PBOT outlines reasons for decline in bike mode share and a multi-pronged plan to regain ridership; council raises safety, diverters debate

Portland Bureau of Transportation staff told the Climate Resilience and Land Use Committee on Aug. 14 that bicycling, long a hallmark of the city’s transportation identity, has declined since a 2014–2015 peak and that reversing the trend will require sustained infrastructure investment and an expanded mix of programs and outreach.

PBOT presenters — including Kristen Hall, manager for planning and project delivery, and Roger Geller, the city’s bicycle coordinator — framed cycling as a core tool for meeting Portland’s climate goals and Vision Zero safety goals, and they said mode shift (biking, walking and transit) is essential to reducing transportation greenhouse gas emissions.

PBOT staff presented data showing Portland’s 2014–15 increase in bicycle commuting stalled and began declining before the COVID-19 pandemic; the pandemic then reduced commute trips further because remote work rose sharply. Staff said bicycling had been the mode that most substituted for automobile commute growth in the 2014–2020 period, but that “build it and they will come” infrastructure alone is no longer sufficient to maintain growth.

Roger Geller outlined a proposed multi-year approach that pairs continued bikeway construction with expanded people-focused programs: a substantial increase in bicycle‑ambassador-style “bike buddy” rides, larger-scale promotional campaigns, strengthened bike-share access and more on-street improvements and maintenance. Geller told the committee a draft five-year implementation concept he prepared proposed roughly $37–40 million over multiple years to fund infrastructure and program-mix investments, including outreach and events to raise bicycling’s visibility.

PBOT and councilors discussed the bureau’s ongoing work to upgrade temporary delineators (plastic wands) to permanent concrete separation in several locations; PBOT Director Millicent Williams said nine projects are replacing temporary separators with concrete and that the bureau prioritizes high-quality, lasting facilities and bike-lane sweeping to improve safety and rider comfort.

A major focus of the committee was northwest Portland diverters. Councilor Mitch Green and members of the Bicycle Advisory Committee criticized a recent administrative decision to move or remove some traffic diverters and asked for a transparent, data-driven process. Director Williams said the city planned intersection adjustments intended to improve sight lines and access for emergency vehicles, and she said the bureau intends to monitor conditions over a focused six-month period and can restore diverters if the data support that step.

Several councilors and PBOT officials stressed that outreach must be intentional and adapted to neighborhood concerns; East Portland councilors emphasized the need for protected, high‑quality lanes on major arterial streets rather than only neighborhood‑style greenways. PBOT noted several funded and planned protected lanes in East Portland, including projects on Powell, Stark and (under planning) 120th Avenue, and said high‑quality separation is a priority for arterial corridors with heavier traffic.

Committee members pressed PBOT on the balance of promotional work versus infrastructure investment. Some councilors said they would prefer prioritizing durable infrastructure (concrete separation, intersection daylighting and parking management) over marketing spending. PBOT officials said both elements are needed: people-first programs and outreach to rebuild demand, and continued capital work to deliver safe networks and maintenance services.

The committee requested continued reporting on diverter changes, safety monitoring and PBOT’s proposed implementation plan for elevating bike ridership; no formal votes were taken on PBOT items during the session.