That quick right turn on red Portland drivers love to sneak in could soon be off-limits at roughly 200 intersections. The City Council's Public Works Committee has signed off on an ordinance and sent it to the full council, putting a large-scale "No Turn On Red" rollout on the table. City leaders say the move is a direct response to a series of recent, high-profile crashes that have put intersection safety under the microscope as part of Portland's Vision Zero effort.
Council motion zeros in on high-crash streets
The ordinance, introduced by Councilor Loretta Smith and Councilor Tiffany Koyama Lane, instructs the Portland Bureau of Transportation to focus on the city's High Crash Network. PBOT is directed to evaluate signalized intersections on those streets and rank locations that already have pedestrian head starts, protected bike facilities, heavy foot traffic or a track record of turning-related crashes. The measure also requires PBOT to deliver a written implementation plan within 90 days that lists proposed locations, estimated costs, possible funding sources and a public outreach strategy, according to the City of Portland.
Smith calls it an "incremental, proven strategy"
Councilor Loretta Smith told KATU that on the city's busiest corridors "these outdated rules have exacted a deadly toll on our most vulnerable road users." She pointed to research indicating that banning right turns on red can cut certain types of intersection crashes by about 9 percent. KATU also reported an early estimate suggesting that posting new signs at roughly 200 intersections could run about $800,000, while a smaller 30-intersection pilot would cost just over $100,000.
Costs and enforcement in the fine print
City background materials put the price of materials, signage, poles and labor at roughly $700 to $800 per intersection. On paper, that translates to an estimated $140,000 to $160,000 for an initial 200-intersection rollout, rather than the higher total cited elsewhere. The ordinance tells PBOT to take an education-first approach for the first 30 days after new signs go up, then notes that violations may be enforced as traffic offenses under state law and City Code after that grace period. It also calls for PBOT to deliver a follow-up report to the Council within 12 months of the first phase, according to the City of Portland.
Vision Zero meets City Hall budget drama
The proposal plugs directly into PBOT's Vision Zero push. Advocates and the bureau point to recent safety work, including targeted no-turn-on-red installations and other intersection changes, as part of the reason traffic deaths have declined, according to BikePortland. At the same time, the idea arrives in the middle of tense budget talks and competing plans at City Hall over how to pay for frontline services and safety programs, a political fight that could shape how quickly PBOT finds money for a broader rollout, as reported by Willamette Week.
What happens if the council signs off
The ordinance now heads to the full City Council. If it is adopted, PBOT will be expected to bring back a detailed implementation plan within weeks and start hanging signs at the highest-risk corridors first. The rollout is set to include public education and a short grace period before drivers start getting tickets, and PBOT will track compliance and crash data to report back to the Council on what the changes are doing for safety. Portlanders who walk, bike or drive can expect targeted signage and outreach in neighborhoods that rise to the top of the priority list.
