How Vulnerable Are Bicyclists and Pedestrians in Missouri?

There are ample resources reporting on the number of motor vehicle accidents and fatalities in Missouri every year. The numbers are alarming and sad, especially since so many motor vehicle accidents can be avoided by drivers simply driving more responsibly and being less distracted.

Less frequently reported but equally tragic are the statistics on the fatalities of bicyclists and pedestrians, referred to as non-motorist vulnerable road users (“VRU”s). For example, in Missouri, between 2019 and 2023, there were 693 non-motorist VRU fatalities. Of those, 618 were pedestrians and 75 were bicyclists. In 2023 alone, Missouri had 129 pedestrian deaths and 15 bicycle deaths. This is an 89% increase in Missouri pedestrian and bicyclist fatalities since 2014.

Continue reading here to learn just how vulnerable you are to bicycle and pedestrian crashes in Missouri. In fact, the intersection at Prospect Avenue and East 31^st Street, right here in Kansas City—less than five miles from the office of the personal injury lawyers at Foster Wallace, LLC—has produced more bicycle and pedestrian crashes than any other intersection in the state.

If you are injured in an accident while walking, riding your bike, or changing a flat tire anywhere in Missouri, particularly in the Kansas City Metropolitan area, call the bicycle and pedestrian accident lawyers at Foster Wallace, LLC. We are just around the corner and can help you immediately after any bicycle or pedestrian accident.

How Safe Is Missouri for Bicyclists and Pedestrians? 

To help combat the tragic statistics for bicyclists and pedestrians in Missouri, and in every state, the federal Bipartisan Infrastructure Law, also known as the Infrastructure Investment and Jobs Act, requires every state to conduct a Vulnerable Road User Safety Assessment (VRUSA), in which each state Department of Transportation (“DOT”) must assess the causes and consequences of bicycle and pedestrian crashes in the State. The DOT must then provide a Strategic Highway Safety Plan for the State to improve the safety of VRUs, with a goal of zero fatalities by 2030.

The Vulnerable Road User Safety Assessment (VRUSA) for Missouri  

This article discusses the 2023 Vulnerable Road User Safety Assessments (VRUSAs) for Missouri and discusses the countermeasures recommended to combat the current issues for Bicyclists and pedestrians in Missouri.

What Are the Vulnerable Road User (VRU) Concerns in Missouri?

According to the Missouri DOT’s VRUSA, there are identifiable trends that occur in the State of Missouri that point to high vulnerability for certain bicyclists and pedestrians. For example:

• More than 80% of vehicle crashes in Missouri occur at urbanized intersections in communities of over 50,000 people;
• Qualified low-income neighborhoods experienced about 58% of all crashes involving bicyclists or pedestrians;
• Kansas City, St. Louis, and Springfield, which are the major metropolitan hubs in the state, account for 70% of all VRU crashes and 75% of all VRU crashes involving a fatality;
• Around 35% of VRU crashes in metropolitan areas occurred within 200 feet of a transit stop or station;
• At intersections, 46.5% of fatal VRU crashes occurred at night in lighted locations; only 20.9% of fatal VRU crashes occurred in unlit locations; and 
• 54% of the fatal VRU crashes that occurred on stretches of road between intersections occurred in unlit locations.

With these trends in mind, the Missouri DOT identified problem areas that need improvement in Missouri, such as:

• Policy changes;
• Increased funding; and
• Small-scale infrastructure changes.

What Are the Vulnerable Road User (VRU) Countermeasures that Are Possible in Missouri?

The DOT recommends two primary areas of improvement that require VRU countermeasures: roadway segments and intersections. Some of the low-cost infrastructure countermeasures suggested in the Missouri VRUSA as possible options include:

• Roadway Segment Countermeasures 

• • Rectangular Rapid Flashing Beacons (RRFBs). RRFBs have two rectangular yellow lights placed below a crossing sign that flash in an irregular pattern to warn that there is a VRU crossing. They are used in multilane crossings where the speed limit is less than 40 mph. It is estimated that use of RRFBs will result in a 47% reduction in pedestrian crashes.
  • Pedestrian Hybrid Beacons (PHBs). PHBs are also known as the high-intensity activated crosswalk (HAWK) beacon. They have two red lenses over a single yellow lens that light up and flash when activated by a VRU. PHBs have the potential to reduce pedestrian crashes by 69%.  
  • Narrower Travel Lanes (Lane Diets).  Narrowing lane width from 12 feet down to as little as 9 feet has the potential to:
    • Reduce the distances pedestrians have to cross; and
    • Provide space for additional countermeasures such as wider sidewalks, buffer spaces, and bike lanes.

Because narrower lanes could also impact larger vehicles, their safety effects on reducing pedestrian crashes is estimated to be between 24% and 55% when supplemented by a center left-turn lane.

