“It’s to the point where weeds are growing in a mix of gravel, sand, composted leaves, and glass.”
Jonathan’s post, Hallelujah! PBOT will address bikeway maintenance at upcoming meeting, came with a warning that it “contains a lot of my opinions.” A glance through the comments section shows the warning was unnecessary, readers wholeheartedly agree with his opinions about the sorry state of many Portland bikeways.
The post was prompted by an agenda item in Tuesday night’s Bicycle Advisory Committee (BAC) meeting suggesting a new effort by the Portland Bureau of Transportation and leaders from their Maintenance Operations section to improve bike lane clean up protocols.
If you had 37 seconds in an elevator to pitch the bike lane problem to the new Maintenance leaders, Keith’s comment, with its even tone and succinctness, would be a good model.
Here’s what Keith wrote:
Your term “modal disrespect” perfectly describes the problem. The silos within the larger PBOT silo exacerbate the problem. For example, the city has invested in wands/bollards along SW Beaverton-Hillsdale Hwy bike lanes, but then hasn’t swept the “protected” portions for at least a year. It’s to the point where weeds are growing in a mix of gravel, sand, composted leaves, and glass. SW Terwilliger has predictable seasonal problems with overgrown vegetation, but instead of proactively addressing this (as the city does with restriping streets), users have to complain to get anything done.
I was fortunate to visit Amsterdam this spring, and maintenance there is totally different. The Dutch (as well as Danes) [are compulsive] regarding bike lane and sidewalk maintenance. Not a leaf, weed, or glass shard in sight. It really sends a clear message about what transportation modes the government really supports. PBOT not only needs to proclaim support – it must demonstrate it.
Thank you Keith. You can read Keith’s comment, and the full comment thread under the original post.
Here are the most notable stories our writers and readers came across in the past seven days…
Politics and petro-masculinity: “Here in the heartland, white nationalism feeds on gas, gunpowder, oil, and testosterone,” reads a really important piece from The Nation about how cars have become weaponized by some Americans on the political right.
Rad lawsuit: The family of a girl seriously injured in a crash on a Rad Power e-bike is suing the company for negligence in a high-profile case that is causing a lot of buzz and finger-pointing in the bike industry.
Long arm of the law: I’m so grateful that the Portland Police no longer seem to have the time or inclination to mess with bicycle riders the way they do in Toronto.
Ungrateful automakers: And of course, despite another purchase incentive for e-cars, the auto industry is still complaining that the bill doesn’t go far enough for their interests. Boo hoo!
These are paid listings. And they work! If you’d like to post a job on the Portland region’s most popular bike and transportation news platform, you can purchase a listing online for just $75. Learn more at our Job Listings page.
At the Portland Bureau of Transportation’s East Portland Neighborhood Bike Fair this Sunday (8/7), you can get set up with everything you’ll need to hit the streets on August 21st and have a blast at the final Sunday Parkways of the summer.
The Bike Fair will be held at Lincoln Park Elementary on SE 135th Ave and SE Lincoln Street from 1:00 to 4:00 pm. At the event you can expect to find bike-related resources for kids and adults, safe riding lessons and tips, as well as basic bike repair. And it’s all free!
Portland’s bike share service Biketown, which is amping up its outreach efforts, will also be there to help get people started using their electric bikes and sign up for the free Biketown for All program if they qualify.
Now we need to make sure people actually get out there and ride. Events like this Bike Fair are a solid step in that direction.
Whether you plan to do Sunday Parkways or not, roll over the Bike Fair to get yourself and your bike ready to ride. Find out more and let PBOT know you’re coming here.
Come work at Go By Bike, North America’s largest bike parking facility. Over the past 10 years we have parked over 500,000 bikes. We are located in the South Waterfront district of Portland, the best city for cycling in the US. Our facility hosts a repair shop, as well as a free bike valet service. For more info about Go By Bike, visit our website at gobybikepdx.com.
Go By Bike is looking for a bicycle mechanic with shop experience. As one of our two mechanics you will work to repair bikes and order parts for the shop as needed. We try to do same day repairs including basic tune ups, brakes, and lots of flat fixes. We leave advanced mechanic work for larger shops. Go By Bike’s primary focus is valeting bikes which means this position will be valeting bikes throughout the day, especially during the busy times. Providing good, welcoming customer service, and thus enabling people to bike, is our top priority.
