PBOT outlines how small safety projects are chosen as community groups push Sheridan Street redesign

Portland Bureau of Transportation officials on Sept. 8 told the Transportation and Infrastructure Committee how they intake and prioritize small traffic-safety requests, and local residents presented two neighborhood-driven projects they say illustrate the process.

PBOT Director Melissa Williams said staff receive about 3,000 traffic-related requests a year through 3-1-1; roughly 900 of those merit a formal traffic investigation by PBOT engineers. Supervising engineer Will Tabahonda said investigations assess site conditions, collision records, visibility and vulnerable-user presence. Small fixes that cost under about $5,000 — such as upgraded crosswalk markings or a stop sign — can be delivered by PBOT maintenance crews. More complex “quick build” projects (roughly $5,000 to $1 million) are put on reference lists and matched to specific funding sources.

“Some concerns are closed out with no further action,” Tabahonda said. He said PBOT is addressing incoming requests while working through a backlog of approximately 1,500 pending items from prior years.

Funding constraints shape what PBOT can deliver. Williams said general transportation revenue previously used for quick-build work has largely been eliminated; current quick-build funding comes mainly from Fixing Our Streets, the 10-cent local gas tax and the Portland Clean Energy Fund. That narrower funding mix, Williams said, forces staff to match projects to funding criteria rather than prioritize strictly by need.

Community speakers offered two examples. Representatives of the International School of Portland and partner organizations presented a “Reimagining Sheridan Street” concept developed through a Better Block / PSU partnership. The proposal includes continuous sidewalks, marked crosswalks, stop signs and advisory bike lanes to connect downtown and South Waterfront and to make the school zone safer. Ryan Meehan, an ISP parent and volunteer, said PSU students produced the 30% traffic-control design and PBOT staff provided data and technical support.

OHSU’s Michael Harrison said the hospital supports the Sheridan concept because safer pedestrian and bike connections would help staff commuting without increasing parking demand. “Parking alone can’t address the magnitude of the challenge,” Harrison said, adding that OHSU would discuss internal measures further with PBOT.

A second community example showed a neighborhood-driven four-way stop installation at Southeast Reed College Place and Rex across from Dunaway School. A short video presented by Councilor Green’s office showed neighbors celebrating newly installed stop signs; staff later confirmed the work cost about $5,000. Christian Akinyaga, Green’s policy coordinator, said the council office used $75,000 in rollover funds to support small neighborhood safety projects and to move several proposals forward.

PBOT staff emphasized partnership tools such as community event permits, trial demonstration permits and street-painting permits that allow community-led pilot projects in the right of way; the bureau also said it lacks sufficient staffing and material funding to scale those partnerships quickly.

Why it matters: Small-scale traffic changes are the primary vehicle for addressing day-to-day safety concerns in neighborhoods. PBOT officials warned that limited funding and staffing have created a backlog and that additional resources would significantly reduce response times.

What’s next: Councilors asked PBOT for options to increase capacity and to return with resource ideas; Councilor Clark noted a December deadline for PBOT to present potential funding solutions.