1120 SW Fifth Ave, Suite 800, Portland, OR 97204
Vision Zero addresses the causes and contributors to vehicle crashes by improving dangerous streets and by reducing dangerous behaviors through policy change, education, community conversation, and enforcement. Education and outreach activities will accompany all areas of action.
|Download the PDF version of "How to achieve Vision Zero"|
Street characteristics influence behavior, and street design can exacerbate driver mistakes. Actions to address design focus on engineering solutions, but also include actions that establish policy and guidance for safe infrastructure.
These are intended to create a system that protects all users—people walking, rolling, and bicycling, and people riding in cars, trucks and buses—from deadly outcomes when mistakes and violations happen.
|ITEM||ACTION||LEADS||PERFORMANCE MEASURES (annual)|
|2-year actions: STREET DESIGN (SD)|
|SD.1||Build capital safety improvements on two segments and five intersections in the High Crash Network each year, prioritizing improvements in and engaging with Communities of Concern||PBOT, ODOT||Number of segments and intersections in the High Crash Network receiving capital safety improvements compared to prior years
Annual average number of deadly and serious crashes on improved segments, disaggregated by mode, age, and geography, compared to prior 5-year annual averages in the same segments
|SD.2||Secure a stable state-level transportation funding source dedicated to safety||PBOT, City Government Relations||Creation of a stable, state-level funding source dedicated to safety|
|SD.3||Deploy a multi-agency fatal rapid response team to all fatal crash locations to evaluate the site for safety enhancements||PBOT, PPB, TriMet, Multnomah County, PF&R, ODOT||Percentage of fatal crash locations for which a fatal rapid response team evaluated the site|
|SD.4||Develop guidelines for installation criteria for marked pedestrian and bicycle crossings, including crossing enhancements, based on vehicle speeds and volumes, street characteristics, transit stops, and other factors||PBOT||Percentage of marked pedestrian and bicycle crossings that meet guidelines|
|SD.5||Develop guidelines for installation criteria for protected bike lanes based on vehicle speeds, volumes, and other factors||PBOT||Number of protected bike lane miles installed using the guidelines|
|5-year actions: STREET DESIGN (SD)|
|SD.6||Review and provide recommendations for existing marked pedestrian crossings on the High Crash Network, including lighting, crossing enhancements, and spacing frequency. Prioritize improvements and new marked crossings||PBOT||Number of existing marked pedestrian crossings improved annually in the High Crash Network
Number of new marked pedestrian crossings built annually in the High Crash Network
Percentage of the High Crash Network system that meets marked crossing frequency guideline
|SD.7||Improve safe pedestrian and bicycle access to transit stops along key bus routes, prioritizing the High Crash Network in Communities of Concern, and where appropriate, in conjunction with increases in bus service frequency||PBOT, TriMet, ODOT||Number of improved transit stops along key bus routes
1) in the High Crash Network, and
2) within Communities of Concern annually
|SD.8||Prioritize safety criteria in federal, state, regional, and local funding decision-making processes||Metro, City Government Relations, PBOT, ODOT||Number of places where new safety criteria are included|
These activities—and others like them—are designed to support the 2- and 5-year actions, and link them to the broader Vision Zero education campaign
Action SD.1 is an aggressive and significant commitment to infrastructure investment and street design by the Portland Bureau of Transportation (PBOT). The intent of this action is to change existing street design to support Vision Zero objectives.
Vision Zero infrastructure projects will meet the following criteria:
Infrastructure projects will be prioritized by:
PBOT is developing a High Crash Network infrastructure safety plan that will include design concepts for segments of the High Crash Network, prioritizing those that overlap with Communities of Concern. The design concepts will be shared with surrounding communities for refinement and feedback during the project design phase.
* Examples include, but are not limited to, FHWA’s nine proven safety countermeasures: road diets, medians and pedestrian crossing islands, pedestrian hybrid beacons, roundabouts, access management, retroreflective backplates, safety edge, enhanced curve delineation, and rumble strips
Safe choices should also be convenient. When streets and paths are disrupted by detours due to work zones, walking, biking, and using a mobility device becomes challenging as people are forced to deviate from their path. The City of Portland, in partnership with community organizations, recently passed new work zone guidelines that prioritize direct routes for walking, biking, and mobility devices to ensure safe movement during construction. This may mean making temporary changes to the street, such as creating a pathway in place of on-street parking for the duration of the project.
|DMV||Oregon Department of Motor Vehicles|
|ODOT||Oregon Department of Transportation|
|OHA||Oregon Health Authority|
|PBOT||Portland Bureau of Transportation|
|PF&R||Portland Fire & Rescue|
|PPB||Portland Police Bureau|