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Dylan Rivera

Public Information Officer

503-823-3723

For breaking news from Portland Bureau of Transportation see our Twitter feed: @PBOTinfo

For breaking news on overall service disruptions in the Portland-Vancouver metro area, go to @publicalerts or see www.publicalerts.org 


News Release: Sunday Parkways returns for a 12th season

The season kicks off on May 19 in Southeast Portland

 Sunday Parkways 2019 logo

 

(April 18, 2019) - The Portland Bureau of Transportation (PBOT) and presenting sponsor Kaiser Permanente are proud to announce another season of Sunday Parkways, Portland’s premiere family-friendly walking and biking event.

As in past years, Sunday Parkways 2019 will include five traffic-free events highlighting five different Portland neighborhoods from May through September. This year’s routes are classics with a twist, with new walking options at three different events for people who want to explore new neighborhoods and experience the fun of Sunday Parkways on foot.

The dates and locations for Sunday Parkways 2019 are:

The walking series includes the return of the Walk with Refugees and Immigrants in Outer Northeast on July 21, which will showcase new Portlander-led and co-developed musical and performance acts at both the start and end of the walk. In August, Sunday Parkways returns to the Green Loop. This route, which drew the largest number of participants in Sunday Parkways history in 2018, is not to be missed!  The bike route will take riders on a tour of Portland’s Central City - over the Broadway Bridge, through the Rose Quarter, down SE Water Avenue and back over Tilikum Crossing. A series of walks, held in collaboration with staff and speakers from the Association of Pedestrian & Bicycle Professionals Conference, will highlight iconic places in the Central City such as the Portland Open Space Sequence. In September, Sunday Parkways will include the Ainsworth Walking Boulevard in partnership with Oregon Walks in Northeast Portland.

Sunday Parkways routes 2019

“Congratulations to Portland Sunday Parkways on its 12th season! Sunday Parkways connects communities, and fosters the healthy, active use of our public streets for people of all backgrounds and abilities,” said Transportation Commissioner Chloe Eudaly. “Last year more than 125,000 people experienced their streets in a new way at a Sunday Parkways event, and I hope to see even more Portlanders walk, bike, and roll together in 2019."

“We are grateful to Kaiser Permanente and the dozens of other sponsors and vendors who give their time, money and resources to supporting Sunday Parkways each and every year,” said Chris Warner, Interim Director of the Portland Bureau of Transportation. “Sunday Parkways is more than just a walking and biking event, it’s where Portlanders of all ages come together to play and engage with community organizations and businesses in fun and meaningful ways. There truly is something for everyone at Sunday Parkways.”

“As we begin a new season of Sunday Parkways, I can’t help but remember all the great moments of past seasons that have been shared by myself and my family,” said Mychal Tetteh, Active Transportation & Safety Division Programs Section Manager. “Sunday Parkways is about making memories that last a lifetime and I can’t wait to see what memories we make this year and beyond.”

Sunday Parkways is currently looking for vendors, community partners, entertainers and volunteers who want to make Sunday Parkways happen. If interested, please contact Sunday Parkways at 503-823-7599, PortlandSundayParkways@portlandoregon.gov or check out the website at PortlandSundayParkways.org.

The Portland Bureau of Transportation is the organizer of Sunday Parkways, working with our presenting sponsor for the last twelve years,  Kaiser Permanente, as well as returning sponsors Portland Parks & Recreation, Metro, Bureau of Planning & Sustainability, Clif Bar, NW Natural, AAA Oregon/Idaho,  AARP of Oregon, HDR Inc., Bureau of Environmental Services, New Seasons, Portland Fire and Rescue, Halprin Landscape Conservancy, iQ Credit Union, Portland Art Museum, Travel Portland, Parking Kitty, Portland Rose Quarter, Portland State University, and Bureau of Emergency Management.

In 2019, PBOT is excited to welcome Linfield College as a new partner.

PBOT and other public funds cover a third of the program costs, and two-thirds of funding comes from sponsors, vendors and individual supporters.

About Sunday Parkways

Sunday Parkways is a series of free community events opening the city's largest public space—its streets—for people to walk, bike, roll and discover active transportation. The events are beloved by Portlanders of all ages. Annual attendance averages over 125,000 participants for the five Sunday Parkways events. Residents and visitors say they come to enjoy the traffic-free streets connecting parks and schools filled with activities, music and vendors. It’s safe, family-friendly and a chance to meet neighbors. For more information, including route maps, visit PortlandSundayParkways.org or call 503-823-7599.

