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Label:
Ordinance
Direct the Portland Bureau of Transportation to evaluate and implement no turn on red restrictions at signalized intersections within the High Crash Network
Passed
Amended by Council
The City of Portland ordains.
Section 1. The Council finds:
- The City has adopted Vision Zero as its policy framework to eliminate traffic deaths and serious injuries on Portland streets.
- The Portland Bureau of Transportation has identified a High Crash Network that includes the streets and intersections where the highest concentration of traffic deaths and serious injuries occur.
- The High Crash Network, consisting of approximately 8 percent of Portland streets, accounts for approximately 62 percent of traffic deaths.
- Pedestrians, bicyclists, children, older adults, people with disabilities and transit riders are especially vulnerable at signalized intersections where vehicles turn across crosswalks or bicycle facilities.
- Right turns on red can create conflicts between motor vehicles and pedestrians or bicyclists who are lawfully crossing or entering an intersection.
- Oregon law allows a driver to make a right turn at a red signal after stopping unless a sign prohibits the turn.
- The City currently relies on intersection-specific signage to prohibit right turns on red.
- The Portland Bureau of Transportation has issued traffic engineering guidance for installing no turn on red signs at intersections with high pedestrian activity or pedestrian head starts, also known as Leading Pedestrian Intervals.
- The Vision Zero Action Plan Update 2023-25 includes no turn on red pilots as a strategy to improve signal safety.
- No turn on red restrictions are a recognized traffic safety tool to reduce turning conflicts at signalized intersections, particularly at locations with high pedestrian activity, bicycle facilities, leading pedestrian intervals or exclusive pedestrian or bicycle signal phases.
- Portland Bureau of Transportation data cited in the Council record indicates that no turn on red signage can reduce all crash types at an intersection by approximately 9 percent.
- Installing no turn on red restrictions at priority signalized intersections within the High Crash Network will advance the City's transportation safety, equity and Vision Zero goals.
- Prioritizing implementation in equity priority areas and on high crash corridors will help address disproportionate traffic safety burdens experienced by historically underserved communities.
- Reducing turning conflicts at high-risk intersections is necessary to protect the public health, safety and welfare of Portland residents and visitors.
NOW, THEREFORE, the Council directs:
- The Portland Bureau of Transportation shall deliver as a pilot project 30 intersections on the High Injury Network intersections with no turn on red restrictions and then return to Council for additional guidance.
- The Portland Bureau of Transportation shall prioritize evaluation and implementation at signalized intersections within the High Crash Network where one or more of the following conditions are present:
- Leading pedestrian intervals, also known as pedestrian head starts;
- Bike boxes, separated bicycle facilities or protected bicycle intersections;
- Exclusive pedestrian signal phases or exclusive bicycle signal phases;
- High pedestrian volumes;
- High bicycle volumes;
- Documented turning-related crash history;
- Locations within equity priority areas;
- Locations near schools, parks, senior centers, transit stops, libraries, community centers or other high pedestrian activity areas; or
- Locations identified by the Portland Bureau of Transportation as having elevated risk for vulnerable road users.
- The Portland Bureau of Transportation will implement no turn on red restrictions at priority intersections identified through its evaluation where the City Traffic Engineer determines that such restrictions are appropriate for traffic safety.
- The Portland Bureau of Transportation will install standard no turn on red signage, including signage consistent with applicable traffic control device standards, at intersections where restrictions are implemented.
- The Portland Bureau of Transportation will develop an initial implementation list of priority intersections, including a first phase focused on the highest crash corridors and highest-risk signalized intersections within the High Crash Network.
- The Portland Bureau of Transportation will provide Council with a written implementation plan within 90 days of passage of this Ordinance. The implementation plan shall include:
- The number and location of intersections evaluated;
- The proposed first phase of intersections selected for installation;
- The criteria used to prioritize locations;
- Estimated implementation costs;
- Proposed funding sources;
- An anticipated installation timeline;
- A public education and outreach plan; and
- An equity analysis describing how implementation will prioritize communities most impacted by traffic violence.
- The Portland Bureau of Transportation will incorporate a public education campaign into existing outreach activities before and during the initial implementation period. The campaign may include temporary signs, online materials, multilingual outreach, coordination with neighborhood and business associations and other public-facing communication tools to explain the purpose of the restrictions.
- The Portland Bureau of Transportation and the Portland Police Bureau will use an education-first approach for the first 30 days following installation of no turn on red signage at newly restricted intersections, to the extent allowed by law and consistent with public safety needs.
- After the initial 30-day education period, violations of posted no turn on red restrictions may be enforced as traffic violations under applicable state law, City Code and administrative authority.
- The Portland Bureau of Transportation will monitor implementation outcomes and provide Council with a report no later than twelve months after the first phase of installations is completed. The report will include:
- The number of intersections where restrictions were installed;
- Installation costs;
- Observed compliance issues at a representative sample of intersections;
- Fatal crash data;
- Community feedback received; and
- Recommendations for expanding, modifying or continuing the program.
- The City Administrator will update procedures and administrative rules as necessary to carry out the directives of this ordinance.
Exhibits and attachments
An ordinance when passed by the Council shall be signed by the Auditor. It shall be carefully filed and preserved
in the custody of the Auditor (City Charter Chapter 2 Article 1 Section 2-122)
Passed as amended by Council
Auditor of the City of Portland
Simone Rede
Impact Statement
Purpose of proposed legislation and background information
This ordinance directs the Portland Bureau of Transportation to evaluate and implement No Turn on Red restrictions at signalized intersections within the High Crash Network, with priority given to locations where pedestrians, bicyclists and other vulnerable road users face elevated safety risks.
