Here's what Phoenix is doing to make its deadly roadways safer

Arizona ranks as the fifth deadliest state for pedestrians in the United States.

The state has a pedestrian fatality rate of 2.91 for every 100,000 people as of 2019, according to the National Highway Traffic Safety Administration, with the next highest being South Carolina, Delaware, Florida and New Mexico.

In an attempt to make its streets safer for pedestrians, Phoenix began installing “High-Intensity Activated CrossWalks,” commonly referred to as HAWKs, which include increased signage and traffic lights signaling drivers to slow down and stop for pedestrians wishing to cross the street.

The Republic recently checked in with city transportation officials to see whether HAWK crosswalks have made a difference.

Why crossing the street is dangerous in Phoenix

A 2019 analysis by The Arizona Republic showed that nearly none of the intersections at which the city installed HAWKs had high fatality rates. Officials at the time said factors such as funding issues slowed safety upgrades at high-crash areas, with some projects pushed to 2022.

Look both ways:Here are the 12 deadliest places for Phoenix pedestrians

Data from the Arizona Department of Transportation shows most pedestrian fatalities occur in metro Phoenix. And while that might not be a surprise given nearly 4.5 million of Arizona’s roughly 7 million population reside in Maricopa County, the state’s pedestrian fatality rate exceeds the vast majority of the country.

Add to that, a study by the AAA Foundation for Traffic Safety, found pedestrian fatalities in the U.S. increased by 53% between 2009 and 2018 after a three-decade period of decreases.

The study also states that practically all the increased fatalities occurred within urban areas.

HAWKs installed, few at dangerous intersections

Gregg Bach, a spokesperson for Phoenix’s street transportation department, told The Republic that the city has installed 75 HAWKs since 2009, with 28 of those installed after The Republic’s 2019 analysis. 

The city activated HAWKs at some of the deadly intersections mentioned in The Republic's 2019 analysis, such as near Seventh Avenue and Buckeye Road. Bach said a new HAWK was activated Feb. 22 on McDowell Road between 40th and 43rd streets — where five pedestrians were killed between 2010 and 2017.

Phoenix made plans to install HAWK crossings near six of the 12 deadly intersections The Republic identified by 2022:

• 27th Avenue north of Bethany Home Road
• McDowell Road, from 40th to 43rd street
• Seventh Avenue near Buckeye Road
• Indian School Road, from 19th to 23rd avenues
• Thomas Road, from Central Avenue to Third Street
• Indian School Road, from Seventh to 12th streets

All have been installed except in the area of Indian School Road from Seventh to 12th streets.

Yet other deadly intersections mentioned in The Republic's analysis — such as the area of 12th Street and Northern Avenue or 19th Avenue and Camelback Road — still lack a HAWK installation.

Bach said the city is working on a “Road Safety Action Plan” that will update how the city evaluates traffic safety issues and the solutions it implements. The city surveyed the public for its input on future safety measures between November 2021 through February 2022 and plan use the feedback along with crash data analysis to finalize the plan by this winter.

The Phoenix City Council voted Jan. 25 to incorporate a strategy originating from the nonprofit Vision Zero Network that aims to prevent all traffic fatalities and serious injuries. Once set in motion, part of the plan could include identifying areas that would benefit the most from a HAWK crossing. 

Alyssa Ryan, an assistant professor of transportation engineering at the University of Arizona with a doctorate in civil engineering, told The Republic that HAWKs are extremely effective at reducing fatalities and serious injuries for pedestrians compared to marked crosswalks that are away from traffic signals.

“They have a really high yielding rate,” Ryan said. “So they really do work in terms of essentially telling drivers they absolutely need to slow down.”

Ryan said HAWK crossings reduce pedestrian crashes by at least 50% and work especially well in roadways with multiple lanes and a speed limit exceeding 30 miles per hour. Ryan said it can also help if a median is installed for particularly wide streets that would otherwise take a pedestrian a long time to completely cross.

She added HAWKs were first introduced to the U.S., in Tucson, in 2000 and have since been implemented in other cities across the U.S.  

According to a 2010 report from the Federal Highway Administration, there was a 29% decrease in total crashes and a 69% reduction in pedestrian crashes in Tucson after the HAWK crossings were activated based on traffic data the city of Tucson provided.

Ryan said HAWK crossings aren’t nearly as effective as intersections with traffic signals while noting that running a red light has more risk of injury or death for drivers as there’s a chance another vehicle will strike them.

HAWKs don’t typically possess the same element of danger to the driver should they ignore it, as drivers are rarely — if ever — injured after striking a pedestrian or cyclist.

Midblock crossings are often deadly

While HAWK crossings have proven effective at lowering pedestrian fatalities, Ryan said they don't resolve every issue that stems from U.S. cities whose roadways were often designed to be more convenient for motorists over pedestrians.

“We do need to put in more (HAWK) midblock crossings," Ryan said. “Now, is this the best way to design a city? No. I don’t think so. But we already have built it, so we have to kind of make do with the money we have in the redesign.”

Phoenix’s major thoroughfares, such as Camelback and Indian School roads, have crosswalks in intersections, but large sections lack a marked crosswalk — much less a HAWK — outside of intersections

Ryan said that long distances between legal crossings can entice pedestrians to cross midblock, which is where most pedestrian fatalities occur, and many underestimate how high of a risk they’re taking.

“People usually aren’t good at recognizing their level of safety or really recognizing how visible they are in the evening or even midday how much drivers are paying attention which is really lower than ever anymore because of current distraction rates,” Ryan said.

However, Ryan said she understands why some could decide to cross midblock — no matter the danger — if the legal way to reach their destination is extremely arduous.

The National Highway Traffic Safety Administration recommends pedestrians walk on the sidewalk if one is available, walk facing traffic and, if a marked crosswalk or intersection isn’t available, to find a well-lit area with a clear view of traffic before considering to cross.

Even if a pedestrian crossing midblock is illegal, Ryan said the onus is on the driver to be aware of their surroundings and do their best to avoid a potentially fatal collision.

"I think some drivers get frustrated when people cross midblock — and understandably because it's a stressful situation," Ryan said. "But you as the driver still have to fully stop for that person even if you know that you technically might have the right of way if they weren't being illegal in that situation by crossing."

Reach the reporter Perry Vandell at 602-444-2474 or perry.vandell@gannett.com. Follow him on Twitter @PerryVandell.

Support local journalism. Subscribe to azcentral.com today.