (Danish - frames made in Germany, bike finished in Denmark) bikes. Let's start with the most common question — weight. How much do they weigh? Well, the Velorbis bikes are heavy and the Azor bikes heavier. If you need to know the exact weight, then I may suggest you are shopping for sportier bikes than we sell, or you are lifting your bike way too much, or you may have a latent Lycra addiction. Regardless of weight, they both roll quite nicely and with the eight speed you can get most anywhere in any city. On our bikes you will never be the fastest person on the road, though many times you may be the most stylish, relaxed and comfortable rider on the road. If you count your wealth as free time, you can afford the extra five minutes your comfy bike takes to get you and your groceries (how much do they weigh?) home. The substance (weight) of the bike is a major component of the ride comfort. Michael "Drunk and in Charge" in Brooklyn was sorting out the differences between the Velorbis Churchill baloon and the Azor Opa. I thought I'd share my response: "There are some distinct functional differences between the Velorbis and the Azor Opa, as well as some huge subjective differences in the way they ride and handle. They are two very different bikes that have a similar look. The Velorbis has 26" tires, a chrome moly frame and steep[er] frame angles, which translates into faster acceleration, quicker steering and overall a "springier" ride. The Velorbis rear rack is a light duty rack on which you will not be able to carry your friends (for very long) or (Alex's proverbial) 50 lb bag of dog food. Everything about the Velorbis is lighter and sportier (you are leaned forward a bit) and feels more like the performance of most of the bikes we are used to buying in the USA. The Azor Opa and all the Azor bikes are equipped with 28" tires, a high tensile steel (less springy than chrome moly) frame and relaxed frame angles. They are slow to accelerate, ride like a Cadillac (you are sitting absolutely upright) are extremely stable and can easily haul a boyfriend or girlfriend or dog food and beer on the burly welded steel rack. I love both bikes, because they are so different. One feels [more] like a sports car the other like a luxury car. The Velorbis (with balloon tires) inspires me to want to race people on skinny tired bikes and careen down stairwells. The Opa (or Transport) inspires me to want to cruise and slow my life down (why are all these people on other bikes bent over and in such a hurry?). The Scrap and the Churchill are exactly the same frames (geometry and components) save for cosmetics and tire options. The Azor Secret Service (because it is a bit lighter and sportier) bridges the gap between the Velorbis and other more burly Azor models. You are choosing between apples and oranges."

