SB 2470: DOT; Pedestrian Safety; Leading Pedestrian Interval; Accessible Pedestrian Signal; Evaluation; Request Program; Appropriation
- Session Year: 2025-2026
- House: Senate
- Latest Version Date: 2026-03-27
Current Status:
Failed
(2026-04-16: Received notice of disagreement (Sen. Com. No. 710).)
Introduced
In Committee
First Chamber
In Committee
Second Chamber
Final Decking
Enacted
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 and authorizes the Department of Transportation to evaluate a certain number of 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 funds from the state highway fund. Effective 7/1/3000. (HD1)
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)
Allows 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 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. 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 funds. (SD1)
Requires the installation of leading pedestrian intervals, accessible pedestrian signals, and other safety improvements, as necessary, at state-owned or operated pedestrian signal heads. 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 funds.
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THE SENATE |
S.B. NO. |
2470 |
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THIRTY-THIRD LEGISLATURE, 2026 |
S.D. 2 |
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STATE OF HAWAII |
H.D. 1 |
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A BILL FOR AN ACT
RELATING TO TRANSPORTATION.
BE IT ENACTED BY THE LEGISLATURE OF THE STATE OF HAWAII:
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) Authorize 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 and authorize the department of transportation to evaluate a certain number of 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, such as posting "No Turn on Red" signs, improving crosswalk visibility, or other countermeasures to reduce pedestrian‑vehicle conflicts.
(d) The department of transportation shall evaluate no fewer than ten existing intersections, and may evaluate up to twenty-five 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 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, 3000.
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 and authorizes the Department of Transportation to evaluate a certain number of 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 funds from the state highway fund. Effective 7/1/3000. (HD1)
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 |
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THIRTY-THIRD LEGISLATURE, 2026 |
S.D. 2 |
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STATE OF HAWAII |
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|
|
|
|
||
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A BILL FOR AN ACT
RELATING TO TRANSPORTATION.
BE IT ENACTED BY THE LEGISLATURE OF THE STATE OF HAWAII:
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 |
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THIRTY-THIRD LEGISLATURE, 2026 |
S.D. 1 |
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STATE OF HAWAII |
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|
|
|
|
|
|
|
||
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|
||
A BILL FOR AN ACT
RELATING TO TRANSPORTATION.
BE IT ENACTED BY THE LEGISLATURE OF THE STATE OF HAWAII:
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 general revenues of the State of Hawaii the sum of $1,200,000 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, 2026.
Report Title:
DOT; Pedestrian Safety; Leading Pedestrian Interval; Accessible Pedestrian Signal; Evaluation; Request Program; Appropriation
Description:
Allows 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 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. 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 funds. (SD1)
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 |
|
|
|
STATE OF HAWAII |
|
|
|
|
|
|
|
|
||
|
|
||
A BILL FOR AN ACT
RELATING TO TRANSPORTATION.
BE IT ENACTED BY THE LEGISLATURE OF THE STATE OF HAWAII:
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) Require and appropriate funds for the department of transportation to install leading pedestrian intervals and accessible pedestrian signals;
(2) Ensure that accessible pedestrian signals are installed at intersections where leading pedestrian intervals are already installed;
(3) 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; and
(4) Require that additional safety improvements, such as "No Turn on Red" signs, are implemented as necessary where leading pedestrian intervals and accessible pedestrian signals are installed.
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; accessible pedestrian signal. (a) Upon the first placement or replacement of a state-owned or operated pedestrian signal head, the signal shall be installed with a leading pedestrian interval and an accessible pedestrian signal.
(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, such as posting "No Turn on Red" signs, improving crosswalk visibility, or other countermeasures to reduce pedestrian‑vehicle conflicts.
(d) The department of transportation shall install leading pedestrian intervals on not fewer than twenty-five existing intersections with pedestrian signal heads on an annual basis until all intersections with pedestrian signal heads are so equipped. In installing leading pedestrian intervals pursuant to this subsection, the department of transportation shall prioritize intersections with high collision rates and intersections that are adjacent to schools.
(e) An existing state-owned or operated pedestrian signal head capable of being implemented from remote installation or in-person programming shall have a leading pedestrian interval programmed when maintenance work is next performed on the intersection in which the signal is located; provided that it is located in:
(1) A residential district;
(2) A business district;
(3) A business activity district;
(4) A safety corridor;
(5) A school zone; or
(6) An area with a high concentration of pedestrians, as determined by the department of transportation.
(f) 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.
(g) For 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.
"Intersections with high collision rates" means intersections where one or more pedestrian-vehicle collisions resulting in serious injury or fatality have occurred within the last ten years.
"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 general revenues of the State of Hawaii the sum of $1,200,000 or so much thereof as may be necessary for fiscal year 2026-2027 for the department of transportation to install state-owned or operated pedestrian signal heads with leading pedestrian intervals and accessible pedestrian signals, 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, 2026.