Our shop is a converted 20 foot shipping container with heating/ a/c and lots of windows. However, a lot of your time will be spent walking outside on our lot. This means you will be exposed to the elements, so you will need to make sure to dress accordingly. Our lot is situated directly in front of the aerial tram’s lower terminal. We are at one of the busiest multimodal intersections in North America.
The mechanic position starting wage is $20 – $22/hour, depending on mechanic experience. You will work 26 hours/week, 4 days/week, with weekends off. There will be an opportunity for a wage increase after 6 months. We close for a paid week during the holidays and after one year of working at the bike valet you get an extra two paid weeks off during the summer.
Other benefits include 10% commission, paid holidays, PTO, Roth IRA and healthcare reimbursement. Plus, you’ll have access to our shop and tools for your own personal use.
You will also benefit from working in a vibrant location, situated at the bottom of the Portland Aerial Tram near OHSU. We pride ourselves in being open and inclusive to cyclists of all kinds and are BIPOC and LGBTQ+ friendly. Go By Bike encourages everyone to take part in Portland’s cycling community, working to strengthen our city’s cycling culture while having fun.
Please note that all Go By Bike staff are required to be fully vaccinated against COVID. We are situated in very close proximity to a hospital and work with a lot of hospital staff/students. Thus we need to be particularly safe regarding COVID.
Happy Riding!
How to Apply
Email gobybikeshare@gmail.com. Include a resume and 1 to 2 paragraphs explaining why you would be a good fit for Go By Bike and summarizing your mechanic experience/skills.
We’ve taken a keen interest in this project because it thrusts the topics of street safety and traffic violence into the much broader (and more politically salient) conversation about how to improve public safety and reduce gun violence. There’s also a political angle here: Portland Bureau of Transportation Commissioner Jo Ann Hardesty spearheaded the effort in response to concerns she heard from neighborhood leaders.
Hardesty has a lot riding on this because it has become a signature project for two of her biggest focus areas: transportation and policing.
Report cover.
The Mt. Scott-Arleta Intervention Pilot was inspired by concerns from people who live in the neighborhood and it leans on public health experts and a planning concept known as Crime Prevention Through Environmental Design (CPTED). It included barricades and restrictions on driving behaviors in streets, community events in Lents Park, more visible patrols by Portland Police officers and Park Rangers, video camera installations and business, and relationship-building between agencies and neighborhood groups.
Back in March, five months after the pilot began, Hardesty issued a statement saying the efforts were paying off. She cited a 64% reduction in shootings (compared to the previous three months) and positive feedback from residents. This initial evaluation of the pilot was done with city data and was not independently verified, so many people dismissed it.
A new report by an independent consultant released in June 2022 says more data is still needed, but the project appears to be having a positive impact. Here’s a snip from the 14-page Mt. Scott-Arleta Community Safety Project Evaluation Report (PDF) submitted to the Portland Office of Management and Finance (OMF) Community Safety Division on June 30th and compiled by Michelle Helman Consulting:
Charts from the report.
“Findings are promising and suggest that the project may have contributed to the decrease in shootings during the project timeline. Analysis of Portland Police Bureau (PPB) shooting data shows the number of shootings decreased in the ‘project area’ (where joint patrol missions with Portland Parks & Recreation took place) during the implementation timeline (Sept-Dec. 2021) – within a trend of overall increase. An increase in shootings post-intervention suggests the intervention may [have] had an impact, and this demonstrates the need for the project to continue with more comprehensive data analysis to determine outcomes.
Challenges to determine whether the intervention caused or contributed to the change include that statistically; shootings decrease in the summertime, there is inconsistency in reporting the number of shootings per month, and it is unclear how the project work area was defined by all sources.”
I asked Lisa Freeman, a program manager at the OMF Community Safety Division, for a bit more context. She said after the initial analysis, the city wanted an external evaluation to more carefully review the project.
“The external evaluation largely validated the findings reported in March,” Freeman shared. “And was able to more comprehensively document the project, process of implementation, and offer recommendations for future activities.”
That “future activities” part is important because while we can debate the statistical impact of this approach, there’s no debating that the City of Portland plans to double-down on it. Mayor Ted Wheeler likes the approach so much he made it one of the focus areas of his new gun violence reduction plan.
Yet while the main takeaway is positive, the report lists several potential pitfalls as the city looks to continue and expand this type of work: Communication strategies need to improve so there’s not another (inaccurate and click-baitey, yet understandable) “orange barrels to reduce gun violence” news cycle; local volunteer time cannot be taken for granted; asking PPB officers to work overtime is unsustainable (and politically unpalatable); and more BIPOC and non-English speaking community members need to be included in the planning.
