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The City of Portland, Oregon

Portland Bureau of Transportation

Phone: 503-823-5185

Fax: 503-823-7576

1120 SW Fifth Ave, Suite 800, Portland, OR 97204

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Vision Zero Progress

Vision Zero reports on progress to eliminate traffic deaths and serious injuries via annual reports that provide a detailed look at progress and include information on crashes. 

More information:

Clay Veka, Portland Bureau of Transportation
clay.veka@portlandoregon.gov
503-823-4998


[Download PDF version of this report]

Last update: 11/13/2018


Sections


Crossing SE Stark Street at 122nd Avenue, Portland's most dangerous intersection.

2017 was both Portland’s most deadly year for traffic crashes since 2003 and a year of critically important legislative and funding gains in support of traffic safety. It was a year of tragedy and foundation building.

Preventable tragedies

Forty-five people—children, parents, grandparents, sisters, brothers and loved ones—died in collisions on Portland streets in 2017.

Six additional community members died while traveling on Portland streets but their deaths were not directly attributable to a traffic collision with a motor vehicle (more information is provided in the 2017 traffic crash report section below).

Many others were seriously injured. The 2017 data is not yet available, but 275 people in 2016 experienced an incapacitating injury on a Portland street. Each death and serious injury on Portland streets represents indescribable loss suffered by the individual, family, friends and community.

No person should die in the everyday act of moving about. All of these serious crashes are preventable. Portland’s Vision Zero goal is a bold response:

“Working together, we will take equitable and data-driven actions that will eliminate deaths and serious injuries for all who share Portland streets by 2025.” — Portland Vision Zero Action Plan, adopted by City Council on Dec. 1, 2016

Foundation building

Portland’s Vision Zero Action Plan includes 32 two- and five-year actions. Five actions are complete, 15 are on track to be completed by the end of 2018 and 12 require additional effort to launch.

See details about progress in the Performance Measures section.

International Walk and Roll to School Day at Jason Lee K-8 School in Oct. 2017.

Policy wins for Vision Zero

STATE POLICIES

In 2017, the Oregon State legislature passed a series of bills to support safe streets.

House Bill 2017 is a $5.3 billion statewide transportation funding package with significant investment in safety on Portland’s High Crash Network, and a strong focus on investing in low-income communities and communities of color. [VZ Action SD.2]

The package includes:

  • $110 million to completely rebuild a 4-mile section of outer SE Powell Blvd and create safe access for people biking, walking and taking public transit.
  • $1.5 million to install a safe crossing on Columbia at Midway.
  • $10 million annually for safety projects statewide
  • $10 million annually for the statewide Safe Routes to School Program, growing to $15 million a year in 2023; some funds may be available to Portland.
  • Reconstruction of Interstate 5 and city streets in the vicinity of the Rose Quarter to improve, among other things, safety on N/NE Broadway, the street with the highest bicycle crash rate in Portland and the fifth highest pedestrian crash rate.
  • $35 to $40 million annually for TriMet bus operations and purchases, expanding service and access for transit, Portland’s safest transportation option.
Discussing safety fixes on N. Columbia Boulevard near Midway Avenue at an event on Nov. 27, 2017 organized by PBOT's Safe Routes to School program.

Note: SE Powell Blvd ($110 million), N Columbia Blvd ($1.5 million) and N/NE Broadway are all in low-income communities and communities of color.

House Bill 5006 provides $2 million to leverage SW Capitol Highway projects. These include an $18 million sidewalk and bike lane project between Garden Home and Taylors Ferry Road, and a $3 million ODOT All Roads Transportation Safety safety project at the SW Barbur / Capitol / Taylors Ferry “Crossroads.”

House Bill 2597 closes loopholes in Oregon’s distracted driving law and increases penalties. It offers first-time offenders an opportunity to complete a distracted driving avoidance course in lieu of payment. The law went into effect October 1, 2017. [VZ Action D.5]

House Bill 2409 permits cities in Oregon to issue citations for speeding using a red light camera with technology that is capable of measuring speed. [VZ Action S.1]

LOCAL POLICIES

Installing Portland's first 20 miles per hour sign on Feb. 6, 2018, using authority granted by the State in 2017.

In 2016, Portland voters approved a 3% local tax on cannabis revenue, and in 2017 City Council appropriated $1.464 million of the funds annually for Vision Zero actions. [VZ Action I.4]

Fixing Our Streets, the voter-approved local gas tax, continues to invest in street safety fixes citywide. It brought in $4 million more than expected in 2017, its first full year, for a total of nearly $20 million dedicated to transportation. [VZ Action SD.1]

House Bill 2682 gives the City of Portland authority to reduce residential speed limits from 25 to 20 miles per hour. Residential streets make up 70% of Portland’s transportation network. Slower driving speeds help prevent crashes and, when crashes occur, reduce the harm that results. A pedestrian hit by a driver at 25 mph is nearly twice as likely to die compared to someone hit at 20 mph (Tefft, 2013). [VZ Action S.2]

Portland City Council adopted Resolution 37305 that identifies specific projects to be built on all segments of Portland's High Crash Network needing safety fixes. The resolution directs PBOT to incorporate the projects into the Transportation System Plan and to recommend projects for inclusion in Metro's Regional Transportation Plan.

PBOT is distributing informational handouts to increase awareness of Portland's new 20 mile per hour residential speed limit.

Action area highlights

STREET DESIGN

Portland’s Vision Zero Action Plan calls for developing or updating guidelines for crosswalk spacing [VZ Action SD.4], protected bike lanes [VZ Action SD.5] and street lighting [VZ Action SD.6]. Substantial progress was made towards the completion of these three guidelines in 2017 and they will be completed in 2018. The guidelines will ensure that projects on Portland streets include consistent and necessary safety measures for visibility and protection of people walking and bicycling.

2017 SAFETY FIXES ON THE HIGH CRASH NETWORK

PBOT and partners began or finished constructing $15.4 million in safety fixes on 21 High Crash Network streets in 2017. The High Crash Network includes Portland's 30 streets with the most crashes resulting in deaths and serious injuries.

