Annual Vision Zero Action Plan Progress Report

Information

Portland Bureau of Transportation (PBOT) updates the public on our Vision Zero work annually — what work we’ve done and what areas need more attention — through the annual Vision Zero Action Plan Progress Report.

This progress report updates the public on PBOT's work to advance Vision Zero, the goal to eliminate traffic deaths and serious injuries on Portland streets, as outlined in the Vision Zero Action Plan Update 2023-25. 

View the Vision Zero Action Plan Progress Report summary

Safe speeds

Updating speed limit signs on a Portland street.

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Set safe speed limits

Actions	Progress
1. Update speed limits to reflect new state guidelines.	In 2025, following state guidelines, the speed limit was reduced on 22 miles of streets in Portland — 18 miles requested by PBOT and three miles requested by Oregon Department of Transportation. PBOT developed prioritization and identification tools to aid speed limit reduction. The bureau is using these tools to inform an implementation strategy for upcoming years.
2. Make school zones safer. Evaluate all school zones and flashing warning lights, update our guidelines, install new school zones, and lower speed limits around them.	In 2025, PBOT continued its comprehensive review of school circulation to improve school zone policies and practices. PBOT's updated its Traffic Design Manual and revised bureau practices such as allowing Safe Routes to School to implement parking setbacks at all intersections and crosswalks next to schools, permitting stop signs at three-way intersections next to schools, and upgrading signals next to schools to include Pedestrian Head Starts and "no turn on red". PBOT funded vision clearance at 18 schools this fiscal year and is seeking additional funding to expand this safety initiative at more schools next fiscal year. The bureau installed Pedestrian Head Starts at five school locations: Abernethy Elementary School: SE Division Street and Orange Avenue Ainsworth Elementary School: SW Vista Avenue and Elm Street David Douglas High School's Fir Ridge Campus: SE Market Street and 112th Avenue Vernon K-8 School: NE Killingsworth Street and 20th Avenue

Actions

Progress

1. Update speed limits to reflect new state guidelines.

In 2025, following state guidelines, the speed limit was reduced on 22 miles of streets in Portland — 18 miles requested by PBOT and three miles requested by Oregon Department of Transportation. PBOT developed prioritization and identification tools to aid speed limit reduction. The bureau is using these tools to inform an implementation strategy for upcoming years.

2. Make school zones safer.

Evaluate all school zones and flashing warning lights, update our guidelines, install new school zones, and lower speed limits around them.

In 2025, PBOT continued its comprehensive review of school circulation to improve school zone policies and practices. PBOT's updated its Traffic Design Manual and revised bureau practices such as allowing Safe Routes to School to implement parking setbacks at all intersections and crosswalks next to schools, permitting stop signs at three-way intersections next to schools, and upgrading signals next to schools to include Pedestrian Head Starts and "no turn on red".

PBOT funded vision clearance at 18 schools this fiscal year and is seeking additional funding to expand this safety initiative at more schools next fiscal year.

The bureau installed Pedestrian Head Starts at five school locations:

Abernethy Elementary School: SE Division Street and Orange Avenue
Ainsworth Elementary School: SW Vista Avenue and Elm Street
David Douglas High School's Fir Ridge Campus: SE Market Street and 112th Avenue
Vernon K-8 School: NE Killingsworth Street and 20th Avenue