Look for this project and others citywide to become more common as more Portlanders realize that many of our public safety problems are interconnected, and bureaus like parks and transportation can have just as much impact as police.
Back when the Hawthorne Bridge bike tracker was in a better state. (Photos: Jonathan Maus/BikePortland)
It’s always fun to see the Tilikum Crossing bike counter tick up as you pedal across the bridge, checking out how many other people have biked on the same route that day. But bike counters are an important tool beyond just novelty. People working to plan bike infrastructure projects – and acquire government funding and political support for them – need to know how many people are biking and where they’re going. In order to do that, they need to make sure they’re getting the most accurate count possible.
There are many tools to count bike trips; but each of them has its drawbacks. Ones that use smartphone data from apps only capture people who use them (and that have phones). Bike counters like the one above are expensive and don’t scale (they are also easy targets for vandals).
It’s a problem that has plagued cycling advocates for years; but researchers from Portland State University’s Transportation Research and Education Center (TREC) think they might have a solution. They call it “data fusion.”
A traditional hose counter.
A project team led by Dr. Sirisha Kothuri wanted to find out what happens when data from different tools are mixed. Their work was based on the idea that a more accurate picture of cycling traffic can be made by combining, “traditional and emerging data sources.”
The team looked at three newer “big data” sources — the Strava smartphone app, Streetlight Data (and analytics firm), and GPS figures from bike share systems — in six cities (Boulder, Charlotte, Dallas, Portland, Bend and Eugene). They fused that data with more traditional bike counters cities have used for many years.
They then created three location-based models to run the data through. “In general, the various data sources appeared to be complementary to one another; that is, adding any two data sources together tended to outperform each data source on its own,” reads the project summary. The findings from this study indicate that rather than replacing conventional bike data sources and count programs, big data sources like Strava and StreetLight actually make the old ‘small’ data even more important.”
“At ODOT we just adopted ‘Bicycle Miles Traveled’ as a new key performance measure, and we need a way to measure it, so this project very much helps to fill the gap on how we’re going to do that.”
– Josh Roll, ODOT research analyst
Oregon Department of Transportation Research Analyst & Data Scientist Josh Roll sat on the project’s technical advisory committee and said the insights could help his agency get a better grasp on how well (or poorly) they’re serving bicycle riders. “At ODOT we just adopted ‘Bicycle Miles Traveled’ as a new key performance measure, and we need a way to measure it, so this project very much helps to fill the gap on how we’re going to do that,” Roll said in the project summary.
While creating this report, researchers uncovered another problem: despite support from agencies and jurisdictions, gaining access to the bike count data was difficult. Researchers noted that agencies appeared disorganized and were using questionable tactics when deciding where to place permanent count mechanisms, tending to “locate permanent counters in clusters of similar location types, resulting in little information about bicycle activity in different contexts.”
The lack of accurate bike counts and ongoing challenges in accessing the data are yet another way our system tilts in favor of car drivers. If we want to get more people on bikes and save our cities and our planet in the process, we’ve got to up our game when it comes to non-car traffic counting.
But don’t just take our word for it: “For transportation agencies wishing to support active travel to meet various sustainability, public health, and climate- related goals, quickly having accurate data for the entire network would be a giant leap in the right direction,” the report says.
NE Halsey looking eastbound as it approaches Fairview.
Early this past Saturday morning at 2:02 am, 25-year-old Timothy James Zehner was hit and killed by a car user while riding his bike in Fairview, about three miles east of the Portland border.
Multnomah County Sheriff’s Office says it happened near the intersection of NE Halsey and Fairview Avenue. Here’s more from their official statement:
A witness reported that the driver had initially stopped, then quickly left the scene. A responding deputy spotted a vehicle that matched the description of the involved car and initiated a traffic stop. The driver was pulled over and was arrested. The driver is identified as 56-year old Robert Lee Wilson. He was later lodged at the Multnomah County Detention Center.
Wilson’s car. (Photo: Multnomah County Sheriff’s Office)
Paramedics arrived and pronounced the bicyclist dead on scene. Due to the severity and criminal nature of the crash, the East County Vehicular Crimes Team (VCT) was called to perform the investigation.