SPEED

Safe speeds save lives. Slower speeds reduce the number of crashes and the severity of crashes. In 2017, Portland developed a citywide speed management approach that includes speed limits, speed safety cameras, street design, and education.

Setting safe posted speeds citywide is a Vision Zero priority, on arterial and residential streets alike. In 2017, Portland reduced posted speeds on 29 streets. [VZ Action S.2]

Posted speeds set expectations about the appropriate driving speed. VZ Action S.2 aims to gain legislative authority for the City of Portland to set posted speeds on streets within Portland (that authority currently rests with the state).

While this authority was not gained in the 2017 legislative session, Portland was approved to reduce residential street speeds from 25 to 20 miles per hour. This approval will lead to safer speeds on 70% of Portland’s total street network. Portland expects to enact 20 miles per hour residential speed limits in spring 2018.

Additionally, the Oregon Speed Zone Control Board approved Portland use of a faster, safety-focused methodology to apply for posted speed reduction on non-arterial streets. Under the new methodology, Portland reduced speeds on eight streets in 2017; all were approved in an average time of less than two months.

The City of Portland continues to make speed reduction requests on arterial streets as well, and speeds were reduced on nine arterial streets in 2017. ("Arterial street" is a classification that includes most big multi-lane streets.)

An automated speed safety camera two-year pilot program [VZ Action S.1] is underway on four high crash corridors: SW Beaverton-Hillsdale Hwy (2016), SE 122nd Ave (2017), SE Division St (2017), and NE Marine Dr (February 2018). The pilot program will be evaluated in 2018 and likely expanded in 2019.

To date, averaged over the corridors, speeding has decreased by 59%. Speed safety cameras are important to advancing the equity goals identified in the Vision Zero Action Plan because they enforce a dangerous behavior (speeding) without racially profiling, as called for in the first guiding principle.

Redesigning streets to achieve safe driving speeds [VZ Action S.3] is core to Vision Zero. The Vision Zero Action Plan calls for street design changes paired with posted speed reduction on four to six streets each year. In 2017, speed management and street redesign were completed on four streets: SW Beaverton-Hillsdale Hwy (18th to 39th), 122nd Ave (NE Sandy to SE Powell), E Burnside (15th to Laurelhurst Pl) and SE Hawthorne (30th to 50th).

Portland’s first citywide traffic safety education campaign [VZ Action EA.1] will focus on the significant impact of unsafe speeds on Portland streets. It is currently being developed and will launch in spring 2018. The City has outfitted its fleet of over 1,000 passenger vehicles and light trucks with “Safe Speeds Save Lives” bumper stickers.

IMPAIRMENT

Safe Ride Home [VZ Action I.1] is a new program that offers easy and affordable rides home to people who may have been drinking. The program launched in 2017 and will expand in 2018. Impairment by alcohol or drugs contributes to over half of the traffic deaths on Portland streets.
PBOT partnered with the Oregon Brewers Festival and Radio Cab in July 2017, enabling 844 festival-goers to take a reduced cost cab ride to or from the festival over the five-day event.

For New Year’s Eve, PBOT worked with the Portland Police Bureau, the Old Town Hospitality Group, TriMet, taxi cab companies and transportation network companies to offer free and reduced rides in Portland. Over 2,500 people took advantage of discounted taxi and transportation network company rides, and an estimated 5,000 additional riders used TriMet. In 2018, PBOT and partners will expand this program to five additional holidays or events and to multiple locations.

Portland's new program to prevent impaired driving provided nearly 8,500 rides home in 2017.

Recreational cannabis tax revenue [VZ Action I.4] in the City of Portland supports Vision Zero as a result of City Council budget adoption.

DANGEROUS BEHAVIORS

Enforcing the most dangerous behaviors [VZ Action D.1] has been a focus of the Portland Police Traffic Division. Enforcement in 2017 included twice-weekly Vision Zero enforcement missions conducted on Portland’s High Crash Network. The Portland Police Bureau is mapping the locations of the missions with the aim that communities are neither ignored nor over-policed.

Street teams [VZ Action EA.2] are collaborations between PBOT, the Portland Police Bureau (PPB) and community organizations that educate Portlanders about Vision Zero and making safe choices while moving about the city (see photo at right). 

PBOT staff and community volunteers select a location on the High Crash Network and spend two hours during the evening commute talking to people who are parking their cars, waiting for the bus or walking. In conjunction, PPB may run a Vision Zero enforcement mission, pulling over drivers for the most dangerous behaviors and sharing Vision Zero messaging.

Street teams talk with people about traffic safety at SE Division & 122nd on July 20, 2017.

Four Street Team outreach efforts took place in 2017. In spring of 2018, the Street Teams will start up again with two per month.

Distracted driving avoidance courses [VZ Action D.4] became available to first-time distracted driving offenders on Jan. 1, 2018, as a result of the passage of House Bill 2597 in 2017.

PARTNERSHIPS

Agency and community partners are critical for advancing Vision Zero.

Portland City Council formed the Vision Zero Task Force in 2015 to develop the Vision Zero Action Plan. Following its adoption, the Vision Zero Task Force members elected to continue providing oversight and guidance through implementation of the Plan. Task Force members meet quarterly.

Practicing traffic safety skills at a multilingual event supported by PBOT in 2017. 

To advance the Outer Division Street Safety Project, PBOT awarded a $50,000 contract to two community partners, the Asian Pacific American Network of Oregon (APANO) and the Division Midway Alliance (DMA). These agencies work to share and collect project feedback from Arabic, Burmese, Chinese, Somali, and Vietnamese speaking communities. [VZ Action SD.1].

Portland Police Bureau, Portland Fire Bureau and Portland Bureau of Transportation staff meet monthly to advance equity, enforcement, data-collection and crash reporting actions identified in the Action Plan. [VZ Action EA.6].


 
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Significantly bending the traffic death trajectory downward and reaching zero will take concerted, aggressive, creative and collaborative action.