Redesign dangerous streets to encourage safe speeds

Actions	Progress
3. Develop a strategy around street design and speed. Build a toolbox for street design that considers how to slow people driving on busy streets and residential streets.	In 2025, PBOT updated its Traffic Design Manual and added a section on arterial traffic calming to the speed management chapter. This section identifies potential treatments for slowing speeds on Portland's bigger streets. Currently, PBOT is updating the Transportation System Plan and embedding speed management strategies into select policies.
4. Change signal timing. Where feasible, retime signals on the High Crash Network to slow vehicles down.	In 2025, PBOT made signal timing changes to slow driving speeds on the following corridors: SE Hawthorne Boulevard (12th to 50th avenues) NE Martin Luther King Jr. Boulevard (Dekum to Tillamook streets) NE Broadway (Seventh to 24th avenues) PBOT improved signal technology to make future adjustments feasible on SE Holgate Street (88th to 122nd avenues), 82nd Avenue, and N Rosa Parks (at Delaware and Denver streets). PBOT submitted applications to use Fixing Our Streets funding to upgrade technology to allow progression speed changes and possibly "rest in red" modifications on the following High Crash Network streets: NE Glisan Street SE Stark Street SE Washington Street SE Foster Road SE Holgate Boulevard
5. Install more cameras for automatic speed enforcement in crash hotspots. Overcome challenges in procuring and installing cameras.	In 2025, PBOT and the Portland Police Bureau worked with a new vendor to upgrade 25 of the existing safety cameras and install one new speed safety camera at SE Powell Street and 34th Avenue. The bureau finished recruiting four new Traffic Enforcement Agents to support expansion of the network beyond 40 cameras. PBOT initiated a planning process to identify future sites for camera expansion which is due to be complete by summer 2026.
6. Analyze speeding citations. Better understand how speeding affects different ZIP codes.	In 2025, PBOT analyzed the zip codes of automated speed camera citation recipients to understand residential distribution. Between January 2021 and July 2025, more than three-quarters of speeding violations were issued to vehicles registered outside the Portland metro area while 13% were issued to vehicles registered in Multnomah County, and 10% to vehicles registered in the metro area excluding Multnomah County. Speed has decreased over time on corridors with speed safety cameras. On average, prevailing speeds dropped 10 mph since 2020.

Safe streets

A ground view rendering of SW Capitol Highway improvements showing the new sidewalk, bike lane, multiuse path, and crosswalks.

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Improve street lighting on wide streets in high-equity areas

Actions	Progress
7. Design and install new street lighting on streets in the High Crash Network. Address the backlog by prioritizing areas with higher traffic safety disparities and communities living with low incomes.	In 2025, PBOT continued design and installation of new street lighting on the following street segments: NE 102nd Avenue from Sandy Boulevard to E Burnside Street SE Belmont from Seventh to 34th avenues E Burnside Street from Willamette River to NE 32nd Avenue NE Couch Street from Willamette River to 14th Avenue Columbia Boulevard from N Burgard to NE 89th avenues 122nd Avenue from NE San Rafael Street to SE Foster Road NE Killingsworth Street from 42nd Avenue to Lombard Street/Portland Highway In 2025, PBOT completed the following lighting installations: NE Halsey from 114th to 162nd avenues 82nd Avenue from Killingsworth to Clatsop streets NE Glisan from 82nd to 162nd avenues SW Capitol Highway/49th Avenue from Barbur Boulevard to Stephenson Street

Actions

Progress

7. Design and install new street lighting on streets in the High Crash Network.

Address the backlog by prioritizing areas with higher traffic safety disparities and communities living with low incomes.

In 2025, PBOT continued design and installation of new street lighting on the following street segments:

NE 102nd Avenue from Sandy Boulevard to E Burnside Street
SE Belmont from Seventh to 34th avenues
E Burnside Street from Willamette River to NE 32nd Avenue
NE Couch Street from Willamette River to 14th Avenue
Columbia Boulevard from N Burgard to NE 89th avenues
122nd Avenue from NE San Rafael Street to SE Foster Road
NE Killingsworth Street from 42nd Avenue to Lombard Street/Portland Highway

In 2025, PBOT completed the following lighting installations:

NE Halsey from 114th to 162nd avenues
82nd Avenue from Killingsworth to Clatsop streets
NE Glisan from 82nd to 162nd avenues
SW Capitol Highway/49th Avenue from Barbur Boulevard to Stephenson Street