 

Traffic Advisory: Street improvements on NE Cornfoot Road from NE 55th Avenue to NE Alderwood Street

(April 22, 2019) – The City of Portland Bureau of Transportation advises the traveling public street that repairs are scheduled on NE Cornfoot Road from NE 55th Avenue to NE Alderwood Avenue through Thursday, April 25 from 7 a.m. through 4 p.m. The work includes grinding down the road surface and repaving to address numerous potholes in the roadway.

A detour is in place for eastbound traffic on NE Cornfoot Road. Westbound traffic on NE Cornfoot Road will be open to traffic, but the traveling public should expect significant delays.

Please avoid area if possible and expect long delays as we repair this section of road. We ask the public to travel cautiously, observe all lane detours and directions by reader boards and flaggers, and use alternate routes if possible.

This work is weather-dependent, and the schedule may change.

News Blog: How does PedPDX decide where we build sidewalks and mark crosswalks?

Take a deep dive into PBOT's data-based approach to building new sidewalks and marked crossings

(April 23, 2019) Why do we prioritize sidewalks and crosswalks? Everywhere we look, we see places that need to be improved to provide a safe, inviting, and accessible pedestrian network. Despite these clearly-defined needs, the City has limited resources to address them, so we use a data-based approach to make sure we are meeting the greatest needs first. Today we’re looking at the history of sidewalks in Portland and how PedPDX, the Portland Bureau of Transportation’s (PBOT) pedestrian master plan, uses data to prioritize where new sidewalks and marked crosswalks are installed.

History of Sidewalk Development in Portland

In Portland, property owners are responsible for constructing, maintaining, and repairing the sidewalks abutting their property. This applies to home owners, business owners, schools and other large institutions. Traditionally the requirement to construct sidewalks where they are missing or deficient is triggered when development or redevelopment projects are proposed. As part of the development, property owners must construct or improve the sidewalks fronting their property in accordance with City standards. This is how the vast majority of sidewalks have historically been built in the City of Portland. The mature sidewalk system in inner Portland that was constructed with development (often over 100 years ago) still serves residents today.

However, as Portland’s boundaries have expanded over the years, missing sidewalks have become an increasingly prevalent problem.

Historically, the Portland city limits ended at 82nd Avenue. It wasn’t until the late 1970s and 1980s that Portland began annexing parts of unincorporated Multnomah County, much of which was already developed without sidewalks. Neighborhoods in outer East Portland and Southwest Portland that were annexed into the city typically did not have complete sidewalk networks. Many of these annexed areas still retain some of their rural character, and they continue to have insufficient infrastructure to meet the needs of people walking.

Annexation map of Portland

The majority of streets with missing sidewalks lie within already developed neighborhoods that were annexed to the City of Portland in the 1960’s, 1970’s, and 1980’s.

How does PedPDX Prioritize New Sidewalks and Marked Crosswalks?

While building and maintaining sidewalks remains a private obligation, PBOT does invest in sidewalk construction frequently, particularly on busy streets that are deficient and could serve a larger number of people walking.

The magnitude of pedestrian infrastructure needs in Portland is significant. The PedPDXneeds analysis shows that there are approximately 350 miles of missing sidewalksalong Portland’s busiest streets, and a need for approximately 3,520 new marked crossings across the city.

This is likely more need than we have resources to address in the next 20 years. To put these needs in perspective, the City has constructed or repaired approximately 230 miles of sidewalks and 2,500 marked crossings in the past 20 years.

Benefits of a Data-based Approach

Given the high volume of missing sidewalks and pedestrian infrastructure, how do we decide what to build? Prioritizing needs using a data-based approach helps ensure we are directing limited resources to locations with the greatest needs first. It aligns our spending priorities with adopted City goals and policies and the public’s stated priorities, and it also creates a process that is transparent and repeatable. A data-based approach to prioritizing sidewalk and crossing needs also helps ensure that we provide needed improvements in an equitable manner across the city, rather than responding to individual requests which may not always be where demands of safety, equity, and pedestrian need are greatest.

Public Input Guides Prioritization

To get a sense of what matters to Portlanders, we asked which sorts of places are most important to improve for walking. The PedPDX Citywide Walking Priorities received over 5,400 survey responses. Portlanders’ top priorities all revolve around the topics of demand (places where people are walking), safety (where people walking have been killed or injured), and equity (where people rely on walking). Those topics were used to construct the PedPDX prioritization methodology.