Scribner’s

Volume 17, Issue 6, June 1895

By Marguerite Merington The collocation of woman and the bicycle has not wholly outgrown controversy, but if the woman’s taste be for the royal pleasure of glowing exercise in sunlit air, she will do well quietly but firmly to override argument with the best model of a wheel to which she may lay hand. Never did an athletic pleasure from which the other half is not debarred come into popularity at a more fitting time than cycling has to-day, when a heavy burden of work is laid on all the sisterhood, whether to do good, earn bread, or squander leisure; no outdoor pastime can be more independently pursued, and few are as practicable as many days in a year. The one who fain would ride, and to whom a horse is a wistful dream, at least may hope to realize a wheel. Once purchased, it needs only to be stabled in a passageway, and fed on oil and air. The first women cyclists of New York City seemed to rise in a heroic handful from the earth near Grant’s Tomb, on Riverside Drive. That was years ago. To-day, on the broad western highway of the city a dotted line of riders, men and women, forms a fourth parallel to the dark band which the Palisades stretch across the sky, the Hudson’s silver width, and the white thread of flying smoke from the trains beside the river. They ride from the first day of spring to the last privileged days of frosty winter. They ride from morning to high noon, and their lanterned wheels purr by with the gleam of a cat’s eye through the dark. A moon sends hordes of their queer cobwebby shadows scurrying over the ground. In the revolving years, to the eyes of those whose windows overlook the wheelways, the woman cyclist has ceased to be a white blackbird. The clear-eyed, vivified faces that speed by give no clue to the circumstances of the riders, but inquiry shows that many callings and conditions love the wheel. The woman of affairs has learned that an hour, or even half an hour, may be stolen from the working day, with profit to both woman and affairs. Now and again a complaint arises of the narrowness of woman’s sphere. For such disorder of the soul the sufferer can do no better than to flatten her sphere to a circle, mount it, and take to the road. An hour of the wheel means sixty minutes of fresh air and wholesome exercise, and at least eight miles of change of scene; it may well be put down to the credit side of the day’s reckoning with flesh and spirit. The eye of the spectator has long since become accustomed to costumes once conspicuous. Bloomer and tailor-made alike ride on unchallenged; tunicked and gaitered Rosalinds excite no more remark than every-day people in every-day clothes. No one costume may yet claim to represent the pastime, for experiment is still busy with the problem, but the results are in the direction of simplicity and first principles. Short rides on level roads can be accomplished with but slight modification of ordinary attire, and the sailor hat, shirt waist, serge skirt uniform is as much at home on the bicycle as it is anywhere else the world over. The armies of women clerks in Chicago and Washington who go by wheel to business, show that the exercise within bounds need not impair the spick-and-spandy neatness that marks the bread - winning American girl. On the excursion a special adaptation of dress is absolutely necessary, for skirts, while they have not hindered women from climbing to the topmost branches of the higher education, may prove fatal in down-hill coasting; and skirts, unless frankly shortened or discarded, must be fashioned so as to minimize the danger of entanglement with the flying wheel. Knickerbockers, bloomers, and the skirt made of twin philabegs, all have their advocates; Pinero’s youngest Amazon has set a pretty fashion for the cyclist, and many of the best riders make their records in a conventional cloth walking-dress with cone-shaped skirt worn over the silk trousers of an odalisque, or the satin breeks of an operatic page. This sounds costly, but it need not be. Here and there a costume strikes the spectator as an experiment, but the sincerity of all is unquestioned, for absence of self-consciousness has characterized the woman cyclist from the outset. The pastime does not lend itself to personal display, and in criticism the costume must be referred, not to the standards of the domestic hearthrug, but to the exigencies of the wheel, the rider’s positions to the mechanical demands of the motion; accordingly, the cyclist is to be thought of only as mounted and in flight, belonging not to a picture, but to a moving panorama. If she ride well, the chances are she looks well, for she will have reconciled grace, comfort, and the temporary fitness of things. Regarding bicycling purely as exercise, there is an advantage in the symmetry of development it brings about, and a danger in riding too fast and far. The occasional denunciation of the pastime as unwomanly, is fortunately lost in the general approval that a new and wholesome recreation has been found, whose pursuit adds joy and vigor to the dowry of the race. Having reached these conclusions, the onlooker is drawn by the irresistible force of the stream. She borrows, hires, or buys a wheel and follows tentatively. Her point of view is forever alter changed ; long before practice has made her all expert she is an enthusiast, ever ready to proselyte, defend—or ride! There is full opportunity in and about New York City for the daily hour with the wheel. From Christmas to Christmas Central Park is a favorite haunt of the cyclist when the weather is kind, and indeed a fine frenzy once set rolling the eye of a poet, who told of a wintry flight among snow-laden pine-trees over sheets of frozen snow. It sounded like a Norse Saga, but the scene was Central Park, the steed a wheel, and the story true. Riverside Drive and the Boulevard offer fair roads and a breeze coming fresh from the sources of the Hudson, untainted as it sweeps by Albany; the historic ground of Washington Heights is practicable as well as picturesque, for the Father of this country outlined a clear march for the city’s gigantic stride; Washington Bridge is a fine objective point where the rider will surely dismount to rest in the embrasure of the parapets, and admire the view up and down stream where the little Harlem wriggles along between its high green banks. For the longer ride, by crossing Madison Avenue Bridge a wheel-worthy road leads to Westchester and Mount Vernon. There is a ferry at Fort Lee, and a good road even in New Jersey, skirting the trap-rock battlements at whose base the Hudson lies like a broad moat. People who return from Tarrytown speak rather boastfully of the hills. Far-reaching dreams of summer may bear the traveller of the wheel through clean stretches in time Berkshires, on sunny lanes of Normandy, among Welsh mountains, or down Roman roads between English hedge-rows, but all the workaday year there are highways radiating from the heart of the city to the borderland of the country, where one may breathe new inspiration for the world—the world that we persist in having too much with us in the getting and spending efforts that lay waste the powers. SPINNLIED FOR GRETCHEN ON THE WHEEL Good health to all, good pleasure, good speed, A favoring breeze—but not too high— For the outbound spin! Who rides may read The open secret of earth and sky. For life is quickened and pulses bound, Morbid questioninng sink and die As the wheel slips over the gliddery ground And the young day wakes in a crimson sky. Oh. the merry comradeship of the road With trees that nod as we pass them by, With hurrying bird and lurking toad, Or vagabond cloud in the noonday sky ! Oh. the wholesome smell of the good brown earth When showers have fallen for suns to dry ! Oh. the westward run to the mystic birth Of a silver moon in a golden sky ! Good health to all, good pleasure, good speed, A favoring breeze—but not too high— For the homeward spin ! Who rides may read The open secret of earth and sky.