Preliminary investigation shows that two bicyclists were riding eastbound on NE Halsey Street, approaching NE Fairview Parkway, when Wilson’s vehicle crossed into the bike lane and stuck one of the bicyclists.
In a follow-up email the Sheriff’s office yesterday, they confirmed with me that Wilson remains in custody and has been charged with aggravated assault, DUII, hit and run, and reckless driving.
NE Halsey is a major east-west arterial in this area. The bike lane in this location is unprotected and relatively narrow. It also merges across the adjacent traffic lanes before the intersection so that bike riders can be on the left of drivers prior to them making a right turn. It’s unclear what might have led up to this collision.
With all of Portland’s bike infrastructure projects to discuss, exciting developments in our neighboring cities don’t always get the attention they deserve. With this in mind, I headed down to Milwaukie yesterday to check out the relatively new SE Linwood Avenue multi-use paths, and I was impressed by what I saw.
Linwood Ave is located in the easternmost part of Milwaukie about a mile and a half west of 82nd Ave. It’s a street with one vehicle lane in each direction, and while it isn’t an extremely busy corridor by Portland standards, it’s one of only a few streets that goes straight from Johnson Creek Blvd to SE Railroad Ave/Harmony Road. The 10-foot wide multi-use paths, which debuted last November, are located on both sides of the street, and have enough room for people walking and biking to share the path.
Another view of the path.I really liked the way engineers managed to work the path around this tree.
This $3.3 million project was partially funded by Milwaukie’s Safe Access for Everyone (SAFE) program, which aims to improve safety for people using active transportation in the city. The city also received a grant from the Oregon Department of Transportation’s Safe Routes to School (SRTS) program to build the paths on Linwood Ave, which is home to Linwood Elementary/Sojourner School. The SRTS program is intended to get kids and parents using active transportation to get to school instead of driving, and projects like this one can make all the difference for people wary about their kids biking or walking to school.
From Johnson Creek Blvd at the exit of the Springwater Corridor Trail to SE Monroe Street, SE Linwood Ave does not feel like a safe place for people biking. There is a small bike lane on the side of the road with nothing but a thin line of paint separating people biking from adjacent car traffic, and the lane is uneven with grates and cracks in the pavement. In contrast, the multi-use path from Monroe Street to Harmony Road is smooth, wide and physically protected from car traffic with planting strips and trees.
This is the main problem with the Linwood Ave path: it’s less than a mile long. The stretch of street it’s located on is home to a school, a community garden and several churches, and it’s great that there is now a safe way to walk and roll right up to those places. But a lovely new path only does so much if it’s isolated in a neighborhood of otherwise dangerous streets.
North of Monroe, people biking (like this child ahead) have much less pleasant facilities to ride on.
I saw this play out on my ride. There were several kids running a lemonade stand on Linwood just north of the start of the path, where the bike facilities are negligible. I asked them if they use the new path, and they said yes and that they feel safer and more comfortable on it than other parts of the street. I saw a boy biking from the north to get the the lemonade stand to see his friends, and it made me nervous to see him riding in such a thin, unprotected bike lane.
I also saw a long line of cars idling in a pickup line at Linwood Elementary, spilling out onto the street. While old driving habits die hard and it might take more than a path to convince people to stop driving to school, I think people would be more inclined to use the path if it extended out further. A seamless transition from the Springwater Corridor trail to this path would be great, and would mean people could very well get from northern and western parts of Milwaukie without spending very much time on a street at all.
There is a Clackamas County project on the books to extend this path all the way up to the Springwater Corridor trail. Because Linwood north of Monroe is technically located in Southgate CPO, an unincorporated part of Clackamas County, the county has jurisdiction over this part of the street. However, although this project was planned for completion by November 2022, construction has still not begun.
Steve Adams, the Milwaukie city engineer who worked on this project, told me the “main reason the city constructed this path way was to encourage parents and children to ride or walk to school,” and although he and other planners worked hard on the paths, he hasn’t seen them utilized very much since they opened.
“I certainly hope it takes off and becomes a new way for people to get around,” Adams said.
A graphic by Bob Ortblad showing what he thinks the bike ramp to a new Interstate Bridge would look like.
There are all types of ways to push back against a project you don’t like. As social media has matured in recent years, a lot of folks have become good at creating graphics that — when they go viral — can be a very effective way to establish a narrative. Look no further than someone like Tom Flood, who we had on our podcast a year ago and who’s now working on a book. Or there’s ex-Portlander Zach Katz whose @betterstreetsai Twitter account has blown up in recent weeks.
