Pedestrian and Bicycle Safety Overview
Updated January 2008
 Many people engage in walking, running and bicycling to maintain physical fitness and a healthy lifestyle. For many pedestrians and bicyclists, safety is a major concern. During 2002, 4,808 pedestrians were killed and 71,000 were injured in motor vehicle crashes. During the past decade, pedestrian fatalities have declined by 13 percent. This decrease can be attributed to pedestrian-area safety improvements as well as to state laws.
Segway and other Motorized Scooters
Legislation regarding Segway scooters was considered in nearly every state during the 2002 legislative sessions. A handful of states considered such legislation in 2003. The purpose of this legislation is to allow the use of Segway scooters on pedestrian walkways and bike paths.
The Segway Human Transporter can travel at speeds of up to 12 miles per hour. The transporters use technology to imitate balance and movement. For example, when the rider moves forward the Segway moves forward. Segways are designed to travel along sidewalks and other pedestrian areas. Many state laws prohibited the use of pedestrian walkways and bike paths by motorized vehicles and scooters.
Thirty-three states allow the use of Segway scooters on public streets. The laws define Segways as “electric personal assistive mobility devices” (EPAMD) and provide an exemption from existing laws for these devices. Some states have set a minimum age for operating a Segway scooter, while others have passed laws requiring riders to wear helmets. Hawaii, Oregon and Rhode Island passed legislation relating to Segway scooters in 2003. The Hawaii Legislature enacted a law requiring Segway operators to be age 16 or older, wear reflective devices after sunset, yield to pedestrians and travel no faster than eight miles per hour. Oregon SB 787 defines “electric personal assistive mobility device” and allows for operation of the scooters on bicycle lanes, paths, sidewalks and highways. In Rhode Island, legislation was passed to eliminate the requirement that the devices could be used only by governmental or law enforcement agencies.
At the end of September 2003, about 6,000 Segway scooters were recalled. The voluntary recall was issued because some scooters stop suddenly and cause riders to fall off. The popularity of foot-propelled lightweight scooters has grown during the past few years. As these devices become more popular injuries related to their use also have increased. According to the Consumer Product Safety Commission, more than 40,000 scooter-related injuries are treated in emergency rooms each year. Today, many children are trading their foot-propelled scooters for motorized scooters. These motorized scooters are similar in design to the foot-propelled model. The rider stands and holds onto handlebars. A motor is attached to the back of the scooter. Many communities are struggling with ways to regulate the use of these scooters for noise and safety reasons.
 Several states have considered legislation regarding both the motorized and non-motorized versions of these scooters. Most of these bills define motorized scooter and set regulations for their use, including helmet requirements, minimum age requirements and where the scooters can be operated. Some local governments have passed ordinances relating to their use, since most state laws do not specifically regulate these types of scooters. About a dozen states have considered bills during the past few legislative sessions regarding motorized and non-motorized scooters. A bill in Mississippi to prohibit any motorized device from being operated on sidewalks was killed in committee. Most of the other scooter bills considered in 2003 were to require helmet use. As of October, none of the bills passed.
Walking to School
Hundreds of children are killed and thousands more are injured each year as they walk to school. In an effort to keep child pedestrians safe, many communities have turned to “Safe Routes to Schools” programs. These programs encourage parents, teachers, students, community leaders, state and local governments, and law enforcement agencies to work together to identify and establish safe pedestrian and bicycle routes to and from schools. The programs examine current traffic laws, speed limits, law enforcement and education programs and make changes where necessary. The ultimate goal of these programs is to increase walking and biking while maintaining safety.
California and Florida are two states that have passed legislation to formally create “Safe Routes to Schools” programs. The legislation establishes guidelines for the program and funding sources. The New Mexico Legislature enacted a “Safe Routes to Schools” bill in 2003. The new law requires the state Department of Transportation to “ … work with state pedestrian and bicycle coordinators, school districts, parents, teachers, students and law enforcement agencies to develop innovative programs and initiatives to create safe routes to schools.”
State legislatures have played a key role in reducing the number of bicyclist fatalities and injuries. During the last decade, the number of bicycle fatalities has decreased by almost 10 percent. In 2002, 662 bicyclists were killed and 48,000 were injured in traffic crashes. One age group that is especially affected by bicycle safety is children. Bicycles are responsible for more injuries to children than any other product besides the car, according to the National SAFE KIDS Campaign. The rate of bicycle-related injuries in highest for children between the ages of 5 and 15. Thousands of children are treated in emergency rooms for bicycle injuries each year.
Bicycle Safety
One of the most effective ways to protect bicyclists from fatalities and injuries is through helmet use. Helmets are 85 percent to 88 percent effective in reducing head and brain injuries in all types of bicycle crashes. The American Association of Pediatrics recommends that all cyclists wear helmets. Despite the proven success of helmets, only 25 percent of riders wear protective headgear. Mandatory helmet laws have been shown to increase helmet use and decrease fatalities and injuries. Most helmet laws are geared toward specific age groups. After a helmet use law was passed in New York, the annual rate of hospitalization for bicycle-related traumatic head injuries decreased by more than half.
During the 2003 legislative sessions, 10 states considered bills relating to helmet use for bicyclists. The New Mexico Legislature passed a bill that will require the state Department of Health to study the costs and benefits of passing legislation to require minors to wear helmets while participating in snow sports, riding motorcycles, all-terrain vehicles or bicycles.
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