In 2018, PBOT will continue to advance all 32 actions in the plan, with particular focus on implementing street design projects, the multi-pronged speed management approach, new programs to address dangerous behaviors and engagement with community partners.

STREET DESIGN

Major street safety fixes will be built on Portland’s High Crash Network in 2018 and can be viewed below or in more detail online. [Vision Zero Action SD.1]

Five significant projects in 2018, all of which are in or adjacent to low-income communities and communities of color, are:

SE Division Street safety project (82nd to 174th, city limits) will break ground, with a focus on building out pedestrian crossings, sidewalks, and continuing to engage community members on developing design elements.

SE Foster Road safety project (50th to 90th, see photo below) will reorganize travel on the streets, adding enhanced pedestrian crossings, protected bike lanes, a center turn lane, reducing motor vehicle travel speeds and supporting a community main street. The City of Portland typically sees about a 30% crash reduction from such projects.

NE Halsey-Weidler Street couplet safety project (100th to 114th) will include enhanced pedestrian crossings, lighting, protected bike lanes, and motor vehicle speed reduction.

NE Marine Drive will be retrofitted with several safety projects: buffered bike lanes with rumble strips (112th to 122nd), walking and biking path infill, enhanced crossings at 112th and 138th, speed safety cameras, and a new traffic signal at 122nd.

W Burnside Street intersection realignment (18th/19th/Alder) and sidewalk (Uptown Terrace to NW 24th).

Rapid flashing beacons help a person cross SE Foster Road near 80th Ave. A project starting construction in 2018 will install major safety fixes on Foster from 50th to 90th Ave.
2018 SAFETY FIXES ANTICIPATED ON THE HIGH CRASH NETWORK

PBOT and partners plan to begin or finish constructing safety fixes on 17 High Crash Network streets in 2018.

SPEED MANAGEMENT

Vision Zero will continue to push for safe speeds on Portland streets of all street classifications.

Speed limits will drop to 20 miles per hour on residential streets, which make up 70% of Portland’s street network, in spring 2018. [Vision Zero Action S.2]

Automated speed safety cameras will be installed on the fourth and final corridor of the two-year pilot, Marine Drive, in February. Over the course of the year, the pilot project will be evaluated and groundwork will be laid for the next project phase. [Vision Zero Action S.1]

Redesigning streets to achieve safe driving speeds will be a strong focus, as highlighted above. [Vision Zero Action S.3]

Vision Zero’s first citywide education campaign focused on the impacts of speed will launch in spring 2018. [Vision Zero Action EA.1]

PROGRAMS ADDRESSING DANGEROUS BEHAVIORS

Vision Zero will tackle reducing dangerous driving behaviors in a variety of new programs.

Safe Ride Home is the DUII prevention program offering easy and affordable rides home on select holidays to people who may have been drinking. The pilot program launched New Year’s Eve 2017 and will be expanded to five holidays and events in 2018, starting with St. Patrick’s Day. [Vision Zero Action I.1]

Professional driver safety training is a developing partnership between PBOT and the private-for-hire industry (taxis and transportation network companies) to launch a professional driver safety training program that includes easy-access driver safety tips, training and testing in multiple languages. [Vision Zero Action D.3]

The City of Portland will pursue heavy truck safety measures, including truck sideguards on City and service provider fleets, the installation of other truck safety technologies, policy requirements for truck safety and driver safety training. [Vision Zero Action D.7]

With a new grant from Kaiser Permanente, PBOT will expand the nascent Street Team program to engage new community partners in multi-language traffic safety outreach along the High Crash Network with two events each month starting in the spring. [Vision Zero Action EA.2]

Portland’s Safe Routes to School program will explore a partnership with youth leadership at one or two middle or high schools to promote safe transportation in their school communities, with a focus on engaging schools with a racially and economically diverse student body. [VZ Action EA.3]

Advancing data collection and analysis is a priority in 2018. [VZ Actions EA.4, EA.5, EA.6 and EA.9] PBOT will be hiring a data analyst to support crash data collection, assess citywide safety needs, develop tools that fill data gaps, and work with partners on data processing to advance several Vision Zero actions.

A service provider vehicle under contract with the Bureau of Planning & Sustainability is one of 13 BPS-contracted trucks with sideguards that help prevent people biking from dying in collisions involving large vehicles. PBOT will collect data on the safety impact of raised center medians that will replace the existing center turn lane on segments of SE Division Street in 2018.

 
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The latest data indicate that both deaths and serious injuries resulting from traffic crashes have increased in Portland relative to prior year data (see Figure 1). As seen in Figure 2, overall traffic deaths have risen each year since 2012 and the number of people who have died while walking has increased each year since 2015.

These data indicate that eliminating all traffic deaths and serious injuries, while achievable, will require considerable continued effort by the City of Portland and residents.

LATEST DATA AT-A-GLANCE Deaths Serious injuries
  2017 2016 2015 2017 2016 2015
Transit 0 0 0 n/a 0 0
Biking 2 5 2 n/a 18 21
Motorcycling 7 6 5 n/a n/a 33
Walking 18 13 11 n/a 47 23
Driving 25 26 24 n/a 210 169
Total 45 44 37 n/a 275 246
Figure 1. Both traffic deaths and serious injuries increased relative to prior year data.
Data details: Serious injury data is not yet available for 2017 and is preliminary for 2016. People walking includes people using mobility devices. Serious injuries are defined as “a non-fatal injury that prevents the injured person from walking, driving, or normally continuing the activities the person was capable of performing before the injury occurred” (ODOT).
Data: Portland Police Bureau (deaths), Oregon Department of Transportation (serious injuries)
PORTLAND TRAFFIC DEATHS BY TRAVEL OPTION, 2013-2017

Figure 2.
More people died in traffic crashes in Portland in 2017 than in any year since 2003, when 47 people died.
Data: Portland Police Bureau

2017 crash data support Vision Zero focus

TRAFFIC DEATHS PER 100,000 PEOPLE IN THE U.S. AND PORTLAND, OREGON, 1990-2016

Figure 3.
Traffic deaths have increased nationwide since 2010.
Data: U.S. Census population estimates v2016, NHTSA FARS 2016

The 45 traffic deaths that occurred in Portland in 2017 extend an upward trend in traffic deaths that began locally and nationally after 2010 (see Figure 3).