I've been riding my Bakfiets all fall and now into the winter. It has become my favorite vehicle, two, three or four-wheeled, motorized or not. I ride it everywhere, all times of day and night, in my civilian clothes and even my suit on a fancy night out to dinner. I throw whatever (wine, sandwich, camera, presents, extra clothes, giggling friends, groceries on the way home...) in the front and go. Even with all of the bikes from which we have to choose, more often than not I see Dave riding his Bakfiets to and from the shop too. Above you see Julie making her way down Ballard Avenue. We bakfiets everywhere. We love bakfietsing. Now the etymology of the word bakfiets is better explained by someone who uses the word etymology more often than I do. Suffice it to say that "bak" (say bahk, as in Bachman Turner Overdrive) means pan or box and "fiets" (say feats, as in feats of courage) means bike. Now it's also a brand, like Kleenex, but we're not going that far (today). Hence, simply, you see, a bike with a box. They can be two-wheeled or three, it doesn't matter. I prefer my two-wheeled variety because it's nimble and a not much wider than a city bike, though a lot longer. How long? A fireman friend described it as driving a hook and ladder truck from the back. We always coach a first-time backfietser to look beyond the front wheel (seems like magic, that you can steer it from so far away) and off into the direction toward which they wish to ride. So it goes, quickly a bakfietser and their cargo are one, jauntily backfietsing their way over hill and dale, receiving unsolicited complements from admiring bakfietsless others at every stop and turn. The joy. As you can see, to better illustrate my bakfiets-amor, a new lexicon is in order, a bakfietsicon, if you will:

• bakfiets noun - a cargo bike
• bakfiets verb - to ride a bakfiets, to transport goods or friends or one's children or oneself by cargo bike
• bakfietser noun - one who rides a backfiets
• bakfietsing verb - to merrily make ones way about on a cargo bike in a liesurely manner while carrying cargo or conveying nothing but willingness to carry cargo, or performing the illusion that you are carrying cargo, all the while making it look effortless and fun
• bakfietsless adjective - the state of being without the conveyance of a bakfiets or the ability to transport cargo or the joy of carrying whatever you want while you ride
• bakfietsy adverb - the quality of being able to carry cargo; the quality or look of a handsome or hot bakfiets owner or operator; the quality or look of a sexy-sturdy cargo bike

Now are you down with the bakfiets? Excellent. Use these new words in a conversation with your friends or family and impress the heck out of them with your superior command of a made up language.

Did you know that 35% of Copenhagen's population - 550,000 people - ride their bike to work or school each day? Today I added RSS feeds for two superb Danish bicycle blogs: Cycleliciouness and its sister blog CycleChic. The former focuses on the Copenhagen's bike culture and the latter focuses on the fashion of women and bikes. Very nice.

To the hills! If we're debunking flat myths, we simply must take a trip to Switzerland. The city of Basel is built on the steep banks of the Rhine and yet 23% of journies are made by bike. And in Bern, where many roads have a gradient on the steep-o-meter of 7%, the percentage is 15%. In reality, there are not many situations which preclude the use of a bicycle.

Read Debunking the Flat Country Myth to see that hills are not an impediment to cities having high rates of bicycle use. Neither latitude nor weather seem to be impediments either.