It was a breezy three-kilometer ride on VanMoof’s A5 e-bike around Battersea Park in London. Starting from VanMoof’s flagship London store, the company’s CEO, Ties Carlier, took the lead. He shot off on the more typically framed S5 ($3,498), while I got to grips with the boost and controls on the VanMoof’s new, shorter A5 (also $3,498). A few seconds later, I caught up. I hadn’t broken a sweat. My brief test ride around the neighborhood was almost too easy.
I had briefly ridden VanMoof’s e-bikes before, but its latest generation of e-bikes usher in changes across the board. The company has tried to make most of the parts on its newest e-bikes itself. The most significant change might be the removal of the tube-based display of the S3 and X3 bikes, swapping it for a duo of Halo Rings near the buttons on each side. (One rings the digital cute bell, while the other controls boost.) In addition to indicating battery life, it also shows how much the bike’s motor is working, along with the bike’s lock status.
Anti-theft technology (and a team of bike hunters)
E-bike security is a significant selling point for VanMoof’s bikes. Carlier explains that deterring theft is one of the biggest challenges to making “the perfect city bike," which has been the company’s aim long before it even started designing its first electric bike.
“A good bike – a good ride – requires more money,” he said. “With an e-bike, that’s even more true.” He added that whatever solution companies like VanMoof come up with, thieves will get smarter. The threat of it getting stolen has put me off from investing substantial money into bikes, and has deterred me from e-bikes entirely.
The anti-theft technology in the S5 and A5 (both priced at $3,498) includes an improved kick lock on the rear wheel. In addition, the bikes will automatically unlock if they detect the user’s phone nearby, and riders can otherwise unlock it with a numerical code that you can tap into the left handlebar – another instance where the new Halo Rings come into use.
Mat Smith/Engadget
If someone does manage to steal the S5/A5, tampering (or breaking) – which is integrated into the e-bike’s computer within the tube – the lock will first sound an alarm and, a short while later, immobilize the e-bike functions. For the thieves, then, it’s just a heavier push bike with a mildly distinctive frame and built-in lights that won’t work.
And if you’re willing to pay an extra $398 for three years of coverage (and that’s a fraction of the cost of replacing these $3,000-plus bikes), your VanMoof ride will come with support from a retinue of bike hunters – which still sounds cool. The e-bike transmits its location over 3G and the hunters are equipped with more fine-grain Bluetooth signal detectors to sniff out stolen bikes. If your bike goes missing, you can mark it as stolen on the VanMoof app, and if the hunters can’t find it within two weeks, the company will replace the bike for you.
It’s peace of mind, for sure, but it’s also yet another subscription. The S5 and A5 are even more expensive than their predecessors, which cost just less than $2,500. VanMoof’s latest rides each cost $3,498 – a $500 increase since they were first revealed. The company has also added support for Apple’s Find My network, but that’s more likely to help you locate your bike in a parking lot, not track down a thief.
Mat Smith/Engadget
VanMoof’s new stepover A5
The A5 model has a lowered step-in, meaning the bike is smaller and VanMoof believes it gives riders a feeling of being closer to the road. VanMoof’s premium-priced e-bikes don’t look like typical electric bikes – there’s no visible battery to begin with – but I like the unusually low-profile A5. When I use a bike, it’s multiple short trips, with several stops. This step-through model felt easier to ride. It was more of my thing.
The S5 and A5 come with 487 Wh and 463 Wh batteries, respectively. With the included charger, both take roughly six and a half hours to charge. VanMoof teased a fast charger too, but pricing is still TBC. On a full charge, the A5 can hit around 34 miles on full power, or 87 miles on economy power mode. Meanwhile, the S5 has a 37 mile-range on full power, which can be stretched to 93 miles on economy power mode. If VanMoof’s claims are accurate, both bikes should be able to handle plenty of short trips before needing to be plugged in overnight. The company also plans to offer a battery expansion pack that should double the bikes’ range.
A smoother ride
Mat Smith/Engadget
Both of the new bikes have upgraded gear shift tech as well. I tried a friend’s VanMoof S3 bike and could tell the newer rides had smoother gear transitioning. The motor has plenty of pep, but the A5 swaps around three gears incredibly gently. It’s hard to forget this was a premium e-bike.
While you can’t adjust gears yourself, it keeps the bike “interface” (can I call it that?) simple. That’s part of the plan. VanMoof’s Carlier says the company is targeting people who might not consider themselves bike people. The challenge is convincing them to invest in an e-bike. (At these prices, I’d call it an investment.) And if you’re waiting on the company’s even pricier high-speed e-bike, the VanMoof V, expect to wait a little longer. Due to supply issues, production has been delayed from fall 2022 to late 2023.
We plan to test out VanMoof’s latest bikes more extensively soon. Both the A5 and S5 are available to order directly from the company, with delivery dates currently estimated to be around January and February 2023.
It was a breezy three-kilometer ride on VanMoof’s A5 e-bike around Battersea Park in London. Starting from VanMoof’s flagship London store, the company’s CEO, Ties Carlier, took the lead. He shot off on the more typically framed S5 ($3,498), while I got to grips with the boost and controls on the VanMoof’s new, shorter A5 (also $3,498). A few seconds later, I caught up. I hadn’t broken a sweat. My brief test ride around the neighborhood was almost too easy.
I had briefly ridden VanMoof’s e-bikes before, but its latest generation of e-bikes usher in changes across the board. The company has tried to make most of the parts on its newest e-bikes itself. The most significant change might be the removal of the tube-based display of the S3 and X3 bikes, swapping it for a duo of Halo Rings near the buttons on each side. (One rings the digital cute bell, while the other controls boost.) In addition to indicating battery life, it also shows how much the bike’s motor is working, along with the bike’s lock status.
Anti-theft technology (and a team of bike hunters)
E-bike security is a significant selling point for VanMoof’s bikes. Carlier explains that deterring theft is one of the biggest challenges to making “the perfect city bike," which has been the company’s aim long before it even started designing its first electric bike.
“A good bike – a good ride – requires more money,” he said. “With an e-bike, that’s even more true.” He added that whatever solution companies like VanMoof come up with, thieves will get smarter. The threat of it getting stolen has put me off from investing substantial money into bikes, and has deterred me from e-bikes entirely.
The anti-theft technology in the S5 and A5 (both priced at $3,498) includes an improved kick lock on the rear wheel. In addition, the bikes will automatically unlock if they detect the user’s phone nearby, and riders can otherwise unlock it with a numerical code that you can tap into the left handlebar – another instance where the new Halo Rings come into use.
Mat Smith/Engadget
If someone does manage to steal the S5/A5, tampering (or breaking) – which is integrated into the e-bike’s computer within the tube – the lock will first sound an alarm and, a short while later, immobilize the e-bike functions. For the thieves, then, it’s just a heavier push bike with a mildly distinctive frame and built-in lights that won’t work.
And if you’re willing to pay an extra $398 for three years of coverage (and that’s a fraction of the cost of replacing these $3,000-plus bikes), your VanMoof ride will come with support from a retinue of bike hunters – which still sounds cool. The e-bike transmits its location over 3G and the hunters are equipped with more fine-grain Bluetooth signal detectors to sniff out stolen bikes. If your bike goes missing, you can mark it as stolen on the VanMoof app, and if the hunters can’t find it within two weeks, the company will replace the bike for you.