Portland currently follows Oregon law, which allows drivers to turn right on red after stopping unless a sign prohibits the movement. The City currently relies on intersection-by-intersection signage to restrict right turns on red. This ordinance creates a clearer Council direction for PBOT to evaluate and implement No Turn on Red restrictions in the highest-risk areas, rather than relying solely on case-by-case installation.
The purpose of the ordinance is to reduce turning conflicts between vehicles and pedestrians or bicyclists, support the City's Vision Zero goals, and prioritize safety improvements in areas with high crash risk. The ordinance directs PBOT to prioritize intersections with Leading Pedestrian Intervals, bike boxes, separated bicycle facilities, exclusive pedestrian or bicycle signal phases, high pedestrian or bicycle volumes, documented turning-related crash history, locations in Equity Priority Areas and locations near schools, parks, transit stops, libraries, senior centers and other high pedestrian activity areas.
The ordinance also requires PBOT to provide Council with an implementation plan within 90 days and a follow-up report within 12 months after the first phase of installations is completed. The ordinance is intended to support phased implementation, beginning with the highest-risk intersections and corridors. The background document notes that the High Crash Network represents approximately 8 percent of Portland streets but accounts for approximately 62 percent of traffic deaths, and that No Turn on Red signage can reduce all crash types at an intersection by approximately 9 percent.
Financial and budgetary impacts
The ordinance is expected to have a modest but direct financial impact on the Portland Bureau of Transportation.
The estimated implementation cost is approximately $4000 per intersection for materials, signage, and labor. Based on the background information provided, an initial rollout at 200 priority intersections would cost approximately $800,000. A smaller first-phase pilot focused on the 30 highest-crash corridor intersections would cost $120,000.
Potential funding sources may include:
- Vision Zero General Fund resources;
- Fixing Our Streets gas tax revenue;
- Transportation Utility Fee safety or Vision Zero set-asides, if available;
- Existing PBOT traffic safety or signal safety funds; or
- Other transportation safety resources identified by PBOT.
The ordinance does not itself appropriate funds. PBOT would be responsible for identifying available resources and reporting proposed funding sources to Council as part of the required implementation plan. If existing resources are insufficient, PBOT may need to return to Council through the budget process, a technical adjustment ordinance or another appropriate funding mechanism.
Long-term savings may result from reduced crash severity, fewer emergency response calls, lower healthcare costs, reduced insurance costs and reduced public liability associated with traffic fatalities and serious injuries. These savings are difficult to quantify at the ordinance stage and would depend on implementation scale, compliance rates and crash reduction outcomes.
Economic and real estate development impacts
The ordinance is not expected to have a direct negative impact on real estate development.
The ordinance does not change zoning, development entitlements, permitting standards, land use approvals, system development charges or real estate tax policy. It does not impose new development requirements on private property owners or developers.
The ordinance may have indirect economic benefits by improving pedestrian and bicycle safety in commercial corridors, neighborhood centers and high-activity areas. Safer intersections can support walkability, transit access and neighborhood business activity by making it easier and safer for residents, workers, customers and visitors to reach businesses without relying solely on vehicles.
Some drivers and freight or delivery operators may experience minor increases in delay at certain intersections. The background information provided estimates that driver delay from No Turn on Red restrictions is typically less than 10 seconds per signal cycle. Any transportation circulation impacts should be evaluated by PBOT during implementation, particularly on corridors with high transit, freight or emergency response needs.
Overall, the ordinance is expected to support safer, more accessible commercial districts and high-activity corridors without creating a direct burden on development or real estate activity.
Community impacts and community involvement
The ordinance is expected to have positive community safety impacts, particularly for pedestrians, bicyclists, children, older adults, people with disabilities, transit riders and other vulnerable road users.
Right turns on red can create conflicts between drivers and people crossing the street, especially when drivers are focused on gaps in vehicle traffic rather than on pedestrians or bicyclists entering the crosswalk. No Turn on Red restrictions are intended to reduce these conflicts and make intersection movements clearer and safer.
The ordinance directs PBOT to prioritize implementation in Equity Priority Areas and on High Crash Corridors. This approach is intended to address the disproportionate traffic safety risks experienced by historically underserved communities, including communities in East Portland and other areas with higher exposure to dangerous streets and intersections.
Community impacts may include:
- Improved pedestrian and bicycle safety at high-risk intersections;
- Clearer expectations for drivers at signalized intersections;
- Minor increases in driver delay at some intersections;
- Improved safety near schools, parks, transit stops, senior centers, libraries and community centers;
- Greater protection for people walking, biking, rolling or accessing transit.
PBOT should conduct public education and outreach before and during implementation. Outreach should include multilingual materials, online information, temporary explanatory signs, coordination with neighborhood associations, business districts, school communities, transportation advocacy organizations and disability access stakeholders.
The ordinance also directs an education-first approach for the first 30 days after signage installation, to the extent allowed by law and consistent with public safety needs. This will help drivers understand the change before enforcement begins.
100% renewable goal
Not applicable.
Economic and real estate development analysis
Analysis provided by Prosper Portland
Prosper Portland staff has reviewed the Economic and Real Estate Development Impact Analysis submitted for this action and finds that it satisfies the requirements set forth in City Council Resolution 37664. The analysis is sufficiently detailed and complete to be considered a final statement for purposes of this action.
Document history
Document number: 2026-213
President's referral: Public Works Committee