2026 "Safe streets start with YOU!" Contest - 1st Place Essay by Anushree Misra

Streets should be redesigned to prioritize Vulnerable Road Users (VRUs), particularly older pedestrians and individuals with disabilities because current transportation infrastructures expose these groups to disproportionate levels of risk. This disparity is largely a function of systems that place vehicle speed and throughput above human-scale movement. In order to ensure the safety of the most vulnerable users without disenfranchising motor traffic, planners should approach this redesign effort by minimizing traffic exposure time.

Vulnerable Road Users (VRUs) such as cyclists, pedestrians, and motorcyclists are more likely to suffer fatalities in traffic accidents than non-VRUs (NHTSA). However, certain subgroups among VRUs are even more at risk because they are disproportionately more likely to be injured or killed in traffic (Schwartz et al.; Wilmut et al.). In order to protect these groups without disenfranchising motor vehicles, city planners should redesign streets with the goal of minimizing exposure time and increasing visibility at key conflict points.

In this context, exposure time is the "amount of time pedestrians spend in or near traffic, which directly impacts their likelihood of encountering a potential crash" (Mussone et al.). This concept provides one measurable framework for addressing and ameliorating the issue of pedestrian-traffic conflict. Disabled and elderly pedestrians are extremely vulnerable at hostile conflict points like large intersections, in part because they are more likely to require extra time to finish crossing than crossing timers widely used in the United States allow. "Puffin crossings," which are implemented in the United Kingdom, are smart crosswalk systems that use sensors to adjust traffic light cycles in real time if they detect that a VRU is still crossing (Maxwell et al.). This solution is especially effective because it is dynamic: by reducing exposure time only when necessary, it is more efficient than static signal timing because motor vehicle disruptions are minimized while pedestrians remain safe. Additionally, these sensors can send real-time updates to authorities if unnatural weight is detected on crossings for extended periods to expedite responses to injuries, blockages, or other concerns in essential high-volume zones.

Visibility improvements also reduce uncertainty and potential conflict by allowing both VRUs and drivers to make informed decisions about their interactions with one another on the road or roadside, thereby shortening dangerous exposure time. A recent study from Madrid showed that features like trees, trash cans, and contour complexity were correlated with crashes involving older pedestrians because they obstructed visibility (Gálvez-Pérez et al.). Contour complexity refers to the intricate shapes and boundaries of transit structures that affect movement decisions. Another structural feature that supports visibility and VRU mobility needs is the Pedestrian Refuge Island (PRI), also known as a median island.

The main function of a PRI is to allow pedestrians to cross only one direction of traffic at a time (U.S. DOT). Beyond reducing exposure by lessening the types and volume of traffic a pedestrian must interact with at once, PRIs also provide a place for elderly and disabled VRUs to rest while crossing especially wide roads, which are riskier for all pedestrians. In particular, VRUs with chronic illnesses and intellectual or developmental disabilities can be easily overwhelmed in high-stress environments such as large intersections and may benefit from a place to briefly and safely recuperate, allowing them to remain vigilant and comfortable for the remainder of their crossing by reducing cognitive and physical strain.

Puffin crossings and PRIs should be implemented in the areas with the highest Levels of Traffic Stress (LTS) for pedestrians through municipal ordinances and, eventually, higher-level legislation. Cities should collect data to determine zone-by-zone LTS for different kinds of VRUs, preferably using street-level segmentation. One example is the recent Active Transportation Plan (ATP) by the City of Cupertino, which reports separate LTS heat maps for pedestrians and cyclists.

It should be noted that some legislation already exists to address concerns regarding exposure time and visibility. For example, AB 413 (commonly known as the "Daylighting Law") prevents cars from parking too close to pedestrian entry points into roads. The California Manual on Uniform Traffic Control Devices also mandates that crosswalk timings generally reflect a walking speed of 3.5 feet per second but may consider 2.8 feet per second. However, Puffin crossings still provide the added benefits outlined above that are not reflected in permanently set crosswalk timings, even if those timings are based on slower walking speeds. For this reason, legislation should be passed that incorporates these features in areas where they are needed most, based on LTS studies and potentially the demographic makeup of neighborhoods and microzones across urban environments. For example, disability- and elder-inclusive infrastructure could first be implemented near disability resource centers and senior centers, respectively. Ultimately, however, the goal should be to ensure inclusivity throughout entire cities.

By implementing dynamic systems that adapt to users' needs in real time, technologies such as Puffin crossings reduce exposure time only when necessary while optimizing traffic flow rather than restricting it. Design choices should also reflect real-world use cases by accommodating VRUs beyond signal timing through features such as PRIs. By treating exposure time as a primary design constraint, cities can move beyond generalized safety requirements that fail to account for the highest-risk segments of VRUs and instead achieve targeted, measurable reductions in pedestrian risk.

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