1120 SW Fifth Ave, Suite 800, Portland, OR 97204
This table lists the intersections in the City of Portland with the highest number of reported collisions overall and for people walking and biking in the five‐year period from January 2011 through December 2015.
Rankings for the overall list reflect three metrics: total number of crashes, collision rate, and total value of collisions. Walking and biking rankings are based on the total number of crashes. For details, view methodology below or download the full report.
Recent and upcoming safety fixes (with construction date)
|SE 122nd & Stark||HSIP funds to add bike lane extensions/conflict areas on 122nd||2018|
|SE 82nd & Powell||$110M for safety improvements and jurisdictional transfer of Powell to PBOT|
|SE 122nd & Division||Bike lane improvements and access mgmt on Division (2018); new signal for Division Transit Station (2021.)||2018-21|
|SE 174th & Powell||$110M for safety improvements and jurisdictional transfer of Powell to PBOT.|
|SE 82nd & Division||New signal complete. Protected bike lanes, new signal for Division Transit Station (18-21.)||2016-21|
|NE 122nd & Glisan||ARTS funding for access management and illumination||2020|
|SE 122nd & Powell||Sidewalk, bike lane, signal upgrade, illumination||2019-20|
|SE 136th & Powell||Sidewalk, bike lane, signal upgrade, illumination||2019-20|
|SE 92nd & Holgate||ARTS funding to upgrade signal hardware||2019|
|SE 148th & Stark||Access management||2020|
|NE 122nd & Halsey||ARTS funding for access management and illumination||2020|
|SE 148th & Division||Remove SB slip lane, shorten ped xings, protected bike lane.||2018|
|SE 112th & Powell
||$110M for safety improvements and jurisdictional transfer of Powell to PBOT|
|SE 92nd & Powell||$110M for safety improvements and transfer of Powell to PBOT. Upgrade signal hardware (2020.)||2020+|
|NE 82nd & Glisan
|NE 82nd & Fremont||Restrict left turns at Fremont drivewways (complete.) Recommend protected lefts/access mgmt on 82nd (ODOT.)||2017-18|
|NE Glisan & I-205 NB ramp||Bike/Ped improvements & paving||2018-19|
|SE Division & I-205 SB ramp||WB dual left, signal timing changes (ODOT.)||2018|
|SE Foster / 96th / I-205 NB ramp|
|SE César E. Chávez & Powell||ARTS funding to upgrade signal hardware, add illumination (ODOT.)||2019-21|
|SE 82nd & Holgate|
|SE 174th & Division
||Bike lane improvements (2018); new signal for Division Transit Station (2021.)||2018-21|
|NE 102nd & Halsey||New signal complete. ARTS funding for signal coordination/detection on 102nd.||2021|
|NE 102nd & Glisan
||Signal coordination/detection on 102nd||2021|
|SE 110th / 111th / Foster||ADA ramps (2017.) Recommend protected left turn phasing (unfunded.)||2017|
|NE Columbia / Killingsworth / I-205 SB ramp||2014-18|
|NE Marine & 33rd||Narrow lane treatment complete; centerline/shoulder rumble strips (2018.) Future signal pending development.||2014-18|
|SE 7th & Powell||ODOT: reviewed in past for traffic signal but not approved by ODOT|
|Burnside & 82nd||New signal, lane use signs, illumination, ADA ramps complete||2016-17|
|SE 112th & Division||Bike lane improvements, access mgmt on Division (2018); new signal for Div Transit Station (2021.)||2018-21|
Recent and upcoming safety upgrades (with construction date)
|NE Glisan & 82nd|
|NE Alberta & MLK||Left turn signals/protected ped signal.||2018|
|N Denver & Lombard|
|W Burnside & 2nd|
|N Interstate & Lombard|
|SE Powell & 31st||Island and Rapid Flash Beacon (ODOT)||2018|
|SE Powell & 136th||ODOT Safety Project||2019|
|N Columbia Way & Fessenden|
|SE Hawthorne & César E. Chávez|
|SE Division & César E. Chávez|
|SE Woodward & 82nd|
|SE Stark & 162nd|
|NW 3rd & Burnside||COMPLETE: Curb extenstions, ped push buttons.||2016|
|NW 20th Pl and Burnside||New traffic signal||2019|
|SE Powell & 125th Pl||ODOT Safety project||2019|
Recent and upcoming safety upgrades (with construction date)
|SE Hawthorne & 11th|
|NE Couch & Grand||COMPLETE: New signal||2015|
|SW Madison & 3rd||COMPLETE: Upgraded markings/signs||2012|
|SE Hawthorne & 7th|
|N Broadway & Wheeler||COMPLETE: Diverter to prevent right turns||2013|
|NE Broadway & Victoria||ARTS Project to upgrade bike markings||2019-2021|
|N Graham & Vancouver||COMPLETE: RRFB to address ped crashes||2016|
|NE Broadway & 1st||ARTS Project to upgrade bike markings||2019-2021|
|SE Holgate & 92nd||ARTS Project||2019-2021|
|N Broadway & Ross||ARTS Project to upgrade bike markings||2019-2021|
|SW Condor Ln & Terwilliger||COMPLETE: Conflict markings/signing||2012|
|NW Broadway & Flanders||ARTS Project to upgrade bike markings||2019-2021|
|NW Broadway & Glisan||ARTS Project to upgrade bike markings||2019-2021|
|SW Capitol & Vermont|
|NW Broadway & Everett||ARTS Project to upgrade bike markings||2019-2021|
|NE 122nd & Glisan||Bike marking upgrades on 122nd||2018|
Intersections previously in the overall top 30 and still a priority for safety fixes include:
This document lists and prioritizes intersections in the City of Portland with the highest number of reported deadly and injury crashes in the five-year period from January 2011 through December 2015.