But as the saying goes, with great power comes great responsibility.
Bob Ortblad, a retired civil engineer and self-described “Historian of 200 years of infrastructure” who we’ve featured as a source for his expertise on the Interstate Bridge Replacement Program, is also good at turning engineering data into compelling visuals. One of the graphics he recently shared was a bit too compelling.
One of Ortblad’s main concerns with the IBR project is that it will be too high to easily bike and walk up to. To create a recent graphic, he took data from official, draft proposals of the bridge design, then combined with a Dutch bike ramp design manual to come up with a mockup he feels is an accurate representation of what we can expect to see on a new bridge. It’s a striking image that shows eight spirals required to reach the bridge deck level.
As you can see above, he then shared that graphic on Twitter with the official IBRP logo and font, and added no disclaimer to suggest it was a just a mock-up.
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The striking image immediately caught the attention of several of Ortblad’s followers (above), some of whom expressed outrage based on their assumption that the graphic was real. Confusion ensued. The reactions also included some people (including me) urging Ortblad to rethink his approach to using such a misleading graphic.
Yesterday, the IBR account responded to his tweet to clarify that the graphic, “Was not created by IBR & uses our logo without authorization. Multiple ramp designs are under consideration to connect the multi-use path to the bridge. The pathways will be built for all users & will be greatly improved over what exists today.”
While I don’t like Ortblad’s misleading approach, he does seem to have made a point: If the IBRP would be more transparent with the ramp design, he wouldn’t have to speculate and there’d be no confusion (for their part, the IBRP would argue that they simply aren’t able to provide more detail at this stage of the process because the Locally Preferred Alternative was only endorsed in late July).
Advocacy can work in mysterious ways. And given that absurdly spiraling bike ramps are actually a tool DOTs have used in the past, maybe Ortblad’s misleading graphic will help us avoid the fate it depicts.
We should clean up our policy around cleaning up. (Photo: Jonathan Maus/BikePortland)
Warning: The following contains a lot of my opinions that might be uncomfortable for some readers.
For a city with a rich legacy of cycling with aspirations to be even more cycling-centric, the lack of care and capacity that the Portland Bureau of Transportation spends on keeping cycling paths, shoulders, and lanes clean is unacceptable and embarrassing.
That’s why I was very happy to see the following item on the agenda of the upcoming Portland Bicycle Advisory Committee meeting:
Jody Yates, new group director at PBOT’s Maintenance Operations (MO), and David Mulvihill, new manager for Maintenance Construction, will discuss with the BAC maintenance operations and challenges in regard to bicycle facilities. This will be an opportunity for the BAC to work with MO leadership to solve problems associated with declining maintenance resources and increasing transportation infrastructure.
This is big for several reasons:
Many folks don’t appreciate that PBOT is really like two bureaus. There’s Maintenance Operations (MO) and then there’s everything else. The MO folks have their own culture (ahem), headquarters, bosses, and so on. And because MO staff are mostly workers skilled in operating heavy equipment and doing physically-intensive jobs (think paving roads, fixing potholes, and so on), some of them tend to have a, let’s just say, slightly different socio-cultural-political perspectives than the planners, engineers, and marketing/outreach folks we typically highlight on these pages. It’s not that they are necessarily anti-bike, it’s just that keeping bikeways clean probably isn’t something most of the rank-and-file maintenance staff see as a high priority — especially when they’re stretched thin dealing with increasingly frequent severe weather events. And given their union and aforementioned bureaucratic separation, it’s tricky for PBOT leadership to change this dynamic.
I say all this because having the MO leader come to the bike meeting is a great sign that long-simmering tensions between these two camps is easing and better days are ahead.
Right now, PBOT doesn’t have a transparent, proactive approach to keeping bikeways clean. I know this, because I’ve pestered them privately for something like that several times and I’ve never been satisfied with the response. If we are going to lay down tons of gravel, we need to also budget to clean it up by a specific date. If we can publish snow plow route for driving routes, we can publish one for biking routes.
Whatever comes this meeting, BAC members and advocates should push for a binding, written agreement so we can hold PBOT accountable to specific outcomes.