A previous analysis of 2004-2013 data found that 91% of deadly crashes in Portland involved speed, impairment, and other dangerous behaviors, and at least 57% involved street design. Vision Zero actions focus on these four factors to prevent deadly and serious injury crashes from occurring.

Preliminary 2017 data show that speed, impairment, and other dangerous behaviors continue to be factors in many traffic deaths that occur in Portland. In 2017, 69% of traffic deaths occurred on the High Crash Network (see map below), which indicates that street design remains an important factor in preventing traffic deaths and serious injuries.

HIGH CRASH NETWORK STREETS & INTERSECTIONS, PORTLAND, OREGON

High Crash Network streets make up 8 percent of Portland’s street network. An interactive citywide map of Portland crashes is available at map.visionzeroportland.com.
Data: Oregon Department of Transportation

The High Crash Network comprises the 30 deadliest streets and intersections in Portland based on crash data. Low-income communities and communities of color is based on a composite index of 10 equity indicators identified by TriMet. The index includes the census blocks in Portland that scored in the top quartile of the following 10 equity indicators: people of color, low-income households, people with disabilities, low English proficiency persons, youth, older adults, affordable housing, lower paying jobs, poor vehicle access, and access to services.
People who died in traffic crashes, Portland, Oregon, 2017
45 people died in 2017 based on national reporting criteria

The first names and approximate location of Portland’s 45 traffic death victims. In addition to the people on the map, six people died in traffic crashes that are excluded under national reporting criteria. See “how crash data works” below for details.
Data: Portland Police Bureau

The table below describes the crash date, name, age, travel type and approximate crash location of people who died of traffic crashes in Portland in 2017.

In the year 2017:

  • October and November had the most number of traffic deaths with eight each month
  • The deadliest single crash occurred September 18 at NE Lombard & 15th Ave. when a child and two adults died in a motor vehicle crash involving alcohol and dangerous speeds.
  • The median age of people who died was 43, with a range from age 12 to 87
  • 38 people who died were male and 13 were female
Date First name Last name Age Travel type Approximate crash location
4-Jan Jessica Moore 43 Walking SE Main & 101st
23-Jan Charles Umpleby 37 Motor vehicle SW Barbur & Parkhill
6-Feb Alan Marsan 53 Biking N Interstate & Farragut
9-Mar Corey Simmons 39 Walking SE Stark & 148th
19-Mar Erick  Fry 45 Motorcycle NE 57th & Sacramento
21-Mar Richard Novotny 78 Motorcycle SE 92nd & Steele
21-Apr Daniel Kharlamov 20 Motorcycle SE Powell & 37th
26-Apr Bruce McQuakay 35 Walking SE Foster & 92nd
30-Apr Eve Dorner 30 Walking NE Killingsworth & 75th
5-May Theodore Jones 45 Walking SE 82nd & Flavel
12-May Toby Holtrop 49 Walking NE Martin Luther King, Jr. & Gertz
16-May John Anderson 48 Motor vehicle NE Marine & 122nd
17-Jun Ryan Anderson 43 Motorcycle 7911 NE 33rd
22-Jun Erin Brenneman 26 Walking SE 80th & Pine
28-Jun Brandon
Donnell
Levison
Wilkins
22
23
Motor vehicle
Motor vehicle
N Columbia & Swift
30-Jun Steven Tomlinson 62 Motor vehicle NE Marine & 148th
1-Jul Hussain Alhamzah 24 Walking SE 122nd & Liebe
3-Jul Patrick Ahearn 23 Walking SE 122nd & Woodward
3-Jul Daniel Wescott 57 Motor vehicle NE 96th & Mill
3-Jul Lisa Whitecloud 41 Motor vehicle 13000 NE Airport Way
13-Jul Justin Hauser 33 Motor vehicle N Broadway & Benton
14-Jul Patrick Moore 51 Walking SE Powell & 50th
24-Jul Wesley Allen 23 Walking Interstate 205 & SE Foster
6-Aug Carmen Langes 69 Motor vehicle E Burnside & 99th
21-Aug Tamar Monhait 41 Biking SE Water & Taylor
27-Aug Joshua Brisack 34 Motorcycle Interstate 205 & Interstate 84
18-Sep Akeeylee
Quilly
Burton
Lucas
12
42
Motor vehicle
Motor vehicle
NE Lombard & 15th
23-Sep Lawrence Case 87 Walking NE Martin Luther King, Jr. & Davis
25-Sep Reke Agee 61 Walking NE Columbia & Interstate Pl.
7-Oct Charles Bergeron 58 Walking NE 82nd & Jonesmore
12-Oct Renee Beus 37 Motorcycle Interstate 405 & Highway 30
13-Oct Brandon Cassel 25 Motor vehicle N Lombard & Marine
22-Oct Anthony Reyes 21 Motor vehicle SE Stark & 135th
27-Oct William Robbins 55 Walking NE Martin Luther King, Jr. & Simpson
27-Oct Harvey Horbury 72 Motorcycle 7701 NE 33rd Drive
4-Nov John Cook 71 Motor vehicle St. Johns Bridge & NW Bridge
8-Nov Madison Ries 25 Walking Interstate 5 near Skidmore overpass
21-Nov Clayton Hopper 49 Motor vehicle NE Glisan near 75th Ave.
26-Nov Daniel Ramsey 24 Walking 7000 block of N. Fessenden
26-Nov Perez Roman 47 Motor vehicle I-5 between Marine & Interstate Bridge
30-Nov Kim Nguyen 75 Walking NE 102nd & Skidmore
3-Dec Shad Alexander 44 Motor vehicle SW Boones Ferry near Arnold
20-Dec Elizabeth Meyers 60 Walking 7800 block NE Sandy Blvd.
Deaths excluded by national reporting criteria 
1-Jan Mark Schnoor 54 Walking I-205 NB near SE Powell
23-Feb Marie Passmore 86 Motor vehicle 5100 block SE Harney
18-Sep Deangelo Washington 25 Motor vehicle NE Lombard & 15th
31-Oct Boyd Littell 40 Biking SE 20th & Belmont
12-Nov Enrico Reyes 40 Walking SE Stark & 146th
22-Dec Robby Gibb 28 Walking SW 1st & Clay

How crash data works

CRASH DATA SOURCES

PBOT supplements the official crash record with Portland Police Bureau data to obtain the latest information.

