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UGA Traffic Safety Research Survey

Darrell Robinson, a researcher from the Traffic Safety Research and Evaluation Group, part of the Department of Health Promotion and Behavior at the University of Georgia, and his team are currently studying interactions between car drivers and bicyclists.  They would like us to participate in a survey to gather data pertinent to their project.

The study has two parts: 1st, participants complete an empathy questionnaire, then,in Part II, we’ll read a written scenario of an interaction between a car driver and bicyclist and answer questions pertaining to it.

If you are interested in more information or have any questions, please feel free to contact Darrell ( or 706-542-8060).

PART I (link active until Friday, March 6th)

PART II is now open. (active until April, 3rd)

Thank you!

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Complete Streets: Prince Avenue Survey


Let's make it safe for this guy, too!

Even uni-cyclists use Prince!

UGA Public Relations grad students working with Complete Streets: Prince Avenue have created a survey to better understand why we support complete streets on Prince Avenue. Fill out this quick survey to let them know why you support improved safety for those traveling by bike and feet (and car)! Thanks!

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The Continuing Saga of Hickory Ext.

Hickory Extension, the street planned as a cut-through the former Selig Development (now known as “The Mark”), is closer to construction, and is on track to proceed with a street layout that does not accommodate bicycles. Complicating matters, the street is private with a public access easement, which means ACC may not have much oversight over final design (though Commissioners are still closely following the project’s progress).

Short recap: the original site plan for the Selig property did not contain the Hickory St. Extension.  The connection’s absence put the site plan in conflict with the Transportation Concept Corridor Map (TCCM), which showed a potential Greenway connection, and a street connection, between Broad and Oconee.  After much debate, Commissioner Girtz put forth a Commission-defined option of two “protected” bike lanes placed between the sidewalk and parked cars. This design would use parked cars as a buffer between bikes and traffic, similar to designs seen here: (but with front-in parking rather than parallel).  His Commission-defined option for the Special-Use Permit was approved in July or August of 2013. When the Selig project dissolved, so did the plans for Hickory.  With The Mark moving forward by right, new site plans were drawn.  Current designs for the development show a bike lane striped directly behind front-in parking:

Designs for Hickory

You can see the bike lanes abut the parking spaces

In a December 3rd, 2014, letter, Transportation and Public Works approved this design, agreeing the bike lanes adequately accommodate cyclists.  Indeed, the letter goes further to argue that this design is preferable to parking protected bike lanes.  We disagree.  Bike lanes striped behind front-in parking are hazardous to cyclists.  Protected bike lanes, including those that use parked cars to shield bikes from moving traffic have become best-practice design for urban environments.

AASHTO advises against the current proposed design

Athens has yet to place bike lanes behind front-in parking, for good reason.  True, Athens does not have any written standards concerning bike lane design, our policies are purposefully context-sensitive; however, the Complete Streets Policy explicitly references the AASHTO (American Association of State Highway Transportation Officials) guide.  During the 2013 debate about Hickory, we noted: “The 2012 edition of the AASHTO Guide for the Development of Bicycle Facilities specifically recommends against such a design: ‘Bike lanes should normally not be placed adjacent to conventional front in parking.’” (Emphasis ours.) The AASHTO Guide continues to say that if bike lanes are striped adjacent angled parking great care must be taken to make the design safe for cyclists. The two pictorial examples of a compromise:

Bike lane with buffer

Here, there is a few feet of buffered space between the wide bike lane and front-in parking





Back-in parking

Here, the parking configuration has been switched to reverse angle (back-in)









On the left, there is a buffer between the parking space and the bike lane. On the right, they have switched to back-in parking.  Again, these are compromises; compromises that do not exist in the current layout.

Protected Bike Lanes are preferred by planners and cyclists

Protected bike lanes have become the standard for urban environments as they are the safest design; and as a result, they attract the most use.  As noted by the National Association of City Transportation Officials (NACTO): “By separating cyclists from motor traffic, [protected bike lanes]can offer a higher level of security than bike lanes and are attractive to a wider spectrum of the public.”  Of the 187 protected bicycle lanes currently in use in the United States, 1/3rd use parked cars as a physical buffer between the bike lane and the motor vehicle lane (1/3rd use flexible posts, 1/3rd use curbs).  24% percent are 1-way parking protected bike lanes, the same configuration as suggested for Hickory Ext.  It is not only planners that have discovered the benefits of parking protected bike lanes; cyclists also love them.  In city (PDF p. 28) after city, bike counts surge on streets with protected bike lanes.  In survey (PDF p. 19) after survey (PDF p. 28), cyclists indicate they overwhelming prefer protected bike lanes to other facilities. Rather than feeling “trapped” cyclists prefer having their own dedicated space to ride.