Crappy bikeway conditions is a reason why more Portlanders don’t bike. Right now, top PBOT brass and even Mayor Ted Wheeler are scratching their heads trying to figure out why bike ridership has declined in the past eight years or so. They’re reluctant to admit the role dirty bike lanes play. Few things reek of modal disrespect more than pulling into a new bike lane only to see it covered in trash, water, leaves, gravel, or all of the above. And when people feel disrespected (and/or once they’ve gotten too many flat tires from broken glass or have had to swerve into other traffic to avoid a hazard), they change behaviors to avoid that feeling. I never come across such bad lane conditions when I’m driving my car!
I realize this is a tough issue. There’s never enough funding for maintenance and there’s always new infrastructure coming out. And PBOT’s ever-growing mileage of physically-protected bikeways that are impossible for larger sweepers to access have only complicated the issue. But if we want to be a legit major city, we have to get better at this.
And while I’m cautiously optimistic that PBOT is finally coming to the BAC to get help, I hope they realize it’s not the bike advocates’ problem to solve. PBOT needs to figure this out once and for all. Clear and safe travel lanes are a basic right everyone deserves — regardless of the vehicle they use.
Stay tuned for coverage from Tuesday’s meeting. Find the Zoom link and more details here.
Experience this in north Portland Saturday. (Photo: Jonathan Maus/BikePortland
Here’s our carefully selected list of events and rides that are worthy of your attention this weekend…
But first… Thank you to our sponsor Gorge Pass, who’d like to remind you that you can get unlimited rides on all the Gorge transit shuttles for you, a friend, and your bikes through the of the year for just $40! Visit gorgepass.com/bikes for a map of trip ideas and routes.
Friday, August 5th
Breakfast on the Bridge – 7:00 to 9:00 am on Flanders Bridge (NW) The B on B crew has been busy this summer because they are awesome, and they are celebrating 20 years of free coffee and treats for passersby. More info here.
Christopher Igleheart Bon Voyage Party – 4:00 to 7:00 pm at Breadwinner Cycles (N) Christopher is a legendary framebuilder and Portland gem who I am kicking myself for never interviewing on the BP Podcast! Now he’s packing up and moving to France. Come join friends and fans for a party to wish him well. More info here.
Saturday, August 6th
Oregon Crit Championships – 10:00 am to 5:00 pm at University of Portland (N) Fast and fun racing action on the beautiful U of P campus would be a great way to kick off your weekend. More info here.
PDX Love Fest – 11:00 am to 6:00 pm at Gladys Bikes (N) Part pop-up maker faire, part shop party, and part social bike ride, this event will introduce you to cool products and cool people. Did I mention there will be yummy food? More info here.
Riven-delicious Ride – 1:30 at Willamette Park (S) If you have a Rivendell or are just a big fan, this is the ride for you. Or maybe you just want to ride all of the bikeway updates on Naito Parkway? Either way, this cruise will end up at Rivendell geekery epicenter of Golden Pliers Bike Shop in NoPo. More info here.
Robbin Hood Rally: Archery Bike Ride – 3:00 to 5:00 pm at Wallace Park (NW) Expel some economic and inequality angst by grabbing your arrows and riding to the archery range in Washington Park with like-minded friends. More info here.
Sunday, August 7th
Portland Bicycling Club Annual Picnic and Ride – 9:30 am at Columbia Park (N) Looking for folks to ride bikes with? Come check out Portland’s oldest bike club for some riding and relaxin’ at an old-fashioned park picnic. Show up in the AM for the group ride and/or just meet at the park around 12 noon for the picnic. More info here.
Memorial Ride for Martin Crommie – 10:00 am at Mayfly Taproom (N) Advocates from Bike Loud PDX will host this gathering to pay respects and to remember Martin, who was killed by a driver while he biked home on July 10th. More info here.
CCC Sidewalk Sale – 10:00 am to 2:00 pm at CCC HQ on Alberta (NE) If you need a deal on new and used parts and accessories, roll over to the Community Cycling Center for a big sidewalk sale full of deep discounts. More info here.
Carefree Sunday – 11:00 am to 4:00 pm in Milwaukie It’s like Sunday Parkways, only a bit further south in the wonderful city of Milwaukie. This is the best excuse you’ve had in a long time to finally venture beyond Sellwood, ride the new(ish) path along SE 17th and check out our neighbors to the south. More info here.
East Portland Bike Fair – 1:00 to 4:00 pm at Lincoln Park Elementary (E) If you or your bike need help getting ready for the upcoming Sunday Parkways in east Portland, let the fine folks at PBOT assist you in those last-minute repairs, prep, and gear fitting. Geared toward the entire family. More info here.