ODOT compiles the official crash record for the State of Oregon using self-reported information and traffic crash investigations. For deadly crash data, PBOT also works directly with the Portland Police Bureau (see diagram).

PBOT uses national traffic crash reporting criteria that exclude the following deaths:

  • Those occurring more than 30 days after a crash,
  • Deaths not involving a motor vehicle,
  • Intentional deaths, and
  • Deaths that occur in parking lots.

PBOT excluded six deaths from crash reporting in 2017 as a result of these criteria (see bottom of table above). Deaths are also excluded if a medical examiner determines that a person died of causes not directly attributable to a traffic crash, such as suffering a heart attack while driving.

Regardless of reporting criteria, PBOT uses all available data to inform safety fixes.

Near misses: Property damage highlights potential hazards

A damaged bus shelter at NE 82nd & Prescott in 2017. Figures refer to damaged shelters and standalone poles and benches in Portland from 2015-17.
Data: TriMet

Crashes that do not result in deaths or serious injuries can still be useful in identifying locations that may need safety fixes.

One source of property damage data is provided by TriMet (see Figure 18). While transit is the safest way to travel in Portland, collisions involving people driving into TriMet property indicate where people may be at risk when accessing transit.

The figures at right identify damage only at bus stops in Portland's public right-of-way, and not at park-and-rides, Portland Streetcar stations, etc.



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Number of people killed and seriously injured in traffic crashes in the City of Portland, disagregated by mode, age, and geography, compared to prior years

 

Deaths

Serious injuries

2017 2012-16 average 2015 2010-14 average
  Total 45 34 246 212

Travel type

Walking 18 12 23 30
Biking 2 2 21 19
Auto/motorcycle 25 20 202 163
Transit 0 0 0 0

Age

<18 1 1 15 16
18-24 8 3 39 32
25-44 15 13 94 86
45-64 13 12 74 60
65+ 6 4 28 19

Location

Central 3 3 36 34
Inner 21 13 95 82
Western 3 3 13 18
Eastern 10 10 72 56
Industrial & River 8 4 25 18
Bridges 0 0 5 4
Data: Portland Police Bureau (2016-17), Oregon Department of Transportation (2010-15).
Note: Complete crash data is available only through 2015. Pattern areas are defined in Portland’s Comprehensive Plan (see map).
PATTERN AREAS IN PORTLAND


Pattern areas are defined by natural and built features.

Action timing & description

 Performance measure

2017 data

Data details

Overall
10-year

Eliminate traffic deaths and serious injuries

Progress: 25%

Number of people killed and seriously injured in traffic crashes in the City of Portland, disagregated by mode, age, and geography, compared to prior years See table above  
Whether funding is secured from new local, regional, or state sources for implementation of Vision Zero actions Yes, funding secured from new sources Local: $1.464 million annually through tax on recreational cannabis sales
State: $113.5 million annually for projects on the High Crash Network; additional safety fund allocations to Portland TBD
Amount of Vision Zero infrastructure investment citywide and in low-income communities and communities of color Citywide: $15.4m
Low-income communities and communities of color: $7.6m
 

Street Design

Action timing & description

Performance measure

2017 data

Data details

Street Design Action 1
2-year

Build capital safety improvements on two segments and five intersections in the High Crash Network each year, prioritizing improvements in and engaging with low-income communities and communities of color

Progress: 25%

Number of segments and intersections in the High Crash Network receiving capital safety improvements compared to prior years 0 segments

3 intersections
New funding secured in 2017 will set PBOT up to achieve this goal in 2018. PBOT did not construct any significant safety segments in 2017.

Intersections: 82nd & Fremont, Burnside, Division
Annual average number of deadly and serious crashes on improved segments by mode compared to prior 5-year annual averages in the same segments N/A (no segments constructed) PBOT will report pre- and post-project data as segments are completed.
SD2
2-year

Secure a stable state-level transportation funding source dedicated to safety

Progress: 100%
Creation of a stable, state-level funding source dedicated to safety  Yes, passage of House Bill 2017 HB 2017 will provide long-term funding for investments that include safety fixes in Portland.
SD3
2-year

Deploy a multi-agency fatal rapid response team to fatal crash locations to evaluate the site for safety enhancements

Progress: 100%

Percentage of deadly crash locations jointly reviewed by PBOT and PPB 100% Reviews may include field visits
SD4
2-year

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

Progress: 75%

Percentage of marked pedestrian and bicycle crossings that meet guidelines N/A (evaluation underway) PedPDX Pedestrian Master Plan update will determine the pedestrian crossings figure early in 2018; this report will be updated once it is available.

Bicycle crossing treatments (i.e. crossbikes) are being evaluated to inform future use.

PBOT has been systematically upgrading marked pedestrian and bicycle crossings using current guidelines.
SD5
2-year

Develop guidelines for installation criteria for protected bike lanes based on vehicle speeds, volumes, and other factors

Progress: 75%

Number of protected bike lane miles installed using the guidelines N/A (guidelines being developed)

1.7 miles of new protected bike lanes built in 2017

4.6 miles of protected bike lanes exist citywide
PBOT expects to finalize its protected bike lane guidelines in early 2018.
SD6
5-year

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

Progress: 25%

Spotlight: Number of existing marked pedestrian crossings improved annually in the High Crash Network

PBOT enhanced 23 existing marked crossings in 2017. Improvements included driveway consolidation, more street lights, curb extensions and median islands.