Nonetheless, perhaps creating a parking protected bike lane on Hickory Ext. would reduce the usable space for cyclists.  This is speculative until the final design is selected and constructed, but there are many easy and cost-effective methods for preventing cars from encroaching on the bike lanes (flexposts, parking curbs, etc…).  More importantly, as we will examine in a moment, the current design with bike lanes behind front-in parking does not provide a full bike lane of operating space.

Supporters of the current design also say a parking protected bike lane would be too difficult to integrate into the streetscape.  Luckily, there is a guide to help facilitate those changes.  The NACTO Design Book contains voluminous technical guidelines; and as mentioned earlier, there are 187 real world examples.  As illustrated above, the authoritative AASHTO Guide also provides alternatives to the current design.

Parking Protected Bike Lanes Do Not Increase Traffic Conflicts.

To this point, we have talked only about bikes (we are named BikeAthens); does a parking protected bike lane increase the chances of pedestrian-bicycle collision; after all, pedestrians will have to cross the bike lane to get to their cars. The most thorough study of protected bike lanes in the US did not find an increase of pedestrian-bicycle collisions (PDF p. 134).  Most residents surveyed did not think the protected bike lanes lead to an increase in pedestrian danger (PDF p. 136). Any conflicts between cyclists and pedestrians would, at least, be visible, low-speed interactions.

Even if one accepts the argument that a parking protected bike lane would increase the conflict points (and we do not); the current proposed design does not reduce the total amount of conflicts on the street. What is clear, the current proposed design does increase the number of conflicts between cars and bicycles.  Every car or truck entering or exiting a parking space must cross the bike lane.  The current plans show a center lane that would allow cars in both directions to pull into a parking space. Of more concern, to exit a space a car must back through the bike, perhaps with vision obscured. These conflicts would occur at higher, motor vehicle speeds.

Finally, placing bike lanes so close to front-in parking effectively reduces the operating space of the bike lane to near-zero.  Under the current configuration, to avoid a car suddenly exiting into the bike lane, a cyclist should ride to the very left of the bike lane.  However, riding to the left puts a cyclist close to the travel lane—an uncomfortable position even for experienced cyclists.  The proximity to front-in parking spaces makes the travel lane the safest place to ride despite the presence of bike lanes.  For cyclists, the street would operate much the same as street without a bike lane.

The Current Proposed Design Does Not Accommodate Cyclists

As the bike lanes currently proposed for Hickory Ext. do not conform to AASHTO standards, decrease the amount of useable space of bicycles, and increase number of car-bicycle conflicts, we do not think the current design accommodates bicycles.  We recommend the design is changed to a protected bike lane, or at the minimum, changed to reflect greater consideration for cyclists’ safety, as recommended by the American Association of State Highway Transportation Officials.

What Happens Next?

There is a plan review tomorrow, 10:30am, at the Planning Department.  We will attended to see if the plan has changed and give comment, if possible.  From there, we also know the Commissioners are interested in this project.

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GOHS Grant Renewed


The BikeAthens Board of Directors is proud to announce that for the third year, BikeAthens has received a grant of $46,900 from the Governor’s Office of Highway Safety (GOHS).  Using these grant funds, BikeAthens will continue to conduct bike safety seminars throughout the coming year. Over the last 12 months, BikeAthens taught bike helmet safety in local schools, taught monthly bike education classes at the Municipal court, and participated in on-campus events to educate UGA students. With this year’s grant funds, BikeAthens will expand and improve these programs. We have already hosted two bikes rodeos, distributed 50 helmets, and given away over 50 pairs of lights!  We will organize at least two more kids’ bike safety events in the spring, and look to create more summer programing for kids.