It’s peace of mind, for sure, but it’s also yet another subscription. The S5 and A5 are even more expensive than their predecessors, which cost just less than $2,500. VanMoof’s latest rides each cost $3,498 – a $500 increase since they were first revealed. The company has also added support for Apple’s Find My network, but that’s more likely to help you locate your bike in a parking lot, not track down a thief.
Mat Smith/Engadget
VanMoof’s new stepover A5
The A5 model has a lowered step-in, meaning the bike is smaller and VanMoof believes it gives riders a feeling of being closer to the road. VanMoof’s premium-priced e-bikes don’t look like typical electric bikes – there’s no visible battery to begin with – but I like the unusually low-profile A5. When I use a bike, it’s multiple short trips, with several stops. This step-through model felt easier to ride. It was more of my thing.
The S5 and A5 come with 487 Wh and 463 Wh batteries, respectively. With the included charger, both take roughly six and a half hours to charge. VanMoof teased a fast charger too, but pricing is still TBC. On a full charge, the A5 can hit around 34 miles on full power, or 87 miles on economy power mode. Meanwhile, the S5 has a 37 mile-range on full power, which can be stretched to 93 miles on economy power mode. If VanMoof’s claims are accurate, both bikes should be able to handle plenty of short trips before needing to be plugged in overnight. The company also plans to offer a battery expansion pack that should double the bikes’ range.
A smoother ride
Mat Smith/Engadget
Both of the new bikes have upgraded gear shift tech as well. I tried a friend’s VanMoof S3 bike and could tell the newer rides had smoother gear transitioning. The motor has plenty of pep, but the A5 swaps around three gears incredibly gently. It’s hard to forget this was a premium e-bike.
While you can’t adjust gears yourself, it keeps the bike “interface” (can I call it that?) simple. That’s part of the plan. VanMoof’s Carlier says the company is targeting people who might not consider themselves bike people. The challenge is convincing them to invest in an e-bike. (At these prices, I’d call it an investment.) And if you’re waiting on the company’s even pricier high-speed e-bike, the VanMoof V, expect to wait a little longer. Due to supply issues, production has been delayed from fall 2022 to late 2023.
We plan to test out VanMoof’s latest bikes more extensively soon. Both the A5 and S5 are available to order directly from the company, with delivery dates currently estimated to be around January and February 2023.
As the need for cleaner, more sustainable transport becomes ever more urgent, I’ve noticed a familiar pattern in conversations on the topic. Someone will point out that bikes are a lot more efficient and environmentally friendly, reduce congestion and are often faster than cars in cities. Others respond saying that bikes can’t possibly replace cars for a multitude of reasons: Riding on roads is dangerous, it requires a fit body, it makes you get all sweaty, it’s not ideal for trips into the office and bikes can’t protect you from the rain. The other objection is that a standard bike can only carry one person, making it useless for the times when you need to carry multiple people, or lots of stuff. Bikes can’t be used to ferry kids on the school run or haul a week’s worth of groceries, and so it’s pointless to look at them.
Except, of course, bikes have always been able to do those things, sometimes more efficiently than a car, SUV or truck. Cargo bikes offer the capacity to carry multiple people at once and / or haul sizable loads of stuff with very little trouble. It’s this form of cycling that may provide the easiest win for both individuals and cities to help solve the climate crisis. The argument that you need to be physically fit to ride – if that’s even true – doesn’t really apply any more given the benefit of electrification. It means that modern cargo bikes can rid dense city streets of delivery vans cluttering up our roads, and SUVs doing little more than the school run. And this isn’t a dispatch from some far-flung utopia, but something that might become massively popular as a looming fuel crisis causes the price of fuel to skyrocket.
The Bakfiets
RUBEN RAMOS via Getty Images
It’s worth saying that cargo bikes are nothing new – in the days before the car was king, cargo bikes were used by many. In Europe, before the second world war, cargo bikes were a common sight on the streets, used by grocers, tradespeople and families to carry goods and people. In the post-war era, and the age of car-centric reconstruction that followed, cargo bikes were left a curiosity in many countries, save, of course, their use to sell ice cream or other food at funfairs, festivals and markets.
There are roughly four types of cargo bike in common use today, although none of these terms are official and there’s plenty of blurring on the edges. Cargo Bikes, for instance, are stretch limousine versions of regular two-wheeled bikes, with a small cargo section behind the front wheel and in front of the rider. Then there are Box Trikes, with two wheels up front and a much larger box between them, while the rider steers from behind. Now, both of these can be described as Bakfiets, from the Dutch “box bike,” but there’s a world between the two and three-wheeled versions.
A more nebulous category is the Longtail, a regular bicycle with a longer, load-bearing frame behind the rider. Instead of a pannier rack, the frame can hold a small cargo box, or a bench seat that can hold an adult or two children. Bikes like Tern’s GSD or Yuba’s Spicy Curry are examples of the type of bike I’m talking about here. Finally there are Cargo Trikes and Cargo Quad Cycles, where the rider sits up front and there’s a hefty box mounted on the two rear wheels. EAV’s 2Cubed, for instance, is already being adopted by some major logistics companies. (Obviously three-wheeled Bakfiets can also be called Cargo Trikes but I’m trying to keep the definitions clear here.)
The Babboe
Daniel Cooper
The Netherlands already underwent its dramatic transition into a cycling-first society, and is the nominal home of the cargo bike. Its bikes are designed not just for one or two people, but families of up to five, and I felt compelled to try one before lecturing people on the future of transport. Raleigh, the British distributors of several Dutch bicycles, leant me a Babboe Curve-E, which is arguably the SUV of the cycling world.
The Curve-E is big, beefy and relatively expensive – in Europe it retails for €3,449 ($3,441). The Curve-E’s box has a volume of around 275 liters (72 gallons) and a load capacity of 100kg (220 pounds), with two benches running along the front and back sides. On each side are two three-point harnesses, and the bike is designed to carry up to four small children comfortably.
(In the US, you can buy a more powerful mid-drive version of the Curve-E I rode from Going Dutch Bicycles in New York for $6,250. It’s worth saying, of course, that the cost of importing a model like this is significant, and there are domestic alternatives available for less. For instance, Bunch Bikes – which previously featured on Shark Tank – will sell you a four-seater model for $3,999.)
I’ve been using the Curve-E as much as I can in place of the family car, trying to see which parts of our lives it can fit into. My wife wasn’t enthused about being a participant in this story, and so I used the bike for various adventures with my two kids. Of particular interest to me was if the Babboe would revolutionize the school run, enabling me to save time at the start and end of each day.
Cleaning up our roads
Leon Neal via Getty Images
If you read Engadget, then you already know how bad cars and trucks are for climate change, air quality and congestion. The rise of e-commerce, supercharged by COVID, has seen a massive surge in fossil fuel-powered delivery vehicles on city streets. And that’s not good for congestion, air quality or emissions. But cargo cycling has already been found to be something of a silver bullet for all of the problems caused by this surge in heavy goods vehicles on our streets.
Last year, Dr. Ersilia Verlingheri at the University of Westminster found that a cargo bike is 1.61 times faster than a van to make deliveries. Using GPS data strapped to both bike and truck couriers, she found that the bikes had a faster average speed and reduced carbon emissions by 90 percent compared to a diesel vehicle, and 33 percent compared to an electric van. The study focused on London, and found that there are more than 213,100 vans working in the city, occupying 2,557,200 square meters of road space. Dr. Verlingheri’s study found that more than half of all motorized freight could be completed by a bike instead of a van. And that the benefits of doing so are staggering – including tens of thousands of hours lost to traffic jams, and several hundred thousand tonnes of CO2 not being released into the atmosphere.