Crossing enhancements occurred at 82nd & Burnside, Stark, Washington, Yamhill, Mill, and Division; E Burnside & 18th, 22nd, 24th, 26th, 29th, and Floral; Chávez & Belmont; Division & 107th (pictured), 127th, and 165th; Fremont & 41st/42nd; and MLK & Jessup, Church, Emerson, Wygant, Mason, and Cook.



A crossing at Division & 107th in 2016 (top) and following enhancements in 2017 (bottom). Photos: Google
Number of new marked pedestrian crossings built annually in the High Crash Network 14 new marked crossings --122nd & Stanton, Holladay, Woodward
--Barbur Transit Center
--Broadway & 26th
--E Burnside & 30th
--Division & 157th
--Fremont & 26th
--Glisan & 30th
--Hawthorne & 29th, 43rd
--Killingsworth & 32nd
--Powell & 28th
--Stark & 30th
Percentage of the High Crash Network system that meets marked crossing frequency guidelines 24% of the High Crash Network meets guidelines 45 out of the 190 High Crash Network street miles meet PBOT’s crosswalk frequency guidelines.The guidelines call for:

--530 feet or less, on average, between marked crossings in Pedestrian Districts, federally classified arterials and collectors, Civic Main Streets and Neighborhood Main Streets.
--800 feet or less, on average, between marked crossings on City Walkways

For more information, email PedPDX@portlandoregon.gov.
SD7
5-year

Improve safe pedestrian and bicycle access to transit stops along key bus routes, prioritizing the High Crash Network in low-income communities and communities of color, and where appropriate, in conjunction with increases in bus service frequency

Progress: 25%
Number of improved transit stops along bus routes
1) in the High Crash Network, and
2) within low-income communities and communities of color annually
1. 23 improved transit stops in the High Crash Network

2. 8 improved transit stops in the High Crash Network within low-income communities and communities of color
1.
--82nd & Burnside, Stark, Washington, Yamhill, Mill, Division
--122nd & Stanton, Holladay, Woodward
--Barbur Transit Center
--Broadway & 26th
--E Burnside & 18th, 24th, 30th, Floral
--Chávez & Belmont
--Division & 107th, 157th
--Fremont & 41st/42nd
--Glisan & 30th
--Hawthorne & 43rd
--MLK & Mason
--Powell & 28th

2.
--82nd & Burnside, Stark, Mill, Division
--122nd & Holladay, Woodward
--Division & 107th, 157th
SD8
5-year

Prioritize safety criteria in federal, state, regional, and local funding decision-making processes

Progress: 75%
Number of places where new safety criteria are included in federal, state, regional, and local funding decision-making processes 3 places in federal, state, regional, and local funding processes --Federal: no new criteria
--State: 2016 Oregon TSAP Strategies 6.1.1-6.1.5 direct development of quantitative approaches to prioritize investment in safety projects aimed at reducing deadly and serious injury crashes. 
--Regional: no new criteria
--Local: safety is one of 1 of 8 “evaluation criteria” and 1 of 9 “factors” in TSP/CIP process
--Local: Vision Zero is one of three bureau priorities for selecting and advancing projects

Impairment

Action (w/timing) and description

Performance measure

2017 data

Data details

Impairment Action 1
2-year
 
Work with driver-for-hire services (including taxi cabs, transportation network companies and other private companies), transit providers and bar owners to develop a targeted DUII program in Portland’s entertainment district and other hotspots linked to DUII citations

Progress: 75%

 

Spotlight: Development of a targeted DUII program

PBOT and partners created Safe Ride Home, a partnership to prevent impaired driving. The program combines free and discounted rides with extended transit service. Backers piloted the program on Dec. 31, 2017. Pilot program partners included Broadway Cab, New Rose City Cab, Radio Cab, United Independent Cab, Lyft, Uber, TriMet, Portland Streetcar, the Portland Police Bureau, and Old Town Hospitality Group.


Above: Promotional material for Safe Ride Home, a program to prevent impaired driving.
Number of safe ride vouchers used in targeted DUII program area compared to prior years 3,389 vouchers (Oregon Brewers Festival, Safe Ride Home) --Broadway Cab: 11
--Lyft: 1,506
--Radio Cab: 907
--TriMet: approximately 5,000
--Uber: 965
I2
2-year

Allow pre-payment for morning parking in specified districts (in combination with Action I.1) to encourage impaired drivers to leave their cars overnight without concern of getting a parking ticket or being towed

Progress: 75%

Number of parking districts with policies that allow for overnight parking through mid-morning 0 parking districts
(policy awaiting approval)
Proposing 10 a.m. enforcement start time to facilitate overnight parking
I3
2-year

Secure funding to increase the number of police officers trained as Drug Recognition Experts

Progress: 25%

Increased number of police officers trained as DREs Yes, two additional officers trained as drug recognition experts Brings the total number of PPB officers trained as drug recognition experts to 13.
I4
5-year

Utilize marijuana or alcohol tax revenue to increase funding for DUII drug and mental health preventions and for treatment services

Progress: 75%

Legislation passed to increase funding Marijuana: Legislation passed in 2016 increasing funding for drug and alcohol treatment, public safety investments, and support for neighborhood small businesses.

Alcohol: No new legislation
Marijuana: 20% of statewide tax revenue for alcohol, drug, and mental health services. A portion of the 3% Portland tax is dedicated to Vision Zero.

Alcohol: 4% of statewide tax revenue for alcohol, drug, and mental health services
I5
5-year

Increase access and expand referrals to the DUII Intensive Supervision Program (DISP)

Progress: 0%
 
Number of participants in DISP program after legislation compared to before No legislation passed DISP participant details:
--224 DISP participants in 2017
--54 successfully completed
--140 are actively reporting and on probation
--17 were revoked
--11 went on warrant status
--2 transferred out of the program

Speed

Action (w/timing) and description

Performance measure

2017 data

Data details

Speed Action 1
2-year

Pilot speed safety cameras on four high crash corridors in the first two years; expand program to additional high crash corridors following the pilot

Progress: 75%
Number of speeding-related citations issued by speed safety cameras compared to baseline 43,015 citations mailed
(2017 will be baseline year)
--SE 122nd, April 1-Dec. 31: 5,004
--SW Beaverton-Hillsdale, Jan. 1-Dec. 31: 8,895
--SE Division, April 1-Dec. 31: 29,116
Percentage decrease of autos traveling over posted speed after speed safety cameras were installed 59% decrease, on average --SE 122nd: 68% decrease
--SW Beaverton-Hillsdale: 61% decrease
--SE Division: 47% decrease
S2
2-year

Gain local authority for speed reduction on City of Portland streets; prioritize setting safe speed limits in the High Crash Network

Progress: 50%
Obtainment of local authority for speed reduction Obtained partial authority Speed limits remain under control of the state. 