Maximize signal operations for safety

Actions	Progress
8. Launch “no turn on red” pilot. Reduce the risk of turning crashes that are particularly dangerous for pedestrians and people bicycling.	In 2025, PBOT completed an expansion of "no turn on red" in the Northwest Pedestrian District, upgrading 15 intersections. Where possible, PBOT added Pedestrian Head Starts to crossings to maximize the safety benefit of both treatments. Other projects also incorporated "no turn on red" and Pedestrian Head Start improvements such as a signal project on W Burnside Street and signals adjacent to school grounds. In anticipation of an evaluation in 2026, PBOT collected observational data on vehicle encroachment and yielding behavior.
9. Launch “rest in red” pilot. At night, at some intersections with a history of speed-related crashes, display red lights in all directions to require drivers to slow down as they approach the intersection. Technology at the intersection will detect the vehicle and give a green light.	In 2025, PBOT conducted a preliminary evaluation of "rest in red" at SE Powell Boulevard and 28th Avenue. Initial findings showed a positive reduction of nighttime speeding. In 2026, PBOT will conduct a full evaluation and expand "rest in red" to additional SE Powell Boulevard locations.
10. Adopt a policy to ensure we make intersections safer whenever signals are rebuilt on the High Crash Network. Determine where and when we are rebuilding signals or adding rapid-flashing beacons to crosswalks. Develop standard operating procedures on where and when to install roundabouts. Write policy that considers and prioritizes all manner of intersection safety measures when we rebuild signals: roundabouts, shortening pedestrian crossings, reducing conflicts from turning, and/or slowing drivers down.	In 2025, PBOT initiated an update to the Transportation System Plan that may lead to embedding intersection safety strategies in select policies. The bureau converted a low-volume signalized intersection to all-way stop at NE Prescott Street and Seventh Avenue and began an analysis to identify opportunities for additional conversions at other locations.

Actions

Progress

8. Launch “no turn on red” pilot.

Reduce the risk of turning crashes that are particularly dangerous for pedestrians and people bicycling.

In 2025, PBOT completed an expansion of "no turn on red" in the Northwest Pedestrian District, upgrading 15 intersections. Where possible, PBOT added Pedestrian Head Starts to crossings to maximize the safety benefit of both treatments. Other projects also incorporated "no turn on red" and Pedestrian Head Start improvements such as a signal project on W Burnside Street and signals adjacent to school grounds. In anticipation of an evaluation in 2026, PBOT collected observational data on vehicle encroachment and yielding behavior.

9. Launch “rest in red” pilot.

At night, at some intersections with a history of speed-related crashes, display red lights in all directions to require drivers to slow down as they approach the intersection. Technology at the intersection will detect the vehicle and give a green light.

In 2025, PBOT conducted a preliminary evaluation of "rest in red" at SE Powell Boulevard and 28th Avenue. Initial findings showed a positive reduction of nighttime speeding. In 2026, PBOT will conduct a full evaluation and expand "rest in red" to additional SE Powell Boulevard locations.

10. Adopt a policy to ensure we make intersections safer whenever signals are rebuilt on the High Crash Network.

Determine where and when we are rebuilding signals or adding rapid-flashing beacons to crosswalks. Develop standard operating procedures on where and when to install roundabouts. Write policy that considers and prioritizes all manner of intersection safety measures when we rebuild signals: roundabouts, shortening pedestrian crossings, reducing conflicts from turning, and/or slowing drivers down.

In 2025, PBOT initiated an update to the Transportation System Plan that may lead to embedding intersection safety strategies in select policies. The bureau converted a low-volume signalized intersection to all-way stop at NE Prescott Street and Seventh Avenue and began an analysis to identify opportunities for additional conversions at other locations.