A smaller 2019 study that focused on Seattle, found that electric-assisted cargo bikes were more cost-effective than vans in densely populated areas, such as the hearts of major cities. And that benefits of bikes were magnified when you added in the extra effort needed to find parking, and the second-order costs of owning a truck. Not to mention, of course, the cost of buying the truck, keeping it fueled, maintained, as well as the necessary insurances and permits to ensure it’s road legal.
Zedify
Daniel Cooper
One company already well ahead of this argument is Zedify, a British courier business making “last mile” deliveries in major cities. It exclusively uses low-and-zero emission vehicles, with the bulk of its fleet made up with a number of cargo trikes. The managing director of the Norwich branch of the company, Richard Jennings, talked me through the benefits of a bike-first delivery fleet. The first being the cost, the second being the relative speed compared to deliveries made by a light truck.
Jennings explained that most major freight companies operate large depots at business parks far outside a population center. Each van is loaded full with parcels before being sent in to cover a planned route that will take the bulk of the day to complete. Zedify’s model, by contrast, uses a smaller hub in the center of a city, where parcels in bulk are dropped off and then loaded on a smaller fleet of cargo trikes. These trikes will then do multiple routes each day, with riders able to choose their own routing in order to avoid cyclist-unfriendly roads and dodge traffic jams.
On paper, that sounds less efficient, but in practice Jennings said that it was significantly better, and Zedify deliveries are often a lot faster than expected. It’s also significantly cheaper, since all of the major capital costs associated with maintaining a fleet of vans are eliminated. The local setup, at least, uses cargo trikes from specialist provider Iceni Cycles, based in Wiltshire. It sells its heavy-duty delivery trike for £11,705 (around $13,486), or leases them for periods of up to five years for £61.47 ($71) a week.
While many fleet companies have to spend enormous sums on regular maintenance, Jennings can employ a single bike mechanic to run the entire fleet. Zedify doesn’t charge a premium for its services either, meaning that any cost savings can be passed on to employees. Jennings said that he’s able to “take better care of [his] people.” Zedify also made (local) headlines for being able to maintain deliveries during one of the UK’s several recent fuel crises.
There are limits, of course – a standard Iceni trike has a maximum weight limit of around 550 pounds, but Jennings says that the safe operating weight is just under 400. After that point, and hauling goods around just gets a lot harder to deal with. That means bicycle couriers won’t be delivering heavy goods, like home appliances or beds, any time soon. But the bulk of smaller goods could easily be carried by bike, removing a big reason for why city streets are full of vans. If companies like Zedify can corner the market in shipping and grocery delivery, then we should see significant benefits fairly quickly.
Jennings also showed me his latest purchase, a Maderna Tractor, a four-wheeled monster capable of taking pallet-sized loads. It’s equipped with a Bafang mid-drive motor that gives it extraordinary power and speed for a bike – as I learned when I rode it. It’s the sort of bike that you could imagine riding for a day without ever feeling fatigued, and certainly one you could have a lot of fun tearing around town on.
Our first trips
My adventures with the Babboe Curve-E involved me taking the kids out and about around the city. They were (and still are) delirious with excitement whenever we go out on the bike. Part of this, I suspect, is because it offers them a substantially better view of the trip compared to sitting in the back seat of a car. They like waving to people as we pass them by, and shouting hello to cyclists when they, in turn, pass us. They sit side-by-side on the forward facing bench, preferring the view (and a little bit of a squeeze) to one facing the other.
At a standing start, the bike requires a decent amount of push, but I found I didn’t need the electric assist at all. As soon as you start moving, the bike’s weight and inertia seem to do a lot of the work for you, to the point where I was riding the brakes more than the pedals. It’s also pretty quick, quicker than I was comfortable riding (especially with my kids in the front box) and so I never felt the need to switch up the gears to go faster.
More often than not, cars would give me a fairly generous berth – I think the uniqueness of the Babboe’s design on British roads meant there was some degree of curiosity. Especially on the main road close to my home, where cyclists are often given short shrift by motorists, it was a striking change. I suspect, too, the fact that the bike is wide enough, and my ride position high enough, that almost by default, I was taking a more aggressive pose on the road than I would ordinarily. That’s important, given the lack of segregated cycle infrastructure, although cargo bikes are often forced onto the roads by default, as most cycle lanes that do exist are designed for the two-wheeled variety.
The cargo boom
It’s clear that some of the factors that have boosted interest in cargo bikes relate to the energy crisis. COVID and Russia’s invasion of Ukraine have caused prices to spike, and Europeans are looking for ways to cut their energy consumption across the board. Back in August, Cycling Industry News reported that while e-bike sales – which had spiked for much of 2020 – were starting to slow, eCargo Bikes were still growing. In fact, the uptake of cargo bikes has increased by 37 percent compared to the previous year, while manufacturer Urban Arrow said that it expected to see sales jump by 50 percent across 2022.
The school run
Maja Hitij via Getty Images
The kids enjoy the Babboe so much that they ask, whenever we go out, if we’re taking it or the car. I was, therefore, expecting this bike to totally revolutionize the school run each day and make everyone’s life a lot easier. It didn’t, but there’s one very good reason that I struggled in this instance, and I want to be clear that it is actually worth doing. You just need to really make sure that you know what bike you’re buying, and what your home terrain is like.
My home city is relatively flat, but it does have a handful of utterly murderous hills, and my kids’ school is at the top of one of the worst. According to local maps, the gentlest gradient to get up the hill is around 11 percent, which is a very significant slope. (The road on the other end has a maximum gradient of 22.4 percent, which I wouldn’t attempt to walk, let alone ride up.)
Now, I’ve tested my cycling output to be around 200W, and the motor on the Babboe can output 250W. But it turns out that it’s not enough, given the weight of the bike, to get up that 11 degree gradient without a lot of sweating. In fact, it’s so hard to get up there, especially with kids in the front, that no matter what gear I rode in, or what strategies I tried, with the electric assistance on full, I was still a hyperventilating puddle by the time I got to the top.
This, I should admit, is something that Babboe (if you check) does say in its marketing materials, as its bikes are designed for flat Dutch roads. If a buyer expects to cover a lot of hilly ground, then they should opt for the specialist Mountain version of its bike with a far more powerful mid-drive motor. At my child’s school, another parent bought the same model of Babboe that I had – but said that he would be trading it in for a Mountain version at the earliest opportunity.
Cost
Education Images via Getty Images
The elephant in the room is price. You can expect to pay upwards of $3,000 for a standard cargo cycle, and some of the fancier brands start at $5,000. The common response from cyclists is that people think nothing of dropping tens of thousands of dollars on a car, nor the hidden costs of fuel, tax, insurance, servicing and depreciation. On a total cost of ownership basis, the price difference between a car and a cargo bike is stark, and bikes win out nine times out of every 10 when picking the ideal form of transportation. But I can see, and share, the mental barriers to spending thousands on a bike for all of the obvious reasons.