Passage of HB 2682 in 2017 will allow Portland to reduce speeds on residential streets to 20 miles per hour in 2018.

Spotlight: Number of street segments where posted speeds have been reduced

PBOT reduced the speed limit on 30 segments of 29 streets. View the complete list of streets online.


Reduced speed limit implementation (left to right) on SE Milwaukie, SE Division, and NW Front Ave.
S3
2-year

Improve street design to support safe speeds in conjunction with posted speed reduction on four to six streets (not including SD.1 improvements) annually in the High Crash Network, prioritizing improvements in and engaging with low-income communities and communities of color

Progress: 100%
Number of high crash corridors receiving speed improvements each year 4 streets 122nd, Beaverton-Hillsdale (18th-39th), East Burnside (15th-32nd), and Hawthorne (30th-50th)
Percentage decrease of autos traveling over posted speed after improvements 68% average decrease Percent of people driving over speed limit post-improvement compared to pre-improvement:
--122nd, 2 locations in close proximity: 18% over speed limit southbound south of Liebe (11/2017), 56% SB S of Raymond (1/2017)
--Beaverton-Hillsdale, W of 35th: 25% EB/21% WB (8/2017), 77% -EB/61% WB (7/2016)
--East Burnside: N/A
--Hawthorne, E of 44th: post-improvement data not yet available, 36% EB/68% WB (5/2014)

Dangerous Behaviors

Action (w/timing) and description

Performance measure

2017 data

Data details

Dangerous Behaviors Action 1
2-year

Focus traffic enforcement on the High Crash Network and on behaviors contributing to fatal and serious injury crashes (including speed, impairment, and dangerous behaviors); de-emiles per hourasize less serious infractions

Progress: 75%
 
Percentage of citations focusing on identified dangerous behaviors, within Portland at large and in the High Crash Network 76% of citations issued by the Traffic Division included a major moving violation, which includes dangerous behaviors PPB officers use discretion when issuing citations. Officers may initially stop an individual for a major moving violation, but once the stop is made they are not required to issue a citation. They have many options which include, but are not limited to, verbal warning, written warning, citation for original offense, citation/warning for a lesser included offense or a citation for another observed offense.

Major moving violations include speeding 20 miles per hour above the limit, failure to obey a traffic control device, DUII, Careless Driving, Reckless Driving, dangerous turns, distracted driving (cell phone), etc. 

The data provided is from the Traffic Division only. 

Data: Portland Police Bureau
D2
2-year

Use data-driven process to reorganize and expand red light safety camera program

Progress: 25%
Number of new red light safety cameras on Portland streets compared to baseline 0 new cameras Will expand when existing contract expires on April 1, 2019
Annual average number of deadly and serious crashes at red light camera intersections after installation, compared to 5-year annual averages prior to installation 0 deaths at all camera locations before and after camera installation

2.8 injuries annually on average post-camera installation compared to 4.64 injuries annually on average pre-camera installation (all injury severities are included to ensure sufficient data)
Data includes all injury crashes involving ignoring a traffic signal (DIS-RAG, DIS-TCD and DIS-SIG).

Annual average data at all camera locations with installation date (post-camera injuries|pre-camera injuries):
--SW 4th & Jefferson, 2007: 1.1|3.6
--NE Broadway & Grand, 2003: 1.9|2.4
--W Burnside & 19th, 2002: 0.2|1.8
--SE Foster & 96th, 2009: 6.7|9.2
--NE Grand & Burnside, 2001: 2.2|7.4
--SE Grand & Madison, 2002: 2.1|2.6
--NE Sandy & Chavez, 2001: 1.1|2.2
--SE Stark & 99th, 2008: 3.4|3.6
--SE Stark & 102nd, 2008: 2.8|6.8
--SE Washington & 103rd, 2008: 6.0|6.8

Data: Oregon Department of Transportation
D3
2-year

Include Vision Zero content in driver trainings for public agencies and contractors, and for private companies

Progress: 25%
Number of public and private agencies incorporating Vision Zero content in employee driver trainings 1 agency The City of Portland Bureau of Environmental Services has developed a Vision Zero training in which all contractors are expected to participate.

Launching professional driver safety training in 2018.
D4
2-year

Increase access and expand referrals to traffic schools and other forms of traffic safety education for all road users

Progress: 25%
Percentage of moving violations that offer driver diversion N/A Data not available. Adjusting police reporting to capture this data.
D5
5-year

Revise current Oregon distracted driving law to remove loopholes and be consistent with federal guidance

Progress: 100%
Oregon law revised to remove loopholes and be consistent with federal guidance Yes, revised law took effect Oct. 1, 2017 Revised law facilitates enforcement and expands diversion options
D6
5-year

Support legislation to increase funding for and access to driver education, frequency of testing, and inclusion of urban transportation safety in test materials

Progress: 0%
Increasing access to driver education and/or frequency of driver testing was placed on the City’s legislative agenda No, not placed on agenda  
Legislation passed to increase access to driver education Yes, legislation passed Revised distracted driving law allows for suspension of fine for first offense if course completed
Legislation passed to increase the frequency of driver testing No, legislation not passed Not part of 2017 legislative agenda
Number of students who completed driver education through the increased funding and access 0 students Funding and access not yet increased
D7
5-year

Develop and implement safety measures on heavy trucks owned or contracted by the City, including but not limited to truck sideguards, sensors, additional mirrors, educational messaging and enhanced driver safety training.