Transform wide, fast streets

Actions	Progress
11. Break ground on multiple major projects along the High Crash Network each year.	In 2025, PBOT broke ground on the following projects: Jade and Montavilla Multimodal Improvements (improvements on SE Thorburn, Stark, and Washington streets and a crossing on 82nd Avenue) NE 60th Avenue and Halsey Street Area Improvement (roadway reorganization on NE Halsey Street from 45th to 60th avenues and new crossings) NE Broadway Pave & Paint (roadway reorganization and new crossings) NE Halsey Safety and Access to Transit (new sidewalk, crossing improvements, and a mini roundabout at 80th Avenue) Safer Outer Stark Phase III (traffic separators from SE 108th to 122nd avenues)
12. Engage community members on key safety projects. Projects will be on streets in the High Crash Network and in areas with higher traffic safety disparities and communities living with low incomes.	In 2025, PBOT provided extra community engagement support for the Safer Outer Stark capital project distributing information at events organized by community organizations, Play Grow Learn and the Sunshine Division. PBOT staff conducted outreach for the Building a Safer 122nd Avenue project to inform the public of changes in the northern section and solicit feedback on design options in the southern section. Community-based organizations, the Eritrean and Ethiopian Cultural Resource Center and Division Midway Alliance, supported the engagement.
13. Analyze deficiencies in the High Crash Network using a Safe System approach. Use analysis to prioritize corridor planning, project development, and funding.	In 2025, PBOT developed a high injury analysis that segments the roadway network into smaller lengths, suitable for Quick Build or capital project improvements given current constrained fiscal conditions. The bureau also analyzed segments for existing street design infrastructure and alignment with PBOT design guidelines and speed limit directive. Using the most recent available crash data, the analysis can be updated annually alongside the high crash intersection analysis.
14. Partner with PBOT’s pedestrian program to advance pedestrian safety projects identified in PedPDX. Priority projects are on streets in the High Crash Network, in areas with higher traffic safety disparities and communities living with low incomes, in pedestrian districts, and near schools.	In 2025, PBOT advanced vision clearance at corners of priority locations, applied for a federal Safe Streets and Roads for All grant on SE Holgate Boulevard, and applied for funding to build crossings on SE César E Chávez Boulevard.
15. Upgrade temporary materials (such as rubber curbs and flexible posts) to permanent materials (such as concrete) at priority safety project locations.	In 2025, PBOT initiated a process to develop a standardized process for deploying concrete separators along centerlines approaching signalized intersections to slow turning speeds and restrict left turns.
16. Integrate the Safe System approach into PBOT’s internal decisions and processes. Use the High Crash Network as one input to prioritize projects, maintenance, and paving. Integrate safe speeds and protection for pedestrians and people bicycling into project work and the Complete Streets checklist.	PBOT uses the High Crash Network to prioritize work, such as where to stripe lane lines twice annually, locations for asset maintenance and upgrades, and which projects to put forward for grant applications. PBOT added an Arterial Traffic Calming section to the Speed Management chapter of PBOT's Traffic Design Manual and is embedding speed management strategies in the Transportation System Plan update.

Respond quickly to critical safety needs

Actions	Progress
17. Install low-cost treatments along street segments with a high concentration of crashes. Build recommendations from PBOT’s 2023 High Crash Network priority segment analysis.	In 2025, PBOT continued to support the N Portland Road safety project by adding jersey barriers to protect pedestrians on the west side of the roadway, as well as installing left turn and pedestrian signals at the N Columbia Boulevard ramps. PBOT added at least 30 Pedestrian Head Starts, 14 protected left turn signals, and 12" signal heads (to replace smaller 8" versions) at seven intersections — a majority of which are located on the High Crash Network.
18. Evaluate spots where fatal crashes occur, identify safety improvements, and install improvements where we can. Multidisciplinary team meets monthly to evaluate locations.	In 2025, PBOT continued with emergency engineering evaluations of deadly crash sites to determine if there are quick, low-cost infrastructure changes we could implement to address safety concerns. In 2025, PBOT completed safety improvements at one deadly crash site and initiated improvements at three locations.
19. Add low-cost safety elements to existing projects on the High Crash Network. Leverage existing project development process to achieve added safety gains.	In 2025, PBOT continued check-ins with existing projects to identify opportunities to integrate low-cost safety elements, for example adding speed cushions ahead of crossings and coordinating construction of protected bike lane improvements. In 2026, PBOT will develop guidelines for using concrete separators to slow turning movements at intersections and support capital project design development.

Actions

Progress

17. Install low-cost treatments along street segments with a high concentration of crashes.

Build recommendations from PBOT’s 2023 High Crash Network priority segment analysis.

In 2025, PBOT continued to support the N Portland Road safety project by adding jersey barriers to protect pedestrians on the west side of the roadway, as well as installing left turn and pedestrian signals at the N Columbia Boulevard ramps. PBOT added at least 30 Pedestrian Head Starts, 14 protected left turn signals, and 12" signal heads (to replace smaller 8" versions) at seven intersections — a majority of which are located on the High Crash Network.

18. Evaluate spots where fatal crashes occur, identify safety improvements, and install improvements where we can.

Multidisciplinary team meets monthly to evaluate locations.

In 2025, PBOT continued with emergency engineering evaluations of deadly crash sites to determine if there are quick, low-cost infrastructure changes we could implement to address safety concerns. In 2025, PBOT completed safety improvements at one deadly crash site and initiated improvements at three locations.