A vast majority of local bicycle accidents involve cyclists that are not wearing helmets, and riders over the age of 30 are three times as likely to wear a helmet as a cyclist under 30.  Nonetheless, bicyclists under 18 years of age still account for approximately 30% of Georgia’s bicycle fatalities.  To address this problem, BikeAthens will use a portion of the GOHS grant funds on helmets that BikeAthens will distribute at our safety seminars and at other public outreach events during the year. In addition to bike helmets, BikeAthens will also distribute bike lights in an effort to make Athens cyclists visible to all. BikeAthens and GOHS expect that making bikes and their riders brighter will reduce the number of accidents that occur during times of low light.

As an organization, BikeAthens has been proud to partner with the Governor’s Office of Highway Safety.  We are excited to extend this partnership in effort to make Athens safer for all road users: cyclists, pedestrians, and motorists alike.

Please contact Tyler Dewey at or for more information.


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Dialogue with Jim Thompson Part I

Over the past few months, Athens-Banner Editorial Editor (and dedicated bike commuter) Jim Thompson has written frequently about alternative transportation.  Always eager to talk about transportation choices, we joined the debate in print and in our newsletter. We’ll collect and re-print our responses here.  Jim’s original articles, of course, can be found here.

Note: a version of this article first appeared in our 8/6/2014 Newsletter

Before we begin, thanks again to Jim Thompson of the Athens Banner Herald for continuing the conversation about transportation infrastructure in Athens.  Mobility and transportation choices are major issues that deserve vigorous public debate.   Recently, Jim asked if there are enough bike commuters in town to convince the Mayor and Commission to prioritize connectivity of the current bike network.   When examined closely, we can separate Jim’s question into two parts: 1) does Athens have the demand to support more bike lanes and 2) regardless of demand, should the Mayor and Commission place a greater emphasis on improving and expanding local bike infrastructure?  BikeAthens does not often address these questions because in our work as advocates we take the answers as given (emphatically yes to both).  However, many people probably share Jim’s concerns, so it is important to respond to his call to action. Due to the length of our response, we’ll publish our answer to Question 1 this week and Question 2 next week.

1) Integrating bike infrastructure into the transportation network already is Athens Clarke-County policy and a planning / engineering best-practice. Additionally, Athens has more than enough demand to support a connected bike network.

In his Monday editorial (8/4/14), Jim Thompson wondered if there are enough bike commuters in Athens to support more bike infrastructure.  In some ways, the question is moot.  Way back in 2001, the Athens-Clarke County Bike Master Plan acknowledged the community’s desire for a network of identified bike routes and began to schedule infrastructure improvements.  We see the fruits of this plan in the soon-to-be completed College Station bike lanes that will extend across the river.  In 2012, the ACC Complete Streets Policy, while far from perfect, also reaffirmed the County’s commitment to transportation choices (see the planned addition of 5 foot shoulders as part of the Whitehall Rd Hill reduction project).  Through these documents, the Mayor and Commission have long indicated that they recognize the need for more transportation choices, and these polices codify ACC’s support for a connected network of bike lanes.

Furthermore, current planning / engineering guidelines establish bike lanes as an integral part of a complete transportation network.  The 2012 update of the American Association of State Highway Transportation Officials design guides—used as a primary resource in Clarke County—designate bike lanes as the backbone of a bike network.  In this way, both ACC policy and current design guides already support, in Jim’s words, a “serious effort at installing or improving a range of transportation infrastructure.”  Enhanced bike infrastructure is thoroughly melded with ACC goals and objectives, and bike plans and designs have become standards in ACC engineering guidelines.  Still, the demand exists to encourage the Mayor and Commission to speed up the implementation of the Bike Master Plan and connect the existing bike lanes.

First a quick note: the county does not count bikes during its regular traffic counts.  In recent years, new technologies have enabled cities to precisely (and cheaply) count the number of people riding on the roads, but Athens has not yet adopted these methods.  As a result, unfortunately, Athens-Clarke County cannot accurately track the growth of bike commuting.  Nonetheless, there are telling clues that indicate that current ridership levels more than justify increased bike infrastructure.  Collected survey data indicates Athens has more bike commuters than almost every similarly sized city in the Southeast.   According to the 2014 American Community Survey Report, of medium sized cities Athens has the 15th highest rate of bike commuting in the country.  More locally, ACC’s Prince Avenue Corridor Report noted tracts surrounding Prince Avenue bike to work at rates above those found in Minneapolis, one of the most bike friendly cities in America.  These rates are well above the national average. They are higher than cities that are renowned for their integrated bike infrastructure.