For a start, the comfort level is far less than that of a car, you’re exposed to the elements and you’re limited by range. Then there’s the unspoken truth that in many countries in North America and Europe, bicycle theft is effectively legal. After all, with law enforcement resources stretched thin and the prevalence of bicycle crime, it’s difficult to enforce. Even in situations where people can show the location of their bike with built-in GPS, officers are reluctant to engage in recovery action.
Interesting (!) afternoon while filming, tracking my stolen bike which has an internal tracker & can’t be ridden without a code being ferried presumably in a van …from being swiped in London Bridge….To Stratford in half an hour and now finding a new resting place in East Ham… pic.twitter.com/4SBsatjvA8
I took plenty of extra precautions, and rarely let my Babboe out of my sight knowing that if I’d left it in the street, even with a chorus of locks, it was at risk. That dilemma is doubled for people who have spent upwards of $3,000 on an e-cargo bike as their primary mode of transportation. Sadly, a lack of infrastructure to keep these bikes safe and secure means that they’re a prime target for thieves, and so you can’t always trust that they’ll be where you left them.
The solution to this problem, surely, would be for a manufacturer to grasp this market for itself. Is it possible for someone to mass-produce a low-spec, but solid, cargo bike “for the people?” And, when I say that, I mean at the sort of prices where it’d be affordable for utility, rather than sport and leisure, cyclists.
Certainly, this isn’t likely to come in the form of a cargo trike. Ben Johnson is the founder of The Cargo Bike Company, a former engineer who got into cargo biking when his kids were born and he “couldn’t afford a European one.” He produces custom cargo bikes and trikes from his workshop in Derbyshire, UK, with a focus on commercial bikes as well as custom bikes adapted to assist people with mobility issues. He said that the rise in cargo cycling is tied to the falling cost and greater access of electric motors, which “enables people to shift loads around town.” He, however, has resisted the trend in his own bikes, saying that the reliability issues are too risky for a small business like his to take on.
Johnson added that there are several factors that mean that cargo bikes will remain a more costly purchase for many. That includes the fact that major manufacturers are “very happy to use unusual or high-end engineering” on its bikes, including drum brakes, geared hubs and stub axles. But as well as the equipment hung on the frame, a major difference between a regular bike and a cargo bike is the time taken to build the frame itself. For instance, Taiwanese maker Giant says that it can produce a bike frame in under two hours, whereas it takes Johnson a full day to weld a frame, and a further day to build the bike that sits on it – in between it’s sent off to a third-party for painting.
That’s not to say that there aren’t affordable cargo bikes available, but the segment that’s ripest for lower prices is the longtail. RadPower’s RadWagon 4 can take a 350lb payload on its long rear rack, or that space could be used to carry two passengers for just $2,000. Similarly, Richard Andrews, who works in local government on cycling strategy in the UK said that an even more disruptive bike is hiding in plain sight. He pointed to (French sports retailer) Decathlon’s R500 electric longtail as a bike that could be mass-produced by the sort of manufacturer who could afford the initial outlay. There are only two downsides to the R500 – it uses a rear hub motor, and it’s presently out of stock.
Farewell
It’s now time to send the Babboe back to the company for someone else to test it. I didn’t expect to feel as sad sending it back as I presently do, mostly because of how engaged it made my kids. It was fun to cycle – except up and down hills – and I think they enjoyed having a front-row seat on the journey, taking in the city around them. I think that, with a model better suited to the terrain, a cargo e-bike could remove the need for us to have a car for any trips into the city. The only thing I would need is a place to securely store it when I’m out and about, or the reassurance that it wouldn’t go missing.
I should, at least, have some hope there – here in the UK, the previous administration published Gear Change: A Bold Vision for Cycling and Walking. The paper committed to improving road design to ensure segregated cycleways – with a physical barrier between cars and bikes – would be built as standard. It also, more crucially, pledged to back the construction of high-quality, theft-deterrent bicycle parking in towns and cities, as well as bike hangers for residential areas. This should benefit folks who might want to switch to cargo cycling but don’t have the space to store a bike in their own home.
Fundamentally, I’m a convert, even if I still don’t consider myself a cyclist by any means. Riding a cargo bike feels natural, fun and easy, and is something I want to do on a regular basis, especially since I’d like to think my kids will still appreciate the help getting to and from places for the next five years or more. I think I learned two things over the last couple of months: Cargo cycling really is for everyone, and don’t buy a bike with a hub motor if you live anywhere close to a huge hill.
As the need for cleaner, more sustainable transport becomes ever more urgent, I’ve noticed a familiar pattern in conversations on the topic. Someone will point out that bikes are a lot more efficient and environmentally friendly, reduce congestion and are often faster than cars in cities. Others respond saying that bikes can’t possibly replace cars for a multitude of reasons: Riding on roads is dangerous, it requires a fit body, it makes you get all sweaty, it’s not ideal for trips into the office and bikes can’t protect you from the rain. The other objection is that a standard bike can only carry one person, making it useless for the times when you need to carry multiple people, or lots of stuff. Bikes can’t be used to ferry kids on the school run or haul a week’s worth of groceries, and so it’s pointless to look at them.
Except, of course, bikes have always been able to do those things, sometimes more efficiently than a car, SUV or truck. Cargo bikes offer the capacity to carry multiple people at once and / or haul sizable loads of stuff with very little trouble. It’s this form of cycling that may provide the easiest win for both individuals and cities to help solve the climate crisis. The argument that you need to be physically fit to ride – if that’s even true – doesn’t really apply any more given the benefit of electrification. It means that modern cargo bikes can rid dense city streets of delivery vans cluttering up our roads, and SUVs doing little more than the school run. And this isn’t a dispatch from some far-flung utopia, but something that might become massively popular as a looming fuel crisis causes the price of fuel to skyrocket.
The Bakfiets
RUBEN RAMOS via Getty Images
It’s worth saying that cargo bikes are nothing new – in the days before the car was king, cargo bikes were used by many. In Europe, before the second world war, cargo bikes were a common sight on the streets, used by grocers, tradespeople and families to carry goods and people. In the post-war era, and the age of car-centric reconstruction that followed, cargo bikes were left a curiosity in many countries, save, of course, their use to sell ice cream or other food at funfairs, festivals and markets.
There are roughly four types of cargo bike in common use today, although none of these terms are official and there’s plenty of blurring on the edges. Cargo Bikes, for instance, are stretch limousine versions of regular two-wheeled bikes, with a small cargo section behind the front wheel and in front of the rider. Then there are Box Trikes, with two wheels up front and a much larger box between them, while the rider steers from behind. Now, both of these can be described as Bakfiets, from the Dutch “box bike,” but there’s a world between the two and three-wheeled versions.
A more nebulous category is the Longtail, a regular bicycle with a longer, load-bearing frame behind the rider. Instead of a pannier rack, the frame can hold a small cargo box, or a bench seat that can hold an adult or two children. Bikes like Tern’s GSD or Yuba’s Spicy Curry are examples of the type of bike I’m talking about here. Finally there are Cargo Trikes and Cargo Quad Cycles, where the rider sits up front and there’s a hefty box mounted on the two rear wheels. EAV’s 2Cubed, for instance, is already being adopted by some major logistics companies. (Obviously three-wheeled Bakfiets can also be called Cargo Trikes but I’m trying to keep the definitions clear here.)