Public feedback on project prioritization

Equity

To align PedPDX with the Citywide Racial Equity Goals and Strategies, PBOT’s Racial Equity Plan, and the public’s stated priorities, PedPDX prioritizes pedestrian investments in locations with high equity needs. Locations with the highest equity needs receive the highest score (9-10) and are indicated in dark blue in the map below.

As best practices for measuring equity and PBOT and the City’s approach evolve over time, PedPDX will reflect evolving practices and apply PBOT’s most current methodology and data for measuring equity.

Pedestrian Network: Equity Map

Safety

Pedestrian safety was also a key priority expressed by community members in the Walking Priorities Survey. Prioritizing safety ensures that the most dangerous street segments are addressed first, making the city safer for those most at risk. Pedestrians are disproportionately represented in traffic crashes, so prioritizing investments in locations where we see or expect to see pedestrian crashes helps us meet our Vision Zero goal.

The PedPDX safety analysis identifies street segments where pedestrian crashes have historically occurred as well as locations where roadway and behavioral characteristics are potentially correlated with pedestrian crashes. These risk factors include streets with three or more travel lanes and locations with speed limits over 30 mph.

Streets with the highest scores are those with the most crash history or risk factors and are indicated in red in the map below. Street segments with the lowest safety scores are those with the lowest pedestrian crash history and risk factors and are indicated in blue. As safety conditions change over time, the PedPDX safety analysis will be revisited and updated with current data.

Pedestrian Network: Safety Map

Pedestrian Demand

Prioritizing demand means improving streets that provide access to important walking destinations – goods, services, jobs, and transit, to name a few. It also helps improve walkability and pedestrian vibrancy as expressed in Portland’s 2035 Comprehensive Plan. To score pedestrian demand, PedPDX groups streets into four categories, in order of priority:

  1. Pedestrian Districts: “Centers,” as defined by Portland’s 2035 Comprehensive Plan, with high levels of current or expected future pedestrian activity
  1. Major City Walkways: “Corridors” and “Main Streets,” as defined by Portland’s 2035 Comprehensive Plan, where pedestrian destinations exist or are expected to in the future
  1. City Walkways: Other busy arterial and collector streets
  1. Neighborhood Walkways: Residential streets that are designated as Safe Routes to School or Neighborhood Greenways.

Higher point values are allocated to streets where more people are expected to walk (indicated in dark blue in the map below), such as within designated “Centers.” Lower point values are allocated to streets where fewer people are expected to walk (indicated in light green). These are typically Neighborhood Walkways located along residential streets.

Pedestrian Network: Demand Map

Adding it Up

The individual scores for equity, safety, and demand are then added together. Street segments with the highest aggregated equity, safety, and demand scores are indicated in purple in the map below. Street segments with lower aggregated equity, safety, and demand scores are in lower tiers, with “Tier 5” as the lowest scoring (and lowest priority).

Prioritized Pedestrian Network

In theory, sidewalk and crosswalk gaps on streets with the highest scores (tier 1) will be addressed first. However, other factors will be considered in identifying near term sidewalk and crossing implementation opportunities, including leverage opportunities, funding sources, project readiness, and feasibility. As needs in top tier locations are systematically addressed, sidewalk and crossing gaps in lower tiers will be subsequently addressed. Visit our interactive map to see this information in more detail.

Share your feedback with us!

Visit www.PedPDX.com for a video walkthrough of the plan, to read the Public Review Draft, scroll through interactive maps, and take our online survey until May 3, 2019.

News Release: PBOT moves forward with signal design for SW Garden Home Road and SW Multnomah Boulevard

SW Garden Home and Multnomah Intersection design

(April 25, 2019) The Portland Bureau of Transportation (PBOT) announced today that they have chosen a traffic signal for the new intersection design at SW Garden Home Road and Multnomah Boulevard as part of the SW Multnomah Blvd / Garden Home Road Intersection Safety Project.

PBOT, through a funding partnership with Washington County, plans to improve the intersection of SW Multnomah Boulevard, Garden Home Road and 69th Avenue to reduce crashes, improve sight distance, address queueing issues, and provide safer, more comfortable pedestrian and bicycle facilities. The intersection sees approximately 17,000 vehicles daily. Over the ten-year period from 2006 to 2015, the intersection has seen 33 total reported crashes, including one fatal crash, five bicycle crashes, 15 crashes involving turning vehicles, 11 rear-end crashes, and three run-off road crashes.

Current conditions at SW Multnomah and Garden Home

Current conditions at the intersection of SW Multnomah Boulevard and Garden Home Road. Image courtesy of Google.