While the current numbers of bike commuters justifies more bike connectivity projects, the more important number is what we call the latent demand.  In other words, how many people would like to ride more often but think the current infrastructure does not make cycling an easy and convenient choice?  Fortunately, we can measure latent demand.  Speaking very generally, we can divide bike commuters into 4 groups: Fearless (will ride on any road), Confident and Enthused (will ride most roads, but may avoid the busiest unless forced), Interested but Concerned (will ride but only in bike lanes, preferably those with a buffer), and “No Way, No How” (will most likely never commute by bike).  In multiple surveys, repeated all over the country—including Georgia—60% of people fall within in the Interested but Concerned group!  BikeAthens outreach at Farmer’s Markets and other public events tells us this is true in Athens. So many people want to ride but do not feel comfortable riding on Milledge, Prince, or North Ave.  Indeed, look at the following map.  It is based on BikeAthens map of the county, but highlights only the existing bike lanes and multi-use paths:

Map of ACC bike infrastructure

Our bike map, modified to show only bike infrastructure

If you are concerned about riding outside of a bike lane, it becomes difficult to plan a route across Athens. Only 3 short sections of bike lane reach downtown (which is full of hazardous diagonal parking); only Dudley Park is accessible by a multi-use path and the Greenway is only connected to other bike infrastructure at the intersection of Williams / Oconee (and it’s only easily accessible in one direction). None of Athens wonderful restaurants along Prince Ave, Milledge, or in Five-Points are served by bike lanes, and none of the stores on Broad or Atlanta Highway are accessible by bike lane or multi-use path.  Despite the lack of connectivity, bicycle culture and bicycle commuting is thriving in Athens.  Athens-Clarke County policy has recognized and embraced increased bicycle infrastructure. Engineering guidelines call for a network of bike lanes.  Athenians ride more than just about and city in the Southeast. The need is there. The demand is there.  It is time to put bike lanes there (and there and there).

If 60%–or even 50% or 40%–of people are Interested and Concerned about commuting, expanding the reach of bike lanes will result in an immediate increase in biking.  The more destinations easily and conveniently connected to bike infrastructure gives people the choice of how to navigate Athens.  Next week, in Part 2, we will discuss the numerous and sizeable economic and health benefits of increased cycling, and how increased transportation choices will help Athens-Clarke County meet its budgetary Goals and Objectives.

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Dialogue with Jim Thompson–ABH Editorial

Over the past few months, Athens-Banner Editorial Editor (and dedicated bike commuter) Jim Thompson has written frequently about alternative transportation.  Always eager to talk about transportation choices, we joined the debate in print and in our newsletter. We’ll collect and re-print our responses here.  Jim’s original articles, of course, can be found here.

Note: A version of this article first appeared in the Athens-Banner Herald on 7/10/2014

First, thanks to Jim Thompson for handing us his megaphone for the day.  We appreciate the opportunity to further the important conversation about road safety.  In his recent editorials on sharing the road, Jim asked why transportation advocates—BikeAthens is Athens only transportation advocacy non-profit—were not speaking out about cyclist traffic infractions. So why the silence? Does BikeAthens tacitly support reckless riding and “scofflaw” cycling? No, of course not. In fact, since BikeAthens founding 20 years ago, we have made education a pillar of our mission to make walking, cycling, and public transit an everyday solution to transportation needs in Athens.  After receiving a grant from the Governor’s Office of Highway Safety, we have expanded our educational programs to teach more people how to safely, confidently, and responsibly ride on Athens wonderful streets.  BikeAthens does not usually talk about “scofflaws” because we are busy directly engaging the public through classes, rides, and other outreach events. Our proactive education programs are more effective at changing rider behavior, promoting our mission, and improving safety for people on bikes.

The core of our educational message comes right from Georgia’s statutes: bikes are vehicles and all vehicles must obey all applicable traffic laws. It is not only the law; it is also common sense. Anyone operating a vehicle, be it a bike, a truck, a scooter, or sports car must follow the law. As our colleagues at Georgia Bikes say: “Same roads. Same rights. Same rules.”

