Information
Seventy percent of pedestrian crashes in Portland occur at intersections (in Oregon, every intersection is a legal crosswalk). The following actions seek to improve visibility conditions at pedestrian crossings through intersection design, street markings, and vision clearance best practices.
On this page
Action 2.1: Implement vision clearance guidelines at uncontrolled crossings in conjunction with PBOT capital projects, development review, and paving projects.
Measure of Success: Process in place for ensuring PBOT capital projects, development review, and paving projects consistently implement vision clearance guidelines
Status: Complete
- PBOT’s City Traffic Engineer issued a directive in January 2020 implementing new parking setback guidelines at approaches to uncontrolled intersections along most arterial and collector streets. This guideline is now being implemented by all new capital projects and PBOT paving projects.
- All PBOT capital projects, Maintenance and Operations paving projects, and development review now require compliance with PBOT vision clearance guidelines. The guidelines apply to marked and unmarked crossings at uncontrolled intersections along Major City Walkways, City Walkways, Neighborhood Walkways and on the High Crash Network.
- PBOT now has a Vision Clearance at Intersections program web page and in 2021-2022 kicked off implementing vision clearance at approximately 350 uncontrolled intersections on Portland’s highest crash streets. See Action 2.2 for more information.
Action 2.2: Identify key intersections for retroactive vision clearance improvements by Safe Routes to School, Neighborhood Greenways, Vision Zero, and Pedestrian Network Completion programs.
Measure of Success: Analysis conducted and parking removed accordingly
Status: In Progress
- PBOT now has a Vision Clearance at Intersections program web page and in 2021-2022 kicked off implementing vision clearance at approximately 350 uncontrolled intersections on Portland’s highest crash streets.
- Parking has been removed at uncontrolled crossings on segments of the following High Crash Network streets in association with existing projects or identified Vision Zero priorities: ◊ 2019: NE 102nd, SE Division, NE Glisan, NE Halsey-Weidler couplet ◊ 2020: NE/SE 122nd, SE Division, NE Glisan, NE Killingsworth, NE Fremont ◊ 2021/22: All High Crash Network streets, except those that are ineligible or have a capital project planned in the next two years (funding from City Council-adopted Vision Zero investment package)
- All new neighborhood greenways automatically include parking set backs.
- Along existing neighborhood greenways, most of the parking removal comes from reports from the public or staff investigating an issue. PBOT recently completed corridor-wide parking setbacks on N Wall from Lombard to Willamette and on 128th/129th/130th from Halsey to John Luby Park.
- When an existing neighborhood greenway is being modified, vision clearance is addressed. This includes the ADA Ramp program and Quick Builds (Small Caps).
- PBOT also implements parking set backs based on 823-SAFE reports, such as at NE Rodney and Morris and at four intersections along NE 32nd Ave.
Action 2.3: Evaluate the need for vision clearance guidelines at controlled crossings and on local streets.
Measure of Success: Analysis conducted for vision clearance guidelines addressing controlled crossings and local streets
Status: No Action
Action 2.4: Provide high visibility crosswalks at all marked crossings when restriping or providing new crosswalks.
Measure of Success: Updated design guidelines in the Traffic Design Manual indicating continental crosswalks as citywide practice
Status: Complete
- PBOT’s Traffic Design Manual design guidelines have been updated indicating high visibility (also known as continental crosswalks) as a citywide practice. High visibility crosswalk markings are being implemented incrementally as crossings are installed or reinstalled on all projects.
Action 2.5: Clarify design guidance for tree location within the right-of-way.
Measure of Success: Existing city code language regarding tree location within the right-of-way updated
Status: In Progress
- The updated Pedestrian Design Guide (2022) clarifies tree location in the right of way and expands tree treatments (see Action 8.6 for more information). Phase 2 of the Pedestrian Design Guide will focus on corners and crossings and continue to incorporate guidance for tree planting standards in collaboration with Urban Forestry.
Action 2.6: Update PBOT design guidance to maximize the use of curb extensions, floating curb extensions, and interim painted curb extensions within the Pedestrian Priority Network at both controlled and uncontrolled crossings.
Measure of Success: Developed design guidance for curb extensions, painted curb extensions, and floating curb extensions in the Pedestrian Design Guide
Status: In Progress
- Phase 2 of the Pedestrian Design Guide update will focus on corners and crossings and will include updated design guidance and appropriate locations for use of curb extensions. The PBOT Streets 2035 Plan will develop multi-modal decision-making frameworks for city rights-of-way.
- The floating curb extension design has been added to the Civil Design Guide. The “maximize use” at corners is partially met, stating “use the smallest curb radius that accommodates design vehicle turning movements” approved by the traffic engineer.
- Painted curb extensions (paint and post) were installed as part of PBOT’s Safe Streets Initiative, the bureau’s COVID response work. However, due to maintenance costs, paint and post curb extensions should be considered interim improvements until a permanent treatment can be installed.