The intersection design was determined after an extensive public engagement process which included an open house, an online survey with over 900 responses, as well as office hours for one-on-one discussions with PBOT’s project manager. Community members were asked to choose between two design options: a roundabout or a traffic signal. While more members of the community supported the roundabout option, there were concerns about the design not creating a clear separation for people walking and biking. There was also overwhelming consensus for PBOT to build this important safety improvement in a timely manner. With a significant cost difference between the roundabout design and a traffic signal – estimates for a roundabout were approximately $6M versus $4M for a signalized intersection – the bureau determined the best course of action was to proceed with the traffic signal option as securing additional funding for the roundabout design could put the project on hold indefinitely.

Thanks to the rich feedback from the community, the bureau has adjusted the signal design in response to suggestions and concerns received during the public comment period. PBOT will create dedicated space and safety for people walking and biking, while maintaining vehicle access to the SW 69th Avenue and The Old Market Pub, by moving the intersection slightly to the east.

New intersection design

The intersection at SW Multnomah Boulevard and Garden Home Road will feature signalized pedestrian crossings and bike lanes. Specific design details will be provided later this year after PBOT begins the design process.

As the new intersection enters the detailed design and engineering phase, PBOT is already implementing a speed reduction to SW Multnomah Boulevard for safety. In the coming weeks PBOT crews will be changing speed signage on the corridor with speeds on SW Multnomah Boulevard dropping from 35 mph to 30 mph from the SW Barbur Boulevard overcrossing to SW 45th Avenue and from 40 mph to 35 mph from SW 45thAvenue to SW Kelsi Court.

The intersection project is funded jointly by Washington County ($1M) and the City of Portland’s Transportation System Development Charges ($1.15M). PBOT is also coordinating with the City of Beaverton, Beaverton School District, TriMet, the City of Portland Bureau of Environmental Services, Portland Fire & Rescue and Tualatin Valley Fire & Rescue.

“We are grateful to the Southwest Portland community for their engagement and support of this project and to our partners in Washington County for their contribution as well,” said Chris Warner, Interim Director of the Portland Bureau of Transportation. “We look forward to building these much-needed safety improvements at this busy intersection that serves thousands of people who walk, bike, roll, take transit and drive.”

“Washington County is excited to support the City of Portland in making this project a reality,” said Andrew Singelakis, Director Washington County Department of Land Use and Transportation. “It’s a great example of agencies working together collaboratively to improve our community.”

"On behalf of the Community Participation Organization (CPO3) in the Garden Home, Raleigh Hills and West Slope area of Washington County, I appreciate that the Portland Bureau of Transportation provided an inclusive forum with numerous ways to have this conversation. PBOT listened to a gymnasium full of neighbors that voiced their many concerns and took these into consideration in the overall decision-making process,” said Stan Houseman, Chair of Washington County CPO3 for Garden Home, Raleigh Hills and the West Slope. “Due to the heavy traffic in this area which encompasses nearby SW Oleson and Garden Home Roads, plus knowing that more is coming every year, our main concerns are increased safety and efficient traffic flow for all.” 

“The Ashcreek Neighborhood Association truly appreciates the attention PBOT is giving this intersection. While the numbers and data may not reflect the frustration most of our neighbors experience at this intersection, we welcome any change for the better to the current chaotic traffic flow,” said Jerry Rundorff, President of Ashcreek Neighborhood Association.

The project design phase will last approximately one year, with construction of the new signal estimated to begin in summer 2021. Sign up for project updates by visiting the project page at www.portlandoregon.gov/transportation/GH.

 

News Release: E-scooters return to Portland streets today

Three companies -- Bolt, Lime and Spin -- will have permits today; four other companies may follow in coming weeks.

(April 26, 2019) Today, the Portland Bureau of Transportation (PBOT) announced that it will issue permits to three scooter companies: Bolt, Lime and Spin. After picking up their permits today and applying the required permit stickers, the companies may start service. Portlanders should expect to see scooters on the street over the course of the day.

Four additional companies -- Clevr Mobility, Jump, Razor USA, Shared Technologies, Inc. -- are in the final stages of submitting the required scooter specifications and other information necessary for a permit. If they qualify, PBOT expects them to launch their fleets in the coming weeks.

If any of the four companies do not meet all of the final requirements for a permit, PBOT may choose to take the next highest scoring applicant from the remaining companies. 

With today’s launch, PBOT is starting its second Shared E-scooter Pilot Program. This second pilot will last until April 26, 2020. It follows a 120-day pilot program that PBOT conducted from July through November last year.