Phase I: Education outreach for all and City fleet upgrades;
Phase II: City contractors and service providers install truck upgrades

Progress: 25%
Percentage of city fleet trucks with safety measures implemented 0% trucks Many fleet trucks have been outfitted with materials having effects similar to truck sideguards, but they have not been assessed for compliance with national safety standards.

Spotlight: Percentage of contractor and service provider fleet trucks with safety measures implemented

A City of Portland pilot project has installed sideguards on 13 contractor and service provider trucks, including the truck pictured. The Bureau of Planning & Sustainability is leading the pilot project under leadership from the Planning & Sustainability Commission. 


A BPS service provider vehicle is one of 13 trucks with new sideguards.
Number of injuries, serious injuries or deaths, by mode, that involve heavy trucks 1,189 people were injured (2011-15) and 36 people died in crashes (2013-17) involving heavy trucks Data reflects latest available information. “Heavy trucks” includes buses.

--# people injured, 2011-15: 9 walking, 22 biking, 0 using transit, 1,115 in motor vehicles
--# people seriously injured, 2011-15: 0 walking, 5 biking, 0 using transit, 38 in motor vehicles
--# people killed, 2013-17: 6 walking, 6 biking, 0 using transit, 24 in motor vehicles

Data: Portland Police Bureau (2016-17), Oregon Department of Transportation (2011-15)

Engagement & Accountability

Action (w/timing) and description

Performance measure

2017 data

Data details

Engagement & Accountability Action 1
2-year

Conduct multi-component education campaigns to build public awareness and leverage Vision Zero actions

Progress: 50%

Number of multi-component campaigns conducted compared to prior years 12 trainings, 15 tabling events, speed campaign under development Trainings and tabling events provide people with skills and tools to navigate Portland streets safely. Trainings are tailored to the needs of community groups.

A messaging campaign will launch in 2018 to emphasize the importance of safe driving speeds.
EA2
2-year

Form agency-led “street teams” that engage people driving, walking, biking and taking transit to raise awareness of Vision Zero and moving safely through Portland

Progress: 50%
Number of street team events held in low-income communities and communities of color 4 street team events held in low-income communities and communities of color Events held on SE Division Street, N Lombard Street, SE Stark Street within low-income communities and communities of color

Spotlight: Number of street team events held citywide

PBOT and partners held four street team events in 2017 near SE Division Street & 122nd, PCC SE Campus, N Lombard Street & Wall/Portsmouth/Interstate, and SE Stark Street & 148th/160th. Partners included the Division Midway Alliance, Oregon Walks, the Portland Police Bureau and local community leaders.


Street team at Division & 122nd.
EA3
2-year

Develop targeted engagement for middle and high school students in traffic safety through the Safe Routes to School program, with a focus on empowering youth leadership to promote safe transportation in their own school communities, prioritizing low-income communities and communities of color

Progress: 25%
Number of students involved in traffic safety programs, in Portland at large and in low-income communities and communities of color 0 middle school students

Approximately 130 high school students (Portland Timbers event)
Program development underway.

Portland Timbers players spoke with about 130 David Douglas High School students as part of a Safe Routes to School event.
EA4
2-year

Regularly cross-check trauma data from the Oregon Health Authority against Oregon Department of Transportation crash data to identify demographic patterns (age, race/ethnicity), geographic patterns, and misreporting or under-reporting of serious injury crashes

Progress: 25%
Frequency of cross-checks between trauma (OHA) and ODOT crash data 1 cross-check Adding staff capacity to enhance analysis
Percentage of unmatched records in both OHA and ODOT data sets for serious injury crashes Between 25 and 82 percent of injury data unmatched, depending on travel mode Based on analysis of 2012-2014 data

OHA is the Oregon Health Authority. ODOT is the Oregon Department of Transportation.
EA5
2-year

Improve timeliness of deadly and serious crash data processing and reporting

Progress: 50%
Period of time between end of year and when deadly and serious injury crash data have been processed and reported 6 months Received preliminary 2016 summary data from ODOT in June 2017.

In 2017, ODOT prioritized processing death and injury crash data first (before property damage) and releasing preliminary results faster. Also, the legislature increased the minimum threshold for crash reporting from $1,500 to $2,500 to eliminate processing of minor property damage only crashes.
EA6
2-year

Include review of traffic crash data, equity data, and traffic safety performance at monthly Portland Bureau of Transportation and Portland Police Bureau Traffic Division meetings

Progress: 100% 
Occurrence of monthly meetings Yes, held monthly meetings Continuing in 2018
EA7
5-year

Create a community grant program to support a variety of safety-related efforts, including but not limited to street design visioning, outreach and education, and collaborative safety improvements in low-income communities and communities of color within the High Crash Network

Progress: 0%   
Number of community grants awarded in low-income communities and communities of color 0 grants Funding not yet identified
Number of grants awarded citywide 0 grants Funding not yet identified
EA8
5-year

Secure increased funding and personnel to staff timely investigation of deadly crashes

Progress: 0%
Increased funding and personnel for investigation of fatal crashes No, funding not increased Funding not yet identified
EA9
5-year

Improve data collection on speed, impairment, and distraction at serious and deadly crashes

Progress: 100%
Percentage of serious and fatal crashes for which impairment was examined/ investigated 100% of deadly and serious injury crashes investigated by the Major Crash Team that meet national reporting criteria During every Major Crash Team callout, investigators look for the key contributors to the crash which include, but are not limited to, impairment by drugs or alcohol, speeding and distracted driving due to an electronic device. Depending on their initial observations, the examination of these factors may be very cursory such as asking a few questions of the driver/witnesses or scrolling through a phone, or they may be very in depth where a search warrant is obtained to gain a blood draw from the driver, downloading the contents of the data recorder in the vehicle or downloading the contents of a smart phone. 

If evidence of speeding, impairment or distracted driving was obtained, the evidence will be collected and documented.

Data: Portland Police Bureau
Percentage of serious and fatal crashes for which speeding was examined/investigated
Percentage of serious and fatal crashes for which distracted driving was examined/investigated