Information
This strategy aims at protecting pedestrians trying to cross at a “WALK” signal from turning cars, a problem shown in the PedPDX Safety Analysis and heard in the PedPDX Disability Focus Group.
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ACTION 3.1: Develop guidelines and practices for separating permissive left turns concurrent with pedestrian walks and incorporate signal timing analysis into capital project scopes.
Measure of Success: Developed new guidelines for separating vehicle turning phases concurrent with pedestrian walks, implemented as a directive from the City Traffic Engineer or update to the Traffic Design Manual
Status: In Progress
- In April 2019, Director Chris Warner issued a directive that protected left-turn phasing would be the default practice at new or upgraded traffic signals on High Crash Network streets.
- In May 2021, PBOT Signals & Street Lighting (SSL) developed the PBOT Guide for Determining Left Turn Signal Control, which includes the criteria from Director Warner’s directive plus additional criteria for intersections outside the High Crash Network streets.
- In June 2021, Section 3.1.1 Protected Left Turns in the PBOT Traffic Design Manual was updated to reference the PBOT Guide for Determining Left Turn Signal Control.
ACTION 3.2: Develop a pilot to study prohibiting “turn-on-red” within Pedestrian Districts and at High Pedestrian Crash Intersections
Measure of Success: Pilot study conducted examining prohibiting turn-on-red
Status: In Progress
- PBOT staff are developing a proposal to pilot a “no turn on red” pilot in Portland, however no implementation timeline has been set.
ACTION 3.3: Reduce uncontrolled left turn conflicts at arterial/non-arterial intersections along Major City Walkways, City Walkways, and High Crash Corridors in conjunction with capital projects.
Measures of Success: Decrease in pedestrian crashes overall; Zero pedestrian crashes resulting in death or serious injury
Status: In Progress
- The Outer Division Multi-modal Safety Project was constructed in 2021 and 2022 and includes many safety improvements, including a raised center median. The raised center median runs along most of the corridor to limit vehicles turning and reduce crashes. PBOT staff will monitor the Outer Division project to evaluate the safety impacts of the project.
- While it’s too early to evaluate the data on Outer Division Street today, the rate of deadly and serious injury crashes is 38 percent lower on Portland street segments with medians, while the overall crash rate is 40 percent lower, compared to similar streets without medians.
ACTION 3.4: Identify and fund key intersections for signal timing improvements to separate pedestrian crossing and vehicle turning movements, prioritizing High Crash Intersections.
Measure of Success: Intersections identified and projects funded for signal timing improvements at High Crash Intersections
Status: In Progress
- In April 2019, Director Warner issued a directive that Leading Pedestrian Intervals (LPIs) (also known as Pedestrian Head Starts) will become our default practice at new or upgraded traffic signals on High Crash Network streets. A proven tool to improve pedestrian safety, LPIs give people crossing the street a head start at a crosswalk, making them more visible to drivers and reducing potential conflicts. PBOT will add at least 10 LPIs each year to existing signals citywide.
- PBOT staff evaluated existing permissive dual turns in 2019 and since then addressed most by converting to a single turn or adding a Pedestrian Head Start (LPI). A small number of permissive dual turns remain that will be addressed with Central City in Motion (CCIM) or other future projects.
- Since 2020, PBOT has added more than 50 Pedestrian Head Starts, with a focus on High Crash Network streets and locations with higher Equity Matrix scores. PBOT now has over 100 Pedestrian Head Starts.
- PBOT has added protected left turns at more than seven locations since 2019 and has funding and plans for more than 10 new protected left turn additions over the next 2-3 years.
ACTION 3.5: Use raised crosswalks to slow automobile turning movements at arterial/non-arterial intersections.
Measures of Success: New design guidelines for raised crosswalks adopted into Traffic Design Manual and PBOT Standard Specifications
Status: No action
- Phase 2 of the Pedestrian Design Guide update will focus on corners and crossings and may include updated design guidance and appropriate locations for use of raised crosswalks.