What it does:
Portland Bicycle Plan for 2030 was adopted by Portland City Council on February 11, 2010 aiming to make bicycling more attractive than driving.The plan works to attract new riders, strengthen bicycle policies, form a denser bikeway network, increase bicycle parking, expand programs to support bicycling, and increase funding for bicycle facilities.
The overall goal is to make bicycling more attractive than driving. The plan specifies the following goals: make 25 percent of all trips less than three miles be made by bicycle; develop a balanced, equitable, and efficient transportation system that provides a range of transportation choices; reinforce the livability of neighborhoods; support a strong and diverse economy; and reduce air, noise, and water pollution and lessens reliance on the automobile while maintaining accessibility.
Cost & Financing:
In 2010, an additional $1 million will be dedicated to the City of Portland's Active Transportation Fund from general transportation revenues. Portland Bureau of Transportation (PBOT) is also collaborating with the Bureau of Environmental Services (BES) so that $20 million of BES funding will go towards both sewer and bicycling needs. PBOT budgeted 16% of its discretionary Capital Funds for bicycle projects, representing $2.8 million of the $17.4 million in available discretionary funds.
The Bicycle Plan has influenced funding to support engineering and education projects to build a world-class bicycling city. In 2010, the Portland bicycle network stretched over 305 miles; it has since expanded to 345 miles. Portland conducted 10 Sunday Parkway events in the past 2 years. 2014 saw a record breaking 135,000 attendees. Portland also launched a new effort called "Welcome Smart Trips" that provides information and outreach to new residents which has led to a 7% reduction in drive alone trips and a 8% increase in active transportation. Since 2013, Safe Routes to School serves 43,000 students across over 100 schools. Since 2006, rates of walking and bicycling to school have increased by 35%.
The Plan calls for an Equity Gap Analysis to be performed. Key findings from the analysis shows that for most activity service areas,
- the average bikeway miles per square mile are greater for low-income populations;
- service areas with a higher than average percentage of minorities had lower levels of service for five of the nine activity categories
- there are fewer bikeway miles per square mile in areas with an above average percentage of youth; and
- grocery store service areas with higher than average older adult populations have significantly fewer bikeway miles per square mile.
The Equity Gap Analysis provides a basis for prioritization of projects to ensure the inclusion of historically disadvantaged populations.
|Roger Geller||City of Portland||(503) email@example.com|
|Mia Birk||Alta Planning + Design||(503) firstname.lastname@example.org|
Roger Geller is the Project Technical Director, a member of the project team. Community based organizations and leaders actively participated in the Steering Committee for the Plan. Refer to the Portland Bike Plan to see full list. The steering committee co-chairs are Mia Birk of Alta Planning + Design and the Initiative for Bicycle and Pedestrian Innovation and Jay Graves of Bike Gallery.
- Portland Bike Plan: website provides link to full document
- One Year Progress Report: 5 page progress report
- Equity Analysis of Portland's draft Bicycle Master Plan - Findings, 2009: 25 page equity analysis of the Bicycle Plan
- Powerpoint on the Plan: 18 slide overview of the adopted plan
Last Updated 12/1/2015 | Written By Mimi Tam