SB2470 SD2

SECTION 1. The legislature finds that pedestrian safety is a top transportation priority. However, between the periods from 2009 to 2013 and 2014 to 2018, pedestrian fatalities across the State rose by thirty-eight per cent. The year 2025 was a particularly dangerous year for pedestrians with thirty-seven pedestrian fatalities in traffic accidents, the second highest death toll recorded since 2003 and a one hundred sixty-eight per cent increase over 2023 numbers.

The legislature further finds that decades of automobile‑centric planning and development have created formidable mobility barriers, including the lack of safe and accessible pedestrian infrastructure. As part of the settlement agreement under Navahine v. Hawaii Department of Transportation, the State committed to completing its multimodal transit, bicycle, and pedestrian network by 2030.

The legislature further finds that many localities have been using leading pedestrian intervals to decrease the likelihood of pedestrian fatalities. A leading pedestrian interval gives pedestrians the opportunity to enter the crosswalk at an intersection three to seven seconds before vehicles are given a green indication in the same direction of travel; thus, pedestrians can better establish their presence in the intersection and reinforce their right-of-way over turning vehicles. The Federal Highway Administration lists leading pedestrian intervals as one of its proven safety countermeasures, citing a 2018 study that noted a thirteen per cent decrease in pedestrian-vehicle conflicts at intersections that installed them.

The legislature further finds that accessibility is a critical component of pedestrian safety. To ensure equitable access for individuals who are blind or have low vision, intersections with leading pedestrian intervals should also include accessible pedestrian signals. Accessible pedestrian signals provide audible and tactile cues that convey the same information as visual pedestrian signals, allowing all pedestrians to cross safely and independently. Both leading pedestrian intervals and accessible pedestrian signals are low cost solutions to improve pedestrian safety and inclusivity. As such, these tools are included in federal guidance and have become standard practice in cities around the globe.

The purpose of this Act is to:

(1) Allow the department of transportation to evaluate an intersection for the installation of a leading pedestrian interval and accessible pedestrian signal upon the first placement or replacement of a state‑owned pedestrian signal head;

(2) Ensure that accessible pedestrian signals are installed at intersections where leading pedestrian intervals are already installed;

(3) Require that additional safety improvements, including "No Turn on Red" signs, are implemented as necessary where leading pedestrian intervals and accessible pedestrian signals are installed;

(4) Require the department of transportation to evaluate not fewer than twenty-five existing intersections with pedestrian signal heads on an annual basis until each intersection with a pedestrian signal head showing a pedestrian crash within the last five years has been evaluated; and

(5) Require the department of transportation, in coordination with the counties, to establish a program through which pedestrians and community members may request the installation of accessible pedestrian signals at specific intersections.

SECTION 2. Chapter 291C, Hawaii Revised Statutes, is amended by adding a new section to be appropriately designated and to read as follows:

"§291C- Pedestrian signal head; leading pedestrian interval; evaluation; accessible pedestrian signal. (a) Upon the first placement or replacement of a state-owned or operated pedestrian signal head, the department may evaluate the intersection for installation with a leading pedestrian interval and an accessible pedestrian signal based on data-driven criteria, including crash history, pedestrian volume, and operational feasibility.

(b) At intersections where leading pedestrian intervals are already installed, accessible pedestrian signals shall also be installed to accommodate pedestrians who are blind or have low vision.

(c) As necessary, where leading pedestrian intervals and accessible pedestrian signals are installed, the department of transportation shall implement additional safety improvements which shall include posting "No Turn on Red" signs, improving crosswalk visibility, or other countermeasures to reduce pedestrian‑vehicle conflicts.

(d) The department of transportation shall evaluate not fewer than twenty-five existing intersections with a pedestrian signal head on an annual basis for the potential installation of leading pedestrian intervals until each intersection with a pedestrian signal head that shows a pedestrian crash within the last five years has been evaluated.

(e) In coordination with the counties, the department of transportation shall develop and maintain a program that allows pedestrians and community members to request the installation of accessible pedestrian signals at specific intersections. The department shall establish clear criteria and a transparent process for evaluating and prioritizing the requests based on pedestrian demand, proximity to schools and transit, and safety considerations.

(f) For the purposes of this section:

"Accessible pedestrian signal" means a device with a detector that provides pedestrian-control signals in nonvisual formats, including audible tones, speech messages, and vibrotactile surfaces.

"Leading pedestrian interval" means the three to seven second visual display of the pedestrian-control signal permitting a pedestrian to walk while the steady red traffic‑control signal continues to be visually displayed.

"Pedestrian signal head" means a device for visually displaying pedestrian-control signals."

SECTION 3. There is appropriated out of the state highway fund the sum of $ or so much thereof as may be necessary for fiscal year 2026-2027 for the department of transportation to evaluate intersections for the potential installation of state-owned or operated pedestrian signal heads with leading pedestrian intervals and accessible pedestrian signals upon first placement or replacement, and for associated improvements to pedestrian safety where applicable.

The sum appropriated shall be expended by the department of transportation for the purposes of this Act.

SECTION 4. New statutory material is underscored.

SECTION 5. This Act shall take effect on July 1, 2050.

Report Title:

DOT; Pedestrian Safety; Leading Pedestrian Interval; Accessible Pedestrian Signal; Evaluation; Request Program; Appropriation

Description:

Authorizes the Department of Transportation to evaluate an intersection for the installation of a leading pedestrian interval and accessible pedestrian signal upon the first placement or replacement of a state-owned pedestrian signal head. Requires the Department of Transportation to evaluate not fewer than 25 existing intersections with pedestrian signal heads on an annual basis until each intersection with a pedestrian signal head showing a pedestrian crash within the last 5 years has been evaluated. Ensures that accessible pedestrian signals are installed at intersections where leading pedestrian intervals are already installed. Requires that additional safety improvements are implemented as necessary where leading pedestrian intervals and accessible pedestrian signals are installed. Requires the Department of Transportation, in coordination with the counties, to develop a program that allows pedestrians and community members to request the installation of accessible pedestrian signals at specific intersections. Appropriates moneys from the state highway fund. Effective 7/1/2050. (SD2)

The summary description of legislation appearing on this page is for informational purposes only and is not legislation or evidence of legislative intent.

THE SENATE	S.B. NO.	2470
THIRTY-THIRD LEGISLATURE, 2026		S.D. 2
STATE OF HAWAII