Text Size:   A+ A- A   •   Text Only
Site Image

Bicycle and Pedestrian Safety Implementation Plan



Implementation Plans, Oregon continued to address the key Infrastructure Safety Emphasis Areas listed in the Transportation Safety Action Plan (TSAP) and developed a plan (2014) to provide a systemic approach to reducing pedestrian and bicycle risks and crashes in Oregon. 

The Pedestrian and Bicycle Safety Implementation Plan focuses on a combination of two network screening methods: one that relies on a crash-based systemic safety planning process like used in the Roadway Departure and Intersection Safety Plans and one that relies on a risk-based systemic safety planning process based on roadway characteristics that have contributed to pedestrian and bicycle crashes over the study period. The frequency-based screening method prioritizes state and non-state roadway corridors. The risk-based screening method was completed because pedestrian and bicycle crashes are more rare and sporadic, compared to motorized vehicle crashes, making it more difficult to identify crash patterns. The risk-based screening method only provides a prioritized list of state highway corridors. This is primarily due to the limited availability of consistent inventory data of roadway characteristics of local roads.

Unlike the other focus-area plans which attach recommended countermeasures to specific roadway segments or locations that met specific crash thresholds, the Bicycle and Pedestrian Safety Implementation Plan instead includes a list of candidate priority locations based on an objective analysis and then provides a toolbox of countermeasures from which to choose from. This allows for ODOT and local agencies to apply engineering judgment and contextual knowledge to identify the most effective countermeasure(s) for a particular corridor. 

The risk-based method includes the following factors for either pedestrian and/or bicycle users:  posted speed, number of lanes, presence of bicycle facilities, number of driveways, presence of transit stops, occurrence of pedestrian or bicycle crashes, annual average daily traffic and the presence of signalized intersections or pedestrian activated systems. As stated before, the risk-based method of this plan is admittedly limited by the availability of data for the roadway network.  While the risk of serious pedestrian crashes is likely related to factors such as pedestrian volume, pedestrian age, and volume of turning vehicles, those factors are not included in the method because the data is not available across the roadway network.     

A separate web page contains a listing of some Low-Cost Safety Countermeasures that can be implemented using a systemic approach. These countermeasure lists support all three of the Implementation Plans for roadway departure safety, intersection safety and pedestrian and bicycle safety.

Back to Top

Implementation Plan

A Statewide Solicitation Memo for Safety Projects Supporting the Intersection Safety Initiative is under development.​

Back to Top