The Babboe
Daniel Cooper
The Netherlands already underwent its dramatic transition into a cycling-first society, and is the nominal home of the cargo bike. Its bikes are designed not just for one or two people, but families of up to five, and I felt compelled to try one before lecturing people on the future of transport. Raleigh, the British distributors of several Dutch bicycles, leant me a Babboe Curve-E, which is arguably the SUV of the cycling world.
The Curve-E is big, beefy and relatively expensive – in Europe it retails for €3,449 ($3,441). The Curve-E’s box has a volume of around 275 liters (72 gallons) and a load capacity of 100kg (220 pounds), with two benches running along the front and back sides. On each side are two three-point harnesses, and the bike is designed to carry up to four small children comfortably.
(In the US, you can buy a more powerful mid-drive version of the Curve-E I rode from Going Dutch Bicycles in New York for $6,250. It’s worth saying, of course, that the cost of importing a model like this is significant, and there are domestic alternatives available for less. For instance, Bunch Bikes – which previously featured on Shark Tank – will sell you a four-seater model for $3,999.)
I’ve been using the Curve-E as much as I can in place of the family car, trying to see which parts of our lives it can fit into. My wife wasn’t enthused about being a participant in this story, and so I used the bike for various adventures with my two kids. Of particular interest to me was if the Babboe would revolutionize the school run, enabling me to save time at the start and end of each day.
Cleaning up our roads
Leon Neal via Getty Images
If you read Engadget, then you already know how bad cars and trucks are for climate change, air quality and congestion. The rise of e-commerce, supercharged by COVID, has seen a massive surge in fossil fuel-powered delivery vehicles on city streets. And that’s not good for congestion, air quality or emissions. But cargo cycling has already been found to be something of a silver bullet for all of the problems caused by this surge in heavy goods vehicles on our streets.
Last year, Dr. Ersilia Verlingheri at the University of Westminster found that a cargo bike is 1.61 times faster than a van to make deliveries. Using GPS data strapped to both bike and truck couriers, she found that the bikes had a faster average speed and reduced carbon emissions by 90 percent compared to a diesel vehicle, and 33 percent compared to an electric van. The study focused on London, and found that there are more than 213,100 vans working in the city, occupying 2,557,200 square meters of road space. Dr. Verlingheri’s study found that more than half of all motorized freight could be completed by a bike instead of a van. And that the benefits of doing so are staggering – including tens of thousands of hours lost to traffic jams, and several hundred thousand tonnes of CO2 not being released into the atmosphere.
A smaller 2019 study that focused on Seattle, found that electric-assisted cargo bikes were more cost-effective than vans in densely populated areas, such as the hearts of major cities. And that benefits of bikes were magnified when you added in the extra effort needed to find parking, and the second-order costs of owning a truck. Not to mention, of course, the cost of buying the truck, keeping it fueled, maintained, as well as the necessary insurances and permits to ensure it’s road legal.
Zedify
Daniel Cooper
One company already well ahead of this argument is Zedify, a British courier business making “last mile” deliveries in major cities. It exclusively uses low-and-zero emission vehicles, with the bulk of its fleet made up with a number of cargo trikes. The managing director of the Norwich branch of the company, Richard Jennings, talked me through the benefits of a bike-first delivery fleet. The first being the cost, the second being the relative speed compared to deliveries made by a light truck.
Jennings explained that most major freight companies operate large depots at business parks far outside a population center. Each van is loaded full with parcels before being sent in to cover a planned route that will take the bulk of the day to complete. Zedify’s model, by contrast, uses a smaller hub in the center of a city, where parcels in bulk are dropped off and then loaded on a smaller fleet of cargo trikes. These trikes will then do multiple routes each day, with riders able to choose their own routing in order to avoid cyclist-unfriendly roads and dodge traffic jams.
On paper, that sounds less efficient, but in practice Jennings said that it was significantly better, and Zedify deliveries are often a lot faster than expected. It’s also significantly cheaper, since all of the major capital costs associated with maintaining a fleet of vans are eliminated. The local setup, at least, uses cargo trikes from specialist provider Iceni Cycles, based in Wiltshire. It sells its heavy-duty delivery trike for £11,705 (around $13,486), or leases them for periods of up to five years for £61.47 ($71) a week.
While many fleet companies have to spend enormous sums on regular maintenance, Jennings can employ a single bike mechanic to run the entire fleet. Zedify doesn’t charge a premium for its services either, meaning that any cost savings can be passed on to employees. Jennings said that he’s able to “take better care of [his] people.” Zedify also made (local) headlines for being able to maintain deliveries during one of the UK’s several recent fuel crises.
There are limits, of course – a standard Iceni trike has a maximum weight limit of around 550 pounds, but Jennings says that the safe operating weight is just under 400. After that point, and hauling goods around just gets a lot harder to deal with. That means bicycle couriers won’t be delivering heavy goods, like home appliances or beds, any time soon. But the bulk of smaller goods could easily be carried by bike, removing a big reason for why city streets are full of vans. If companies like Zedify can corner the market in shipping and grocery delivery, then we should see significant benefits fairly quickly.
Jennings also showed me his latest purchase, a Maderna Tractor, a four-wheeled monster capable of taking pallet-sized loads. It’s equipped with a Bafang mid-drive motor that gives it extraordinary power and speed for a bike – as I learned when I rode it. It’s the sort of bike that you could imagine riding for a day without ever feeling fatigued, and certainly one you could have a lot of fun tearing around town on.
Our first trips
My adventures with the Babboe Curve-E involved me taking the kids out and about around the city. They were (and still are) delirious with excitement whenever we go out on the bike. Part of this, I suspect, is because it offers them a substantially better view of the trip compared to sitting in the back seat of a car. They like waving to people as we pass them by, and shouting hello to cyclists when they, in turn, pass us. They sit side-by-side on the forward facing bench, preferring the view (and a little bit of a squeeze) to one facing the other.
At a standing start, the bike requires a decent amount of push, but I found I didn’t need the electric assist at all. As soon as you start moving, the bike’s weight and inertia seem to do a lot of the work for you, to the point where I was riding the brakes more than the pedals. It’s also pretty quick, quicker than I was comfortable riding (especially with my kids in the front box) and so I never felt the need to switch up the gears to go faster.
More often than not, cars would give me a fairly generous berth – I think the uniqueness of the Babboe’s design on British roads meant there was some degree of curiosity. Especially on the main road close to my home, where cyclists are often given short shrift by motorists, it was a striking change. I suspect, too, the fact that the bike is wide enough, and my ride position high enough, that almost by default, I was taking a more aggressive pose on the road than I would ordinarily. That’s important, given the lack of segregated cycle infrastructure, although cargo bikes are often forced onto the roads by default, as most cycle lanes that do exist are designed for the two-wheeled variety.
The cargo boom
It’s clear that some of the factors that have boosted interest in cargo bikes relate to the energy crisis. COVID and Russia’s invasion of Ukraine have caused prices to spike, and Europeans are looking for ways to cut their energy consumption across the board. Back in August, Cycling Industry News reported that while e-bike sales – which had spiked for much of 2020 – were starting to slow, eCargo Bikes were still growing. In fact, the uptake of cargo bikes has increased by 37 percent compared to the previous year, while manufacturer Urban Arrow said that it expected to see sales jump by 50 percent across 2022.
