Direct the Portland Bureau of Transportation to evaluate and implement no turn on red restrictions at signalized intersections within the High Crash Network

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.

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.

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.

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; orOther 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.

Not applicable.