Here’s a bold statement: Our transportation systems are still prioritizing cars over people, and it’s holding us back from a more sustainable future. But here’s where it gets controversial—even when policies explicitly call for a shift toward multimodal solutions, old habits die hard. Take the case of Tyler Frisbee, a TriMet Board Member, who recently called out the Oregon Department of Transportation (ODOT) for seemingly favoring vehicle capacity over the needs of transit riders in the 82nd Avenue Transit Project. Frisbee isn’t just making accusations; she’s done her homework, diving into ODOT’s 2023 strategic plan, which clearly directs the agency to move away from level of service (LOS) as a primary metric and instead adopt a multimodal approach focused on moving people, not just cars.
During the January 28th board meeting, Frisbee pressed 82nd Avenue Transit Project Manager Jesse Stemmler on whether ODOT’s leadership was truly aligning with this new direction. She pointedly asked, ‘Has there been any discussion from ODOT executives about how this multimodal shift is being implemented in this project?’ Stemmler’s response? It circled back to vehicle capacity thresholds, a relic of ODOT’s Highway Design Manual. And this is the part most people miss—the gap between policy and practice. Frisbee diplomatically noted that while Stemmler couldn’t speak for ODOT, it seemed the agency’s staff-level actions weren’t reflecting the Oregon Transportation Commission’s (OTC) progressive directives.
The crux of the issue lies at the intersection of SE Powell Blvd (Hwy 26) and 82nd Avenue, where ODOT’s traffic analysis raised concerns about potential congestion if drivers divert away from proposed bus lanes. But Frisbee argues that ODOT’s analysis focused solely on driver volumes, neglecting the impact on transit riders. This oversight contradicts the 2023 Oregon Transportation Plan, which explicitly states that road designs should prioritize people and freight movement over vehicle quantity. For instance, Policy MO.2.1 mandates that agencies explore multimodal investments, transportation options programs, and system management improvements before adding new vehicle capacity. Strategy MO.2.1.1 doubles down on this, emphasizing throughput of individuals over vehicle volume.
Frisbee’s scrutiny isn’t just about one project—it’s about holding agencies accountable to their own policies. She’s put both the project team and ODOT on notice, signaling that she’ll be watching closely to ensure vehicle capacity concerns don’t overshadow the needs of transit riders. Here’s a thought-provoking question for you: If agencies like ODOT are tasked with prioritizing people over cars, why does it feel like we’re still stuck in the same old traffic-centric mindset? Is it a matter of outdated practices, or something more systemic? Let’s discuss in the comments—I’m eager to hear your take. And if you found this analysis valuable, consider supporting independent journalism by becoming a subscriber. Together, we can keep pushing for a transportation system that truly serves everyone.
