FHWA-SA-17-052

Vision Zero 

in Portland

Problem

Portland’s traffic fatality rate is among the lowest 

of the 50 largest American cities, yet the number 

of pedestrians, bicyclists, and drivers killed on city 

roads has remained almost unchanged over the 

past 20 years. The annual average number of traffic 

fatalities breaks down to 11 pedestrian, 2 bicycle, 

and 24 vehicle collision deaths. This lack of progress 

prompted Portland to adopt the Vision Zero approach 

and develop a plan of action to end traffic related 

deaths and serious injuries.

Solutions

The impetus behind Portland adopting Vision Zero came largely from concerned grassroots 

organizations and elected leadership. Walking and biking advocacy groups came together in 2014 

to push Portland to adopt Vision Zero. About the same time, the city hired a new Director for the 

Portland Bureau of Transportation (PBOT) who made Vision Zero one of the bureau’s top priorities. 

In response, the Portland City Council voted 

unanimously in 2015 to adopt Vision Zero. 

The council also gave PBOT a directive to 

assemble a diverse task force to craft a 

Vision Zero Action Plan. The 26-member 

task force included representatives from the 

traditional “4E’s” of road safety (education, 

enforcement, engineering, and emergency 

medical services) as well as a fifth “E”—

equity—for the purpose of addressing the 

needs of diverse groups. 

In December 2016, the city adopted the final plan and committed to ending traffic-related 

fatalities and serious injuries by 2025.

Interstate Avenue, Portland. Source: https://www.

portlandoregon.gov/transportation/59277. 

Source: Getty Images

1
Portland’s Vision Zero Principles

Portland’s Vision Zero Plan incorporates the following three principles:

1) Equity. Addresses the disproportionate impact of traffic crashes on communities of concern 

(defined as areas of the city with identified equity-related issues, such as large numbers of lowincome households, minorities, or older adults), ensuring the transportation system is safe for all.

2) Accountability. Demonstrates success through transparent performance measures that will be 

tracked and publicly reported over time. 

3) Data-driven analysis. Uses crash and other data to identify the locations of and factors 

contributing to severe traffic crashes and then prioritizes solutions. 

Portland also relies heavily on data to guide project prioritization. The High Crash Network (HCN) 

is based on safety data gathered from the Oregon Department of Transportation. It identifies the 

location, behaviors, and circumstances related to serious and deadly crashes. Streets listed in the 

HCN represent 8 percent of streets in Portland, yet account for a disproportionate 57 percent of 

deadly crashes. The HCN includes the 30 streets and intersections that have the highest number of 

people killed or seriously injured in crashes among people driving, walking, and bicycling. 

Focus Areas of Vision Zero Plan

In the Vision Zero Plan, Portland is focusing on several areas that will improve roadway safety: street 

design, driver impairment, speed, education and enforcement, and engagement and accountability. 

Street Design

Portland plans to:

 Redesign streets originally built to 

move cars efficiently to streets that 

move people safely. 

 Prioritize infrastructure investments 

on streets in traditionally underinvested communities that it defines 

as being dangerous. 

 Implement safe street design to 

encourage safe behaviors. The 

safest streets slow down traffic, 

separate modes of traffic, and give 

visual cues that different modes 

share the same space. 

 Use narrower lanes, increase onstreet parking, develop more visible 

bike lanes, install more frequent 

street crossings with active crossing 

control or warning, and plant more 

trees and landscaping on medians 

and sidewalks to reduce speeds.1 

1 Naderi, J.R. 2003. “Landscape Design in the Clear Zone: Effect of Landscape Variables on Pedestrian Health and Driver Safety.” Transportation 

Research Record 1851:119-130.

Vision Zero in Portland

Before Vision Zero Redesign: Anatomy of a Dangerous Street. 

Source: https://www.portlandoregon.gov/transportation/54892. 

This sketch identifies select attributes and is for illustrative purposes only.

After Vision Zero Redesign: Examples of Street Safety Design Elements.

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Impairment

Impairment is a factor in 56 percent of traffic deaths in Portland. To address this, the city:

 Is working with taxis, rideshare services, and bar owners to reduce collisions caused by 

impairment through the Safe Ride Home program, which focuses on Portland’s downtown 

entertainment district and other identified hotspots where impairment-related crashes are 

concentrated. 

 Adopted new guidelines for a later parking enforcement start time (10:00 a.m.) in new parking 

districts to encourage impaired drivers to leave their car overnight—without having to worry 

about getting a parking ticket or being towed.

Speed

Speed is a factor in nearly half (47 percent) of Portland’s traffic deaths, and PBOT has been 

working with the Oregon Department of Transportation to explore innovative ways to reduce 

speed limits on city streets, such as:

 Portland’s Vision Zero Action Plan calls for installing speed safety cameras on four High Crash 

Network streets as part of a 2-year pilot and expanding the program over time.

 Since fall 2016, cameras have been installed on all four corridors. In the first 30 days after 

installation, top-end speeding decreased by an impressive 93 percent, 91 percent, and 71 

percent respectively on three of the corridors. Data on the impact on top-end speed for the 

fourth corridor is not yet available. 

Education and Enforcement

 The Vision Zero task force launched a multi-media education campaign in spring 2018 that 

focused on the human impact of speed. The team launched the campaign in conjunction with 

Portland’s initiative to reduce residential speeds from 25 to 20 MPH.

 Portland increased access to traffic schools by offering a safety education class in lieu of paying 

a traffic citation issued through speed or red light running cameras for a driver’s first offense.

 Enforcement will focus on behaviors that contribute to fatal and serious injury crashes. 

Portland Police Bureau is tracking distribution of Vision Zero enforcement actions and 

types of citations issued as well as working to track enforcement data to ensure that its 

commitment to Vision Zero does not result in racial profiling. 

 The city plans to install safety measures on fleet vehicles including sideguards, mirrors, and 

educational messaging on heavy trucks. 

Community Engagement 

 Portland’s Vision Zero task force created Street Teams comprising PBOT staff and community 

volunteers to conduct education and outreach activities in communities along the High Crash 

Network.

 Vision Zero task force is partnering with existing programs like Safe Routes to School to 

broaden its reach. 

 PBOT is exploring a community grant program to support community efforts to improve 

dangerous streets in neighborhoods.

 PBOT releases annual reports on its Vision Zero programs to share with stakeholders. 

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Early Successes

Portland adopted its Vision Zero Action Plan in December 2016. From the start, public and political 

support for Vision Zero has been strong, and subsequently the Portland City Council recently 

voted to fund Vision Zero as an ongoing budget item.

 One early success story was the fast tracking of the Southeast Division Street redesign in 

response to two pedestrian fatalities. 

 Southeast Division Street is a 4.5 mile road stretching from East Portland to the east city limits. 

It is in a diverse area of new immigrants. 

 On December 7, 2016, two people walking across Division Street were killed within 2 miles and 

2 hours of each other. 

 In response, the Portland City Council appropriated $300,000 to implement multicultural, 

multilingual outreach and supplement existing appropriations for the already underway 

Southeast Division Street redesign, which is partially funded by FHWA’s Highway Safety 

Improvement Program. 

 The redesign includes a landscaped median, limited left turns, a buffered bike lane, enhanced 

bus transit, and additional crosswalks. 

 The city also passed an emergency speed ordinance to drop the speed limit from 35 to 30 MPH 

and installed speed safety cameras. 

 The city’s swift action in response to these tragic deaths would not have been possible without 

the Vision Zero framework. 

Vision Zero in Portland

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