It should go without saying: BikeAthens is dismayed when we hear of a cyclist riding irresponsibly.  The actions of a foolish rider can tarnish all cyclists’ reputations and hinder BikeAthens mission.  Fortunately, these incidents are rare—indeed they are memorable for their rarity.  And certainly “scofflaw” behavior is not confined to those on two wheels. By contrary example, how long would the list run if we noted every texting driver, every person who exceeds the speed limit, every truck that fails to give three feet when passing, every SUV that runs a stop sign, or every car that hits and kills a cyclist or pedestrian.  In our experience, putting a spotlight on outlier behavior does not create an atmosphere conducive to thoughtful dialogue; nor does it change behaviors.  It only creates a divisive, false dichotomy between cyclist and motorist by casting aspersions on all riders.

Scofflaw incidents involving any vehicle are frustrating for driver, pedestrian, and cyclist alike.  But rather than reacting piece meal to anecdotal reports, BikeAthens looks at the bigger picture.  In developing the curriculum for our cycling programs, we combed through crash data analysis provided by the UGA Traffic Safety Research and Evaluation Group (TSREG) for both Georgia and Athens.  Patterns emerged at the state level.  The data tells us that for improving cyclist safety conspicuity is the key.   As a result, we teach both kids and adults to Ride Right, Ride Bright!  We distribute and install free bike lights at public events. Our t-shirts feature a rider with lights and a reminder to flow with traffic lights. We hope our efforts to help cyclists Get Noticed will reduce crashes.  This is concrete, data-driven advice that we share on a daily basis.

When TSREG examined the data for Athens, one intersection, Lumpkin and the Tate Center, had more crashes than any other in the state. In the last five years, all but one crash at that location was caused by a motorist suddenly turning right or left in front of a bike.  The other was caused by a motorist opening his door into a bike commuter. As a result, we have tailored our on-campus messaging to call attention to proper lane positioning—ride toward the center of the lane to keep commuters in view of often inattentive drivers.  By focusing our programs to the factors that most frequently cause crashes, rather than holding up examples of what not to do, we more effectively promote safer roads

As I mentioned earlier, we do not read the police blotter and comment on rider behavior because we already spend a majority of our time teaching responsible road use.  Through our Municipal Court Ticket Diversion program we reach 30-50 people a month.  Even better, the class is targeted at folks who have committed on-bike traffic infractions. We aim to eliminate repeat citations.  At our monthly group rides, the first Friday of every month, we model proper riding behavior.  We lead Safe Route to School rides and work with kids to instill good riding habits at a young age.  We have frequent commuter assistance days at the Athens Farmer’s Market to talk to both cyclists and non-cyclists about the best methods for navigating the Classic City.  Even our “Get Noticed” t-shirts encourage riding with traffic and using lights to stay visible.  Indeed, we emphasize safe riding at all times. Rather than calling attention to the infrequent case of motorists or cyclist scofflaw behavior, BikeAthens will continue working in the community, to provide in-depth, constructive, and effective cycling education to as many people as possible.

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Athens Newest Bike Lane: Thinking Inside the Box

Athens First Green Lane / Bike Box

The bike box allows cyclists to wait in a more visible position–in front of the bus!

UGA just installed some cool new bike infrastructure on campus!  As Sanford Drive approaches the Baldwin St, it narrows to become a bus-only one-way street.  In 2011-2012, BikeAthens worked with community partners and UGA Police to install a counter-flow bike lane on the downhill section (more info here).  This summer, UGA upgraded Sanford again!  The uphill section now features Athens first green lane and bike box! The downhill section includes Athens first buffered bike lane and protected lane.  It may be only a block, but you have start somewhere!

Here is what the green lane and bike box look like for cyclists:

Sanford Green Lane

The Green lane makes the bike lane very visible to motorists

Sanford Bike Box

The bike box allows cyclists to wait at the light, in front of the bus

Here is the cycle track (note: as you can see it is still under construction):

Sanford cycle track

The flexposts provide physical separation between bikes and on-coming buses

The green lane and bike box combine to make cyclists more visible at intersections.   The Buses must stop before the bike box; cyclists can wait inside the green painted area.  Since bikes can accelerate through an intersection more quickly than a bus, the bikes wait in front of the bus (rather than lining up in the buses blind sport further down the hill).  The bikes visibly and easily clear the intersection before the bus.