• • Road Diets.  A road diet or “road conversion” is a reduction in the number of traffic lanes. For example, a road with four lanes may be converted to a road with two through lanes and a two-way center turning lane. This may reduce traffic speed and expand buffer space for bicyclists and pedestrians.
  • Raised Medians and Median Islands.  Raised medians and median islands (also called center islands, refuge islands, or pedestrian islands) are raised areas that separate multilane vehicles and provide VRUs a landing area between two directions of traffic, thereby reducing the points of conflict in a pedestrian’s crossing path. They are typically used for high-speed, high-volume areas.
  • Raised crosswalks. Raised crosswalks can be used at intersections or mid-block locations. Raised crosswalks are effective for slowing traffic and enhancing VRU visibility. They are typically used in residential areas.
  • High Visibility Crosswalks.  Crosswalks marked with ladder or bar patterns or wider lines are more visible to drivers who are more likely to yield to VRUs. They are used in school zones in every jurisdiction but are also effective in areas of high volume VRUs and high-speed areas.   
  • Enhanced Illumination at Crossings.  Specific lighting for VRU safety is used in the area approaching a crosswalk and on the crosswalk itself and is often used in conjunction with beacons.
  • Automated VRU Detection.  Automated VRU detection eliminates the need for a VRU to push a button to cross. It also can extend the crossing phase for slower VRUs. Because this technology is relatively new in the United States, there is limited data reported on its reliability and effectiveness.

• Intersection Countermeasures
   
  • VRU Refuge Islands.  Refuge islands, also known as center islands or pedestrian islands, can be used at intersections or at midblock. They are reported to reduce pedestrian crashes by up to 33%.   
  • Advance Stop/Yield Bar and Signs.  Advanced markings and signs provide a buffer space to allow drivers to see VRUs in the crosswalk. There is usually no parking allowed between the advanced markings and the crosswalk.  
  • In-Roadway “Yield to Pedestrian” Signs.  The “Yield to Pedestrian” signs are placed at a crosswalk or median island. There is little data about their effectiveness in reducing accidents, and signs are often damaged given their location between traffic lanes.
  • Pedestrian Warning Signs.  Pedestrian-crossing warning signs can be used where pedestrians may cross without assigned crosswalks. They often are used near schools and bus stops and are used in conjunction with other countermeasures.
  • Parking Restrictions. Parking restrictions avoid visibility issues for VRUs and drivers. They often are used in conjunction with physical barriers.
  • Reduced Curb Radii.  Reducing the radius of a curb creates a sharper turn and a reduction in vehicle speed. It also gives VRUs more space. However, smaller curbs can create difficulties for larger vehicles, which may encroach upon the curb when turning.
  • Curb extensions/Bulb-Out. Curb extensions (also called “bulb-outs” and “neck-downs”) extend the curb into the street, which shortens the crossing distance for VRUs. Because curb extensions are elevated, VRUs are more visible. Curb extensions also slow traffic, which reduces crashes. Curb extensions are often used in conjunction with other countermeasures in urban areas where there is high VRU traffic.
  • Leading pedestrian interval (LPI). An LPI is the time given to VRUs before the onset of the time authorizing parallel vehicles to move. This allows VRUs to establish their presence in front of parallel motorists.  LPIs can be effective to combat aggressive drivers and in areas with low VRU traffic producing less driver attention.
  • Pedestrian countdown timers. Pedestrian countdown timers indicate remaining crossing time to VRUs. The timers help VRUs to assess whether there is sufficient time to cross an intersection, which is especially helpful to slower VRUs, the elderly, and adults with small children. There appears to be no negative effects of countdown timers on motorist behavior.
  • No Right Turn on Red. Prohibiting “right turns on red (RTOR)” reduces accidents where motorists fail to yield to VRUs because of attention given to vehicles approaching from the left or when moving onto the crosswalk to take advantage of traffic gaps to turn right. Researchers estimate a small percentage of RTOR crashes at intersections, however.
  • Crosswalk Lighting. Crosswalk lighting makes VRUs more visible during nighttime and low-visibility conditions. Lighting in commercial areas, as well as street and building lights, enhance crosswalk lighting effectiveness.  

How Can Missouri Keep Bicyclists and Pedestrians Safer? 

Although the Missouri DOT adequately identifies the most dangerous streets and intersections for bicyclists and pedestrians, Missouri remains one of only a few states without a statewide active transportation plan for VRUs. Without a comprehensive and cohesive plan implemented across the state, countermeasures targeted solely on high-volume or high-impact VRU areas will not effectively protect all VRUs throughout the state, and Missouri will continue to rank as one of the least bicycle-friendly states in the United States with the most room for improvement.

Continuing efforts by the Missouri DOT to improve and expand its annual VRUSA and implement state-wide countermeasures like the ones described in this article offer hope for less vulnerability and greater protection for bicyclists and pedestrians in Missouri.

A Kansas City Bicycle and Pedestrian Accident Attorney Can Help

Everyone becomes a vulnerable road user (VRU) at one time or another. If you or someone you love has been injured in a bicycle or pedestrian accident in Missouri, call the award-winning bicycle and pedestrian accident attorneys at Foster Wallace, LLC.

The legal team at Foster Wallace, LLC, understands how vulnerable every bicyclist and pedestrian is when traveling our great Missouri roads, especially those right here in downtown Kansas City. If you need assistance after a bicycle or pedestrian accident, the lawyers at Foster Wallace, LLC, will help you obtain compensation for your injuries. Call us today at 816-320-6979 for a free consultation.