19. Add low-cost safety elements to existing projects on the High Crash Network.

Leverage existing project development process to achieve added safety gains.

In 2025, PBOT continued check-ins with existing projects to identify opportunities to integrate low-cost safety elements, for example adding speed cushions ahead of crossings and coordinating construction of protected bike lane improvements. In 2026, PBOT will develop guidelines for using concrete separators to slow turning movements at intersections and support capital project design development.

Measure street design performance.

Actions	Progress
20. Develop project evaluation guide to support consistent PBOT safety evaluations of corridor projects on streets in the High Crash Network.	In 2025, PBOT developed an updated methodology appendix to ensure consistent and transparent project evaluation data analysis.
21. Evaluate all significant corridor projects on streets in the High Crash Network. Define roles and responsibilities for project development and delivery.	In 2025, PBOT released the SW Capitol Highway Complete Streets and NW and SW Broadway Bike Improvements project evaluation reports as well as updates to the SE Hawthorne Boulevard and the Outer Division Safety project evaluation reports with the most recent crash data.

Actions

Progress

20. Develop project evaluation guide to support consistent PBOT safety evaluations of corridor projects on streets in the High Crash Network.

In 2025, PBOT developed an updated methodology appendix to ensure consistent and transparent project evaluation data analysis.

21. Evaluate all significant corridor projects on streets in the High Crash Network.

Define roles and responsibilities for project development and delivery.

In 2025, PBOT released the SW Capitol Highway Complete Streets and NW and SW Broadway Bike Improvements project evaluation reports as well as updates to the SE Hawthorne Boulevard and the Outer Division Safety project evaluation reports with the most recent crash data.

Safe people

Parkrose High School's Elevate Oregon students practice their bike safety skills on a group ride on BIKETOWN bikes.

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Advance safety and sense of belonging for culturally specific communities

Actions	Progress
22. Develop a personal safety resource for use by both PBOT and community members. The resource will identify ways to integrate personal safety into capital projects and public space programming.	In 2025, PBOT presented Beyond Traffic Safety: Building community belonging and safety in public spaces to city and partner agencies to socialize the information highlighted in the toolkit.
23. Collaborate with culturally specific groups. Share safety resources, and provide ongoing education and engagement.	In 2025, PBOT attended 124 community events and conducted 31 safety trainings and workshops. The bureau collaborated with 41 groups, community-based organizations, and partner agencies. More than half of engagement occurred in Council District 1, the geographic area that typically has had the highest rate of traffic deaths per capita in Portland.
24. Engage with groups who are over-represented as victims of traffic violence. Share safety resources, and provide ongoing education and engagement.	In 2025, PBOT focused engagement with the unsheltered, Black and African American, African immigrant, and Latino communities. The bureau collaborated with groups and city and county programs serving these communities to share information and resources. Notably, PBOT provide reflective gear, lights, and education to the unsheltered community at monthly events in collaboration with the City Outreach Team and Safe Blocks program.

Actions

Progress

22. Develop a personal safety resource for use by both PBOT and community members.

The resource will identify ways to integrate personal safety into capital projects and public space programming.

In 2025, PBOT presented Beyond Traffic Safety: Building community belonging and safety in public spaces to city and partner agencies to socialize the information highlighted in the toolkit.

23. Collaborate with culturally specific groups.

Share safety resources, and provide ongoing education and engagement.

In 2025, PBOT attended 124 community events and conducted 31 safety trainings and workshops. The bureau collaborated with 41 groups, community-based organizations, and partner agencies. More than half of engagement occurred in Council District 1, the geographic area that typically has had the highest rate of traffic deaths per capita in Portland.

24. Engage with groups who are over-represented as victims of traffic violence.

Share safety resources, and provide ongoing education and engagement.

In 2025, PBOT focused engagement with the unsheltered, Black and African American, African immigrant, and Latino communities. The bureau collaborated with groups and city and county programs serving these communities to share information and resources. Notably, PBOT provide reflective gear, lights, and education to the unsheltered community at monthly events in collaboration with the City Outreach Team and Safe Blocks program.