Down the hill, we see the “mixing-zone.”  Here the green “skip lines” clearly highlight the bike lane, but the line indicate—to both driver and cyclists—that cars may cross the bike lane to enter and exit parking.

Skip lines indicate where cars may cross the bike lane

These “skip lines” keep the bike lane visible, while signaling to both drivers and cyclists that cars may cross the bike lane

On the downhill section, the contra-flow bike lane begins with a buffered lane, and then it transitions to a fully protected lane:

Sanford Cycle Track

The painted buffer transitions to a physical buffer as the bus lane narrows.

Due to the high pedestrian activity in the area, there is a bike only stop sign at the end of the protected section of Sanford.  Keep alert to pedestrians! And at least this is on a downhill so starting up won’t be too difficult.  Also note the median island to provide a solid buffer between bus and bike:

Cycle Track Median

At the intersection there is a bike-only stop sign and median to seperate bikes from the buses

We are so excited to see this type of infrastructure in Athens!  We can’t wait to see where green-lanes, bike boxes, and physical buffers are installed next!

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July 29: Bike Tourism BBQ at Sandy Creek Nature Center

Bikeabout BBQ informational poster

Bikeabout BBQ July 29th at Sandy Creek Nature Center

BIKABOUT, a new bike tourism company, is starting their American launch-tour here in Athens.  Tomorrow, July 29, they are hosting a BBQ at the Sandy Creek Nature Center to discuss bike tourism (in specific) and bikes (in general).  The BBQ starts at 5:30PM, but a group will ride from Heirloom at 5:00. The BBQ is free, with a $5 suggested donation to us, BikeAthens (thanks, bikabout!).  What a cool, fun way to socialize with other cyclists and talk about the economic impact of bikes!

More information here:


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The Boulevard Neighborhood Association, Historic Cobbham Foundation, the Pulaski Heights Neighborhood, Parkside Partners and the locally owned businesses on Prince Avenue, invite you to

See and Be Seen

on Prince Avenue

Saturday, May 17  10:30am – 1:30pm


Neighbors and businesses have joined together to create a special day in celebration of living and working on or near the in-town section of Prince Avenue (Pulaski to Milledge #GoTown). This informal event will include a variety of activities intended to encourage pedestrian and bicycle traffic to highlight how Prince Avenue affects our lives on a daily basis. See and Be Seen will culminate with a walking school bus from Hendershots to Ciné for a matinee screening of The Lego Movie.


Activities include:

• Family Cycling / Riding with bags meet and greet at 10:30 am (Emanuel Church, Pope St parking lot). We’ll be talking, sharing tips, asking and answering questions about riding with families and riding with bags.  Check out local XtraCycle cargo bikes! Free bike lights for the first 25 participants.

Provided by Bike Athens.


• Historical markers of existing and lost architecture of Prince Avenue.

Provided by the Athens-Clarke Heritage Foundation.


• Tours of the T.R.R. Cobb House with readings in the gardens provided by Avid Bookshop staff. Half hour tours beginning at 11:00 am, Noon and 1:00 pm.


• Photo booth at Boulevard Animal Hospital.


• Athens Academy SEEDS environmental club: Bottle Raft Performance art sculpture. To call attention and promote awareness of the extensive use of plastic bottles and bags used on this planet.

Piedmont College triangle at Prince/Cobb/Harris Street.


• Also in the Piedmont College triangle: Chess and Community will have chess boards, neighborhood families will provide other board games as well.


And of course, the businesses on Prince Avenue doing what they do every day:

Avid Bookshop             Boulevard Animal Hospital                         Daily Groceries Co-op Flagpole Magazine            The Grit             Model Citizen Salon                Taqueria del Sol

The businesses of the Bottleworks:

Cullen & Co.                        Express nails                         Hendershot’s                        Lululemon
Revival Yarns                        Seabear Oyster Bar             Siri Thai             Viva Argentina                        Tazikis

Please join us for a festive morning/afternoon. #GoTown