The school run
Maja Hitij via Getty Images
The kids enjoy the Babboe so much that they ask, whenever we go out, if we’re taking it or the car. I was, therefore, expecting this bike to totally revolutionize the school run each day and make everyone’s life a lot easier. It didn’t, but there’s one very good reason that I struggled in this instance, and I want to be clear that it is actually worth doing. You just need to really make sure that you know what bike you’re buying, and what your home terrain is like.
My home city is relatively flat, but it does have a handful of utterly murderous hills, and my kids’ school is at the top of one of the worst. According to local maps, the gentlest gradient to get up the hill is around 11 percent, which is a very significant slope. (The road on the other end has a maximum gradient of 22.4 percent, which I wouldn’t attempt to walk, let alone ride up.)
Now, I’ve tested my cycling output to be around 200W, and the motor on the Babboe can output 250W. But it turns out that it’s not enough, given the weight of the bike, to get up that 11 degree gradient without a lot of sweating. In fact, it’s so hard to get up there, especially with kids in the front, that no matter what gear I rode in, or what strategies I tried, with the electric assistance on full, I was still a hyperventilating puddle by the time I got to the top.
This, I should admit, is something that Babboe (if you check) does say in its marketing materials, as its bikes are designed for flat Dutch roads. If a buyer expects to cover a lot of hilly ground, then they should opt for the specialist Mountain version of its bike with a far more powerful mid-drive motor. At my child’s school, another parent bought the same model of Babboe that I had – but said that he would be trading it in for a Mountain version at the earliest opportunity.
Cost
Education Images via Getty Images
The elephant in the room is price. You can expect to pay upwards of $3,000 for a standard cargo cycle, and some of the fancier brands start at $5,000. The common response from cyclists is that people think nothing of dropping tens of thousands of dollars on a car, nor the hidden costs of fuel, tax, insurance, servicing and depreciation. On a total cost of ownership basis, the price difference between a car and a cargo bike is stark, and bikes win out nine times out of every 10 when picking the ideal form of transportation. But I can see, and share, the mental barriers to spending thousands on a bike for all of the obvious reasons.
For a start, the comfort level is far less than that of a car, you’re exposed to the elements and you’re limited by range. Then there’s the unspoken truth that in many countries in North America and Europe, bicycle theft is effectively legal. After all, with law enforcement resources stretched thin and the prevalence of bicycle crime, it’s difficult to enforce. Even in situations where people can show the location of their bike with built-in GPS, officers are reluctant to engage in recovery action.
Interesting (!) afternoon while filming, tracking my stolen bike which has an internal tracker & can’t be ridden without a code being ferried presumably in a van …from being swiped in London Bridge….To Stratford in half an hour and now finding a new resting place in East Ham… pic.twitter.com/4SBsatjvA8
I took plenty of extra precautions, and rarely let my Babboe out of my sight knowing that if I’d left it in the street, even with a chorus of locks, it was at risk. That dilemma is doubled for people who have spent upwards of $3,000 on an e-cargo bike as their primary mode of transportation. Sadly, a lack of infrastructure to keep these bikes safe and secure means that they’re a prime target for thieves, and so you can’t always trust that they’ll be where you left them.
The solution to this problem, surely, would be for a manufacturer to grasp this market for itself. Is it possible for someone to mass-produce a low-spec, but solid, cargo bike “for the people?” And, when I say that, I mean at the sort of prices where it’d be affordable for utility, rather than sport and leisure, cyclists.
Certainly, this isn’t likely to come in the form of a cargo trike. Ben Johnson is the founder of The Cargo Bike Company, a former engineer who got into cargo biking when his kids were born and he “couldn’t afford a European one.” He produces custom cargo bikes and trikes from his workshop in Derbyshire, UK, with a focus on commercial bikes as well as custom bikes adapted to assist people with mobility issues. He said that the rise in cargo cycling is tied to the falling cost and greater access of electric motors, which “enables people to shift loads around town.” He, however, has resisted the trend in his own bikes, saying that the reliability issues are too risky for a small business like his to take on.
Johnson added that there are several factors that mean that cargo bikes will remain a more costly purchase for many. That includes the fact that major manufacturers are “very happy to use unusual or high-end engineering” on its bikes, including drum brakes, geared hubs and stub axles. But as well as the equipment hung on the frame, a major difference between a regular bike and a cargo bike is the time taken to build the frame itself. For instance, Taiwanese maker Giant says that it can produce a bike frame in under two hours, whereas it takes Johnson a full day to weld a frame, and a further day to build the bike that sits on it – in between it’s sent off to a third-party for painting.
That’s not to say that there aren’t affordable cargo bikes available, but the segment that’s ripest for lower prices is the longtail. RadPower’s RadWagon 4 can take a 350lb payload on its long rear rack, or that space could be used to carry two passengers for just $2,000. Similarly, Richard Andrews, who works in local government on cycling strategy in the UK said that an even more disruptive bike is hiding in plain sight. He pointed to (French sports retailer) Decathlon’s R500 electric longtail as a bike that could be mass-produced by the sort of manufacturer who could afford the initial outlay. There are only two downsides to the R500 – it uses a rear hub motor, and it’s presently out of stock.
Farewell
It’s now time to send the Babboe back to the company for someone else to test it. I didn’t expect to feel as sad sending it back as I presently do, mostly because of how engaged it made my kids. It was fun to cycle – except up and down hills – and I think they enjoyed having a front-row seat on the journey, taking in the city around them. I think that, with a model better suited to the terrain, a cargo e-bike could remove the need for us to have a car for any trips into the city. The only thing I would need is a place to securely store it when I’m out and about, or the reassurance that it wouldn’t go missing.
I should, at least, have some hope there – here in the UK, the previous administration published Gear Change: A Bold Vision for Cycling and Walking. The paper committed to improving road design to ensure segregated cycleways – with a physical barrier between cars and bikes – would be built as standard. It also, more crucially, pledged to back the construction of high-quality, theft-deterrent bicycle parking in towns and cities, as well as bike hangers for residential areas. This should benefit folks who might want to switch to cargo cycling but don’t have the space to store a bike in their own home.
Fundamentally, I’m a convert, even if I still don’t consider myself a cyclist by any means. Riding a cargo bike feels natural, fun and easy, and is something I want to do on a regular basis, especially since I’d like to think my kids will still appreciate the help getting to and from places for the next five years or more. I think I learned two things over the last couple of months: Cargo cycling really is for everyone, and don’t buy a bike with a hub motor if you live anywhere close to a huge hill.
Like a lot of people, I only recently began cycling. After more than a decade of not riding a bike, I bought my first one as an adult at the start of the pandemic and immediately fell in love with what it had to offer. Cycling was my escape from a world that didn’t make sense anymore. It has since become the primary way I stay fit, unwind after a long day and get to where I need to go.
Along the way, I’ve tried many different cycling gadgets. The entries in the list below represent some of my favorites. Outside of essentials like a helmet, multitool and spare inner tubes, you don’t need most of the items listed below to enjoy whatever time you spend on your bike or e-bike, but some will keep you safer or make it easier to achieve your fitness goals – if that’s what you want to get out of the hobby.
Knog Rear Plus Light
Knog
Cycling frequently involves sharing the road with cars, and one of the best ways to stay safe is by making yourself as visible as possible to drivers. One way to do that is with a seat post-mounted LED light. You have a lot of options when it comes to cycling lights, but one of the best in my experience is the affordable Rear Plus from Knog.
