In the heart of Portland, an intersection has become a symbol of the city's struggle with pedestrian safety. This isn't just any intersection; it's a place where the city's commitment to Vision Zero, its ambitious goal to eliminate pedestrian deaths, is being tested. The Franklin Street and Marginal Way intersection, dubbed 'Portland's purgatory' by Myles Smith, the chair of the city's bicycle and pedestrian advisory committee, is a microcosm of the challenges facing the city. It's a place where the speed of cars and the complexity of the intersection design put pedestrians at risk, as evidenced by the tragic deaths of Diane Bell and Cynthia Karst.
What makes this intersection particularly dangerous is its design. The series of traffic lights in close proximity encourages higher speeds, and the presence of slip lanes and curved corners allows drivers to make right turns on red, further increasing the risk. This is not an isolated incident; Portland is more dangerous for pedestrians than Boston and New York City based on per capita deaths. The number of pedestrians seriously injured or killed in Portland in 2025 was a five-year high, highlighting the urgency of the situation.
The city has adopted a Vision Zero resolution and action plan, committing to a goal of eliminating pedestrian deaths. However, advocates argue that results are not coming fast enough. The advisory committee has taken issue with how police reports often place blame on the pedestrian and give deference to the driver. They have called for a crash response protocol that could implement low-cost safety fixes and more permanent solutions for unsafe street designs, and to clearly designate who at City Hall is accountable for Vision Zero results.
While the city has made some progress, such as increasing funding for bicycle and pedestrian transportation projects and pursuing state and federal funding to address other 'high-injury networks,' there is still much to be done. The city's capital plan for next year includes $5.62 million for bicycle and pedestrian transportation projects, an increase from $3.85 million this year. However, residents like Ben Culver, a cyclist who commutes most days from East Bayside to Rock Row in Westbrook, argue that cars always win in the battle for road design. He advocates for separate, prioritized infrastructure for pedestrians and bicycles that aren't roads.
In the meantime, the bicycle and pedestrian advisory committee has urged officials to pursue several changes this year, including creating a crash response protocol and clearly designating who at City Hall is accountable for Vision Zero results. They have also called for a '20 is plenty' effort to lower speed limits to 20 mph on all city-controlled streets. The city's efforts to address these issues are a step in the right direction, but the question remains: will they be enough to make Portland's streets safer for pedestrians and cyclists?
Personally, I think the city's commitment to Vision Zero is a positive step, but it needs to be accompanied by urgent action and bold solutions. The intersection at Franklin Street and Marginal Way is a stark reminder of the challenges facing the city, and it's up to officials to take the necessary steps to make Portland's streets safer for everyone.