Beginning with this year’s 2015 High Crash Intersection (HCI) list and moving forward, the crash totals will represent only deadly and injury crashes that were coded to an intersection. This supports the City’s Vision Zero focus and the adoption of a Vision Zero plan in 2016 that aims to eliminate deadly and serious injury crashes in the City of Portland by 2025. Prior HCI Listings were created by identifying intersections in the City with the highest number of all crash types; the list was then prioritized considering number, severity and frequency of crashes. Since the list was limited to the top 50 intersections Citywide, the list was skewed toward the busiest intersections in the City.
PBOT’s updated methodology will now focus first on severity of crashes by identifying intersections in the City with the highest number of DEADLY and INJURY crashes only – property damage only crashes will be excluded from the list – and then prioritizing based on number of deadly and injury crashes, severity and frequency of crashes. This shift to creating a high crash intersection list based on severity of crashes will help the City to better identify intersections that have a high number of deadly and injury crashes that are disproportionate to the number of people travelling through that intersection.
This year, the HCI listing also includes the 15 intersections with the highest number of pedestrian crashes and the 15 intersections with the highest number of bicycle crashes.
Note that past HCI Listings have included 4 years of data. Beginning this year and moving forward, the HCI List will include 5 years of data to be consistent with the City’s Vision Zero Plan, which uses a 5-year data set to identify the High Crash Network of streets.
This report is compiled from data supplied by the Oregon Department of Transportation, Transportation Safety Division, Crash Analysis and Reporting Unit, from records originally received by the Oregon Department of Motor Vehicles. Due to under-reporting of collisions, this list should not be considered to represent all collisions occurring at the intersections listed. The City of Portland, Bureau of Transportation analyzed the data and prepared the resulting report.
Each intersection was ranked based on the three metrics below in the five-year period (2011-2015.) The individual metric ranks were added to together and sorted in ascending order to create an index that ranks our high crash locations.
1. Number of Deadly and Injury Crashes
This is the number of deadly and injury crashes within the five-year period from January 1, 2011 to December 31, 2015.
2. Collision Rate
Number of crashes at an intersection are normalized by considering the number of cars traveling through the intersection. The calculation for the collision rate (collisions per million entering vehicles) is below:
Collision Rate = (Crashes/5 years) X (1 year/340 days) X (1/ADT) X 1,000,000
ADT is a 24-hour volume count of vehicles entering the intersection in vehicles per day. The volume used is considered to be approximate for a number of reasons; daily variation in counts, the count may not have been taken specifically at the intersection, the count may not be recent enough to reflect current conditions, etc. 340 days per year is used to account for lower traffic volumes on weekends.
3. Total Value of Crashes
The total value of a crash is figured by assigning monetary value to the severity of injuries. The value is multiplied by the total number of each death and injury type. The number of deaths and injuries are sustained injuries, not number of crashes. Monetary values are obtained from the National Safety Council (2013.)
Total Value = # Deaths* Death $ + # Inj A* Inj A $ + # Inj B* Inj B $ + # In C* Inj C $
Death Value Injury A Value Injury B Value Injury C Value
$1,500,000 $74,900 $24,000 $13,600
Four High Crash Intersection lists are included in this document: All modes intersection list sorted by rank, All modes intersection list sorted alphabetically by street name, Top 15 Pedestrian Crash Intersections, Top 15 Bicycle Crash Intersections.
Note that there are 4 new locations on this year's multimodal list (highlighted in yellow) that PBOT will evaluate for improvements. PBOT will also investigate the locations on the Pedestrian and Bicycle lists that do not already have a proposed or funded project.
For more information, please contact Wendy Cawley, Traffic Safety Engineer, PBOT, 503-823-4396