“Our first e-scooter pilot demonstrated two things: scooters have the potential to be a fun and useful transportation option for Portlanders, and we need to address significant safety and equity concerns. That’s why we are launching this second pilot," said Transportation Commissioner Chloe Eudaly. “Our streets are a valuable public asset - if private industry wants access to our streets, they have to demonstrate alignment with our values and priorities, pay a reasonable fee for the privilege, and deliver social benefit. This second scooter pilot will allow us to gather more data, increase equity and accessibility, and make the most of this ‘last mile’ technology in Portland.”

“At PBOT, our goal is to build a safe transportation system that helps our city reduce its carbon footprint and supports our commitment to equity,” said Chris Warner, PBOT’s Interim Director. “With the launch of the second pilot, we have a great opportunity. Not only will Portlanders again have access to this technology, but we have the chance to learn more about scooters and whether they contribute to a safer, more sustainable and more equitable Portland.”

The initial pilot showed that scooters were very popular, with Portlanders and visitors taking over 700,000 rides in the four-month period. Based on data and user surveys, PBOT also found evidence that scooters had the potential to reduce congestion and pollution. At the same time, the initial pilot raised concerns about sidewalk riding and improperly parked scooters.

Based on these and other findings, PBOT has introduced key changes for the second pilot aimed at improving public safety, ensuring wide access to scooters, especially in East Portland, and providing funding for safety improvements.

These key changes include:

Fleet incentives. PBOT has capped the initial number of scooters at 2,500, the same limit as the first pilot. However with the second pilot, companies may be able to expand their fleets if they follow all regulations and implement innovative programs that help meet city goals, such as eliminating sidewalk riding, eliminating improper parking and generating high ridership in East Portland. By January, PBOT estimates that companies may qualify for incentives that could lead to 9,000 total e-scooters in Portland.

New measures to reduce illegal and dangerous riding. Companies will be required to issue notifications, warnings, fines, and suspend accounts of users who are operating scooters illegally. PBOT regulatory specialists will monitor sidewalks, documenting instances of illegal scooter riding and parking and providing those to the companies. After receiving a warning, riders may receive a fine of $50 for riding on sidewalks or $15 for illegal parking. PBOT staff will monitor the companies’ efforts to significantly decrease unsafe rider behavior and respond to public reports of illegal parking.

New tools to discourage scooter riding in Waterfront Park. Companies will be required to use geo-fencing technology to prevent scooter riders from ending their trips in Tom McCall Waterfront Park, including the multiuse path located along the Harbor Wall. Riders will not be able to end a trip in the park and will receive warnings and fines for repeated offenses of abandoning e-scooters in city parks.

New E-scooter map New Portland by Scooter map. PBOT has created a scooter map of the city to educate riders on the safest streets to ride on and indicate where scooter riding is prohibited. The map is available online at: http://map.escooterpdx.com.

New funding for safer scooter riding. A shortage of safe places to ride led many people to ride scooters on sidewalks during the 2018 pilot. To make more safe places to ride scooters, riders will be charged a 25-cent street use fee and companies will be charged a 5- to 20-cent right-of-way fee. PBOT will use the funds generated to build safe places for people to use scooters, such as protected bike lanes and neighborhood greenways. PBOT learned in the first pilot that where scooter users had safe places to ride in the street, sidewalk riding decreased. These investments will also improve safety for people walking, biking or using mobility devices. 

Scooter parking

 

New Designated Scooter Parking. As a tool to cut down on improper scooter parking, PBOT will be marking off space on both the sidewalk and the street in various locations across the city to show riders where scooter parking is especially encouraged. 

Scooter permit applications were due April 9th, 2019. Twelve companies applied to operate scooters. PBOT staff chose the finalists based on the extent to which they both met the agency's operational and technical requirements and demonstrated the ability to advance PBOT goals, including reducing barriers to access, supporting environmental sustainability, and improving pedestrian comfort. Before issuing a permit, PBOT tests each finalist's equipment and data sharing technology to ensure they meet city requirements. 

During the first pilot, PBOT gathered and shared with the public more data on the use of scooters than any other city in the nation. The bureau posted regular updates on its Twitter account, @PBOTinfo. It published a comprehensive report on the use of scooters, with data about injuries within weeks of the pilot program's completion.

PBOT will continue to provide regular public information updates throughout the 2019-20 pilot program.

 

Check the PBOT websiteTwitterFacebook and Instagram accounts for updates on scooter use throughout the one-year pilot program.

Questions? Email e-scooter@portlandoregon.gov