Educate Portlanders about making safe travel choices

Actions	Progress
25. Host events and raise awareness on traffic safety. Conduct proactive outreach on the Safe System approach. Prioritize events around the High Crash Network and in places with higher traffic safety disparities and communities living with low incomes.	In 2025, PBOT conducted traffic safety focused workshops in partnership with six organizations representing immigrant, low-income, African American, and African immigrant communities. Topics covered included the Safe System approach, capital projects, and traffic safety advocacy. Evaluations revealed that participants understood tradeoffs of safety treatments much better than they did before the workshops and they felt better prepared to discuss safety projects.
26. Place a variable message sign at the site of deadly crashes. Raise awareness and encourage safe driving behavior where traffic violence occurs.	In 2025, PBOT strategically deployed portable variable message boards that identify locations of recent deadly crashes after securing a new vendor and contract.
27. Integrate Safe System approach into traffic safety education materials for elementary-, middle-, and high-schoolers.	In 2025, the Safe Routes to School team revised the Transportation Academy curriculum to incorporate new Safe System approach content, including information on "safe streets" in addition to "safe people" already included. Elementary and middle school safety education focused primarily on "safe people" by using the ALPACA acronym (aware, lawful, predictable, assertive, considerate, able to be seen) to guide children's choices in the right-of-way. Outside of school classrooms, PBOT presented the Safe System approach to high school students participating in Portland State University's Transportation Research and Education Center summer camp. In the latter half of 2025-26 school year, PBOT will partner with over 30 elementary, at least seven middle, and five high schools to deliver safety education and plans to present to other extracurricular youth programs.

Actions

Progress

25. Host events and raise awareness on traffic safety.

Conduct proactive outreach on the Safe System approach. Prioritize events around the High Crash Network and in places with higher traffic safety disparities and communities living with low incomes.

In 2025, PBOT conducted traffic safety focused workshops in partnership with six organizations representing immigrant, low-income, African American, and African immigrant communities. Topics covered included the Safe System approach, capital projects, and traffic safety advocacy. Evaluations revealed that participants understood tradeoffs of safety treatments much better than they did before the workshops and they felt better prepared to discuss safety projects.

26. Place a variable message sign at the site of deadly crashes.

Raise awareness and encourage safe driving behavior where traffic violence occurs.

In 2025, PBOT strategically deployed portable variable message boards that identify locations of recent deadly crashes after securing a new vendor and contract.

27. Integrate Safe System approach into traffic safety education materials for elementary-, middle-, and high-schoolers.

In 2025, the Safe Routes to School team revised the Transportation Academy curriculum to incorporate new Safe System approach content, including information on "safe streets" in addition to "safe people" already included. Elementary and middle school safety education focused primarily on "safe people" by using the ALPACA acronym (aware, lawful, predictable, assertive, considerate, able to be seen) to guide children's choices in the right-of-way. Outside of school classrooms, PBOT presented the Safe System approach to high school students participating in Portland State University's Transportation Research and Education Center summer camp. In the latter half of 2025-26 school year, PBOT will partner with over 30 elementary, at least seven middle, and five high schools to deliver safety education and plans to present to other extracurricular youth programs.

Focus enforcement on safety and education outcomes

Actions	Progress
28. Partner with the Portland Police Bureau’s Traffic Division on focused enforcement. Ensure that enforcement focuses on the High Crash Network and the behaviors that contribute to deadly and serious injury crashes. This also means deemphasis of non-moving and minor infractions.	In 2025, PBOT developed a preliminary analysis to identify locations for speed enforcement based on available travel speed and mobile van citations data and shared it with the Traffic Division. In the first 10 months of the year, Portland Police Bureau issued 150 traffic warnings and 334 speeding citations per month on average. Speeding accounted for 21% of all citations issued. The Traffic Division arrested an average of 48 impaired drivers per month, maintaining a similar rate to the previous year.
29. Partner with the Portland Police Bureau’s Traffic Division on training. Ensure training for new police recruits includes data about traffic safety, how to process DUII offenses, and city and state protocol and laws around making traffic stops. These training elements should focus on advancing safety and equity outcomes.	In 2025, Portland Police Bureau continued training all newly hired officers for four-week rotations on DUII investigation, drug recognition, writing affidavits for blood draws related to impaired driving, standardized field sobriety test administration, crash investigation, and traffic enforcement. The Traffic Division continued to offer further trainings on impaired driving enforcement (field sobriety tests, Advanced Roadside Impaired Driver Enforcement courses, and intoxilyzer certifications to any officer), its work with the Metro Area Traffic Enforcement Collaboration, led by Oregon State Police, which provides additional resources over major holidays for traffic safety and impaired driving missions.