You’ll notice the Rear Plus is one of two products from Knog on this list. The reason for that is that the company makes cycling accessories that stand out for their usability and clever design. With the Rear Plus, for instance, you plug it into your computer like a USB thumb drive whenever you need to charge it, meaning you don’t need to deal with a micro-USB cable like with many other bicycle lights. What’s more, Knog claims you can get up to 40 hours of battery life from the device depending on the lighting mode you use. And since it’s so easy to charge, you’re much less likely to find yourself in a situation where you don’t have a light when the sun is about to set.
If you’re willing to spend more, an even safer option is to buy a rearview radar like the $200 Garmin Varia RTL515. In addition to being a light, it pairs with your smartphone or bike computer, with models from both Garmin and Wahoo supported, to provide visual, audible and haptic alerts when cars are approaching you. It can detect a vehicle up to 150 meters away and will more urgently warn you if one is approaching quickly. It’s not a replacement for checking your blind spots, but it will take away much of the stress involved with road cycling.
After an LED light, you’ll want to make sure you have a bell installed on your bicycle. I know what you’re thinking: can’t you just warn people when you’re about to ride past them. The answer is yes, but they probably won’t hear you or react quickly, especially if they’re talking to someone at the time. You’ll be surprised how much more effective a bell is at communicating with pedestrians than your voice. I find one is also invaluable when you’re faced with a driver waiting to make a turn.
For an “aero” option that won’t look out of place on a carbon road bike, consider the Knog Oi Luxe. It’s easy to install and features a slick design that won’t clutter your cockpit. For something with more classic styling, look to the Spurcycle Original Bell. Both produce distinct sounds that cut through traffic and other noises.
There’s a good chance you’ll want to carry your phone and other belongings with you when you set out on your cycling adventures, and that’s where a handlebar bag can come in handy. The amount of choice here is endless, with nearly every major cycling brand offering at least a few different models.
Another option is to support a local company in your area. On that front, there have never been more independent bagmakers than there at this moment. In the US alone, you have companies like Swift Industries, PS Bagworks and Roadrunner Bags making thoughtful and durable cycling bags of all shapes and sizes. Seriously, a quick Google search and you’re bound to find someone sewing cycling bags in your local area. And if all you want is a foolproof recommendation, consider the Handlebar Bag Mini from Ornot. It’s the perfect size for carrying a phone, sunglasses and a few snacks, and like all of the company’s products, the quality of materials and craftsmanship is second to none.
At some point, you’ll need to leave your bike in a place where you can’t keep a constant eye on it. Since 2020, I’ve used a Kryptonite Kryptolok to lock my bike up, and so far it has yet to be stolen (knock on wood). A lot of people swear by Kryptonite locks and I like the one I bought for its no-fuss key mechanism. It also comes with a holder you can mount to one of your bike’s bottle cage mounts.
Even if you only consider yourself a casual cyclist, you should use an app like Strava to record your rides. Like with any activity, it can be easy to get discouraged with cycling, particularly if you finish a ride where you feel like things didn’t go your way. But here’s the thing, you’re getting better whether you realize it or not.
When I first started cycling in the summer of 2020, I was averaging a speed of about 15km per hour. I can now do about 23km per hour. I know that because I have a record of nearly every ride I’ve gone on since I bought my first bike at the start of the pandemic. And it’s all thanks to Strava.
The best part of the app is that you don’t need to pay for its annual $60 premium subscription to get access to some of its best features. Recording your rides is free, and the company recently made its Beacon feature, which can automatically notify your loved ones of your location, available to all smartphone users. In my view, it’s worthwhile upgrading to Strava’s premium tier if you think you’ll get value out of its route-building tool. It uses the company’s data to generate routes in your nearby vicinity, and I find it’s a good way to add some variety to your rides.
In your phone, you already own one of the most useful cycling accessories you can buy. Not only can it point you in the right direction when you get lost but you can also use it with apps like Strava to track your rides. In those instances, it can be useful to have easy access to your phone when you’re on the saddle. That’s where a handlebar phone mount can be invaluable.
One of the most secure options I’ve tried is made by Quad Lock. The company’s system involves a case made specifically for your make of phone and a dual-stage locking mechanism that ensures both case and device stay firmly affixed to your bike. They also offer both stem and out front mounts, with the option to orient your phone horizontally – making it a great fit for Zwift.
Another option is to buy a dedicated bike computer such as the Wahoo Elemnt Bolt. The Bolt offers turn-by-turn navigation and an interface that’s purpose-built for cycling. That means the inclusion of tactile buttons that make it possible to interact with the device by feel alone, even when you’re wearing cycling gloves. Plus, a $300 bike computer is a lot more affordable to replace than a high-end smartphone if you end up in a crash. Just make sure you go for the V2 version. Wahoo recently updated the Bolt to add USB-C charging and a color screen.
If you already own some variation of everything else on this list, then you’re probably at the point where you’re considering a power meter so you have a more consistent way of measuring your fitness gains.
To be clear, the majority of people, even those for whom cycling is their primary form of exercise, don’t need a power meter. But if you’re absolutely set on buying one, Garmin makes one of the best options. The company’s Rally pedals offer several advantages over other models. They’re much easier to install than power meters that replace either your bottom bracket or crankarms. All you need is a pedal wrench. Additionally, with Garmin offering the Rally pedals in Shimano SPD, SPD-SL and Look Keo versions, there’s a good chance you won’t have to replace your existing clipless cleats to use them. Garmin also offers a conversion kit that allows you to use the spindle mechanism across multiple bikes. With a price tag that starts at $649, they are expensive, but also one of the most versatile options on the market.
Four years ago, I decided to purchase a Peloton bike. I was spending way too much on membership dues at a luxury gym I hardly attended, and I was intrigued by the idea of an exercise bike with live and on-demand classes. Even though the bike is expensive, I bought it on an installment plan; the monthly payments worked out to be around $100 less than that underused gym membership. Add in the fact that both my husband and I could use it for the price of a single subscription, and I was sold.
While I still do like the bike, I’ll admit that I haven't been using it as much in recent months. I just haven’t been very motivated, and when I do get the energy to go for a ride, I sometimes feel discouraged by my poor performance. Of course, I know that the beauty of the Peloton is that you can ride at your own pace, but it can feel demoralizing to rank at the bottom of the leaderboard all the time.
Recently, however, Peloton added a new “gamified” experience to the Bike and Bike+ called Lanebreak. Instead of following instructors in a class, you’ll be cycling along different tracks and at different difficulties in order to get a high score. Seeing as I’m a fan of fitness games – I really like Nintendo’s Ring Fit Adventure as well as Just Dance, for example – I was excited to try it out.
Engadget
Lanebreak is found in the “More Rides” section in the Peloton menu, which is also where the Scenic Rides and Just Ride options are. In the game, there are six different tracks, and you navigate from one to the other with the bike’s resistance knob (you’ll know which one you’re in by the rotating wheel avatar). The farthest left is with the least resistance, while the furthest right is with the most resistance. As you might expect, the farther right you go, the more points you can score.
In order to gain points, you have to complete a few different tasks, which are either one after another on the same track or dispersed on to separate tracks. One is to simply cycle in the lane with blue bars, each of which represents “Beats.” These score points every time you go over them. Another is to cycle really fast in an orange “Breakers" section until the meter is “charged” – the more it’s charged, the more points you’ll get. Last but not least, there are “Streams,” where you’re tasked with holding your target cadence within a specified range.