Actions

Progress

28. Partner with the Portland Police Bureau’s Traffic Division on focused enforcement.

Ensure that enforcement focuses on the High Crash Network and the behaviors that contribute to deadly and serious injury crashes. This also means deemphasis of non-moving and minor infractions.

In 2025, PBOT developed a preliminary analysis to identify locations for speed enforcement based on available travel speed and mobile van citations data and shared it with the Traffic Division. In the first 10 months of the year, Portland Police Bureau issued 150 traffic warnings and 334 speeding citations per month on average. Speeding accounted for 21% of all citations issued. The Traffic Division arrested an average of 48 impaired drivers per month, maintaining a similar rate to the previous year.

29. Partner with the Portland Police Bureau’s Traffic Division on training.

Ensure training for new police recruits includes data about traffic safety, how to process DUII offenses, and city and state protocol and laws around making traffic stops. These training elements should focus on advancing safety and equity outcomes.

In 2025, Portland Police Bureau continued training all newly hired officers for four-week rotations on DUII investigation, drug recognition, writing affidavits for blood draws related to impaired driving, standardized field sobriety test administration, crash investigation, and traffic enforcement. The Traffic Division continued to offer further trainings on impaired driving enforcement (field sobriety tests, Advanced Roadside Impaired Driver Enforcement courses, and intoxilyzer certifications to any officer), its work with the Metro Area Traffic Enforcement Collaboration, led by Oregon State Police, which provides additional resources over major holidays for traffic safety and impaired driving missions.

Curb impaired driving

Actions	Progress
30. Support legislation to lower Oregon’s legal blood alcohol content (BAC) limit from 0.08% to 0.05%.	PBOT is poised to support a bill to reduce the legal BAC level for people driving motor vehicles to 0.05% if one is reintroduced at the Oregon legislature.

Safe vehicles

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Actions	Progress
31. Advocate for stronger national regulations. Write and lobby in support of requiring vehicle manufacturers to add safety features that address safety overall, and pedestrian and bike safety in particular.	In 2025, PBOT did not identify opportunities to support stronger national vehicle safety legislation as it had in previous years.
32. Partner with City Fleet team on ways to increase traffic safety. Explore emerging technology and demonstrate effectiveness.	In 2025, the Bureau of Fleet and Facilities' CityFleet program contracted with a new telematics vendor, Geotab. PBOT nearly completed the transition to the vendor's new hardware and software platform which will support staff to drive city vehicles safely.

Actions

Progress

31. Advocate for stronger national regulations.

Write and lobby in support of requiring vehicle manufacturers to add safety features that address safety overall, and pedestrian and bike safety in particular.

In 2025, PBOT did not identify opportunities to support stronger national vehicle safety legislation as it had in previous years.

32. Partner with City Fleet team on ways to increase traffic safety.

Explore emerging technology and demonstrate effectiveness.

In 2025, the Bureau of Fleet and Facilities' CityFleet program contracted with a new telematics vendor, Geotab. PBOT nearly completed the transition to the vendor's new hardware and software platform which will support staff to drive city vehicles safely.

Accountability

Map of Portland noting where 2023 fatal crashes occurred and the first names of victims, where available.

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Actions	Progress
33. Redesign and update Vision Zero online reporting.	PBOT completed this action in 2023 when it redesigned and expanded online reporting, the Vision Zero dashboard. PBOT regularly updates this resource with available data.
34. Produce annual summary of PBOT’s Vision Zero work.	In 2025, PBOT updated the Vision Zero dashboard with progress highlights. This annual report provides a complete accounting of progress on the 35 actions identified in the Vision Zero Action Plan.
35. Produce annual report on deadly crashes.	In 2025, PBOT reported deadly crashes in Portland, analyzing trends to understand the circumstances and factors behind each loss of life from traffic violence.

Annual Vision Zero Action Plan Progress Report