At the end of a Lanebreak workout, your total score is based on all the Beats, Breakers and Streams that you’ve completed and collected throughout the game. You’ll also see a high score on the Lanebreak leaderboard for that particular game.
The length of a Lanebreak workout runs the gamut from five minutes to 30, and there are four different levels: beginner, intermediate, advanced and expert. There’s also a wide variety of music playlists to pick from, such as “Rock Riot'' and David Bowie remixes.
Engadget
I have to say, I had a lot of fun. The look and feel really reminds me of Guitar Hero, a game which I have fond memories of. I enjoy navigating to the different tracks and then cycling as hard as I can to score the maximum points. I tend to score fairly well in the beginner and intermediate levels, but I dare not venture into advanced or expert modes just yet. I was a little concerned that a 20 or 30 minute game might feel repetitive, but I actually really liked it – the song mixes help keep things interesting.
There are a few downsides, though. For one thing, the resistance knob can be a little fiddly, which is not great when I’m trying to make quick lane changes. Plus, there’s no real break for you to take a sip of water; you kind of just have to miss out on a few points when you’re hydrating. Of course, as there’s no instructor, you’ll also miss out on motivation shoutouts and stretching exercises. But I find that the gameplay aspect of Lanebreak is fun enough to make up for that.
Perhaps the best part of Lanebreak is that it got me back cycling after several months of not doing so. It really made me fall in love with cycling all over again. After a five-minute Lanebreak session yesterday, for example, I navigated over to the on-demand library and took a 20-minute beginner class. I felt great afterwards, and didn’t care at all about where I was on the leaderboard.
How does a veteran bicycle maker like Raleigh survive an increasingly crowded e-bike market? By promising more oomph, apparently. The company has revamped its strong-selling Motus hybrid e-bike line with more power and range. The base Motus now starts with a 400WH Bosch Active Line motor (up from 300WH) and, accordingly, a bump from 60 miles to 80 miles of range. You shouldn't have as much trouble blasting up a hill or completing a lengthy commute. You can also expect four levels of electric assistance, a seven-speed gear system and hydraulic disc brakes.
More demanding riders have more options, of course. The Motus Tour and Motus Grand Tour both have the choice of either a derailleur or hub gearing, and they pack integrated front and rear lights as well as a wheel lock. The Tour and Grand Tour both pack sleeker, easily removable Bosch PowerTube batteries, while the top-end Grand Tour includes both a larger 500WH battery and a brawnier Active Line Plus motor. Raleigh claims up to 100 miles of range.
All the bikes are available in the UK and Ireland with either a crossbar frame or an easier-to-mount low step design. Expect higher prices in return for the added performance, however. The 'entry' Motus starts at £2,199 (about $2,987), while the Motus Tour begins at £2,499 for a derailleur version and the Grand Tour costs £2,699. The hub versions of the Tour and Grand Tour add another £100 to the price. They're slightly pricier than the models they replace (the previous Motus started at £1,900), but the additional outlay could easily be worthwhile if your bike is your chief mode of transportation.
How does a veteran bicycle maker like Raleigh survive an increasingly crowded e-bike market? By promising more oomph, apparently. The company has revamped its strong-selling Motus hybrid e-bike line with more power and range. The base Motus now starts with a 400WH Bosch Active Line motor (up from 300WH) and, accordingly, a bump from 60 miles to 80 miles of range. You shouldn't have as much trouble blasting up a hill or completing a lengthy commute. You can also expect four levels of electric assistance, a seven-speed gear system and hydraulic disc brakes.
More demanding riders have more options, of course. The Motus Tour and Motus Grand Tour both have the choice of either a derailleur or hub gearing, and they pack integrated front and rear lights as well as a wheel lock. The Tour and Grand Tour both pack sleeker, easily removable Bosch PowerTube batteries, while the top-end Grand Tour includes both a larger 500WH battery and a brawnier Active Line Plus motor. Raleigh claims up to 100 miles of range.
All the bikes are available in the UK and Ireland with either a crossbar frame or an easier-to-mount low step design. Expect higher prices in return for the added performance, however. The 'entry' Motus starts at £2,199 (about $2,987), while the Motus Tour begins at £2,499 for a derailleur version and the Grand Tour costs £2,699. The hub versions of the Tour and Grand Tour add another £100 to the price. They're slightly pricier than the models they replace (the previous Motus started at £1,900), but the additional outlay could easily be worthwhile if your bike is your chief mode of transportation.
Peloton today launched Lanebreak, a new series of workouts that mimic a racing game for its connected stationary bike. Riders get behind a virtual wheel, race down a multi-lane highway and gain points for higher levels of output and resistance. The fitness company briefly beta tested Lanebreak last July, and is now launching the new mode as a software update to all Peloton bikes in the US, UK, Canada, Germany and Australia.
Unlike the majority of other Peloton workouts, there’s no instructor on Lanebreak offering encouragement throughout the ride. Instead, riders can choose from a selection of different pop-centric playlists to listen to in the background, featuring the likes of David Guetta, David Bowie, Bruno Mars and Ed Sheeran.
For Peloton riders who are bored with the usual slate of instructor-led classes, Lanebreak adds a change of pace. It’s also the first new program that the fitness company has added to their fitness library in a while, following a major expansion in 2020 that included barre, yoga, pilates and strength training classes.
The fitness company, once a darling of the pandemic, has now run into financial woes due to a decline in demand. Earlier this month, Peloton replaced its CEO and laid-off roughly 20 percent of its workforce in an effort to streamline its expenses. But despite its struggles on Wall Street, Peloton's incredibly loyal customer base has a 96% one-year retention rate. The bikes are a large upfront investment, and few Peloton riders want the added hassle of reselling and moving their $1,495 bike. While it’s unlikely that Lanebreak will recruit new Peloton riders, it’ll add some variety to a fitness library that, for some seasoned riders, has become stale.
Zwift is bringing together some of its more dedicated cyclists for another competitive riding event. On February 26th, the workout platform will host the second UCI Cycling Esports World Championships ever, which takes place on a course set in a virtual version of Central Park in New York City.
Riders will complete two laps of the 22.5 km (~14 mile) Knickerbocker route plus some additional track to make up the complete 54.9 km (34 mile) circuit. The New York course features some glass roadways that are suspended above the park to add more elevation and a sci-fi twist to the ride. Pay close attention and you'll see flying cars zipping around too.
The competitors will all use the Wahoo Kickr V5 Smart Trainers. Zwift says these intelligently respond to climb gradients as well as simulated draft from other riders.
Since this is a virtual event, Zwift is able to shake things up a bit from traditional road races. Riders will have seven chances to pick up Mario Kart-style PowerUps during the race (a regular feature on Zwift courses). They can deploy these at strategic times to temporarily increase the draft effect, boost aerodynamic efficiency or reduce the bike's weight.
Around 180 riders will compete across the men's and women's races. The winners will each receive a physical and digital championship jersey they can wear for sanctioned esports races and activities and while their avatar is active on Zwift. The event will be broadcast on Eurosport in Europe and on GCN+ and Zwift's YouTube channel around the world.
Zwift notes that all users had the chance to secure a spot in the UCI Cycling Esports World Championships through continental qualifier races. It says that while it's early days for cycling esports, some specialist riders have already emerged. As the metaverse continues to take shape, perhaps we'll start seeing more physical esports events in other disciplines.