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INTRODUCED BY: |
_____________________________ |
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Report Title:
DOT; Pedestrian Safety; Leading Pedestrian Interval; Accessible Pedestrian Signal; Request Program; Appropriation
Description:
Requires the installation of leading pedestrian intervals, accessible pedestrian signals, and other safety improvements, as necessary, at state-owned or operated pedestrian signal heads. 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 funds.
The summary description of legislation appearing on this page is for informational purposes only and is not legislation or evidence of legislative intent.
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Date
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Status
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|---|---|
| Apr 16, 2026 | Received notice of disagreement (Sen. Com. No. 710). |
| Apr 16, 2026 | Senate disagrees with House amendments. |
| Apr 16, 2026 | Received from House (Hse. Com. No. 663). |
| Apr 14, 2026 | Passed Third Reading with none voting aye with reservations; none voting no (0) and Representative(s) Quinlan excused (1). Transmitted to Senate. |
| Apr 10, 2026 | Reported from FIN (Stand. Com. Rep. No. 2157-26), recommending passage on Third Reading. |
| Apr 7, 2026 | The committee on FIN recommend that the measure be PASSED, UNAMENDED. The votes were as follows: 16 Ayes: Representative(s) Todd, Takenouchi, Hartsfield, Hussey, Keohokapu-Lee Loy, Kitagawa, Kusch, Lee, M., Miyake, Morikawa, Templo, Yamashita, Alcos, Gedeon, Reyes Oda; Ayes with reservations: Representative(s) Perruso; Noes: none; and Excused: none. |
| Apr 2, 2026 | Bill scheduled to be heard by FIN on Tuesday, 04-07-26 2:00PM in House conference room 308 VIA VIDEOCONFERENCE. |
| Mar 30, 2026 | Passed Second Reading as amended in HD 1 and referred to the committee(s) on FIN with none voting aye with reservations; none voting no (0) and Representative(s) Cochran, Lowen, Perruso, Quinlan excused (4). |
| Mar 30, 2026 | Reported from TRN (Stand. Com. Rep. No. 1557-26) as amended in HD 1, recommending passage on Second Reading and referral to FIN. |
| Mar 27, 2026 | The committee on TRN recommend that the measure be PASSED, WITH AMENDMENTS. The votes were as follows: 6 Ayes: Representative(s) Kila, Miyake, Evslin, Grandinetti, Kitagawa, Cochran; Ayes with reservations: none; 0 Noes: none; and 3 Excused: Representative(s) La Chica, Muraoka, Pierick. |
| Mar 24, 2026 | Bill scheduled to be heard by TRN on Friday, 03-27-26 10:30AM in House conference room 430 VIA VIDEOCONFERENCE. |
| Mar 12, 2026 | Referred to TRN, FIN, referral sheet 17 |
| Mar 12, 2026 | Pass First Reading |
| Mar 10, 2026 | Received from Senate (Sen. Com. No. 246) in amended form (SD 2). |
| Mar 10, 2026 | Report adopted; Passed Third Reading, as amended (SD 2). Ayes, 25; Aye(s) with reservations: none . Noes, 0 (none). Excused, 0 (none). Transmitted to House. |
| Mar 6, 2026 | 48 Hrs. Notice 03-10-26. |
| Mar 6, 2026 | Reported from WAM (Stand. Com. Rep. No. 2941) with recommendation of passage on Third Reading, as amended (SD 2). |
| Mar 3, 2026 | The committee(s) on WAM recommend(s) that the measure be PASSED, WITH AMENDMENTS. The votes in WAM were as follows: 12 Aye(s): Senator(s) Dela Cruz, Moriwaki, DeCoite, Elefante, Hashimoto, Inouye, Kanuha, Kidani, Kim, Lee, C., Richards, Wakai; Aye(s) with reservations: none ; 0 No(es): none; and 1 Excused: Senator(s) Fevella. |
| Feb 27, 2026 | The committee(s) on WAM will hold a public decision making on 03-03-26 10:17AM; Conference Room 211 & Videoconference. |
| Feb 12, 2026 | Report adopted; Passed Second Reading, as amended (SD 1) and referred to WAM. |
| Feb 12, 2026 | Reported from TRS/EIG (Stand. Com. Rep. No. 2224) with recommendation of passage on Second Reading, as amended (SD 1) and referral to WAM. |
| Feb 5, 2026 | The committee(s) on TRS recommend(s) that the measure be PASSED, WITH AMENDMENTS. The votes in TRS were as follows: 5 Aye(s): Senator(s) Inouye, Elefante, Kanuha, Lee, C., DeCorte; Aye(s) with reservations: none ; 0 No(es): none; and 0 Excused: none. |
| Feb 5, 2026 | The committee(s) on EIG recommend(s) that the measure be PASSED, WITH AMENDMENTS. The votes in EIG were as follows: 5 Aye(s): Senator(s) Wakai, Chang, DeCoite, Richards, Fevella; Aye(s) with reservations: none ; 0 No(es): none; and 0 Excused: none. |
| Feb 2, 2026 | The committee(s) on TRS/EIG has scheduled a public hearing on 02-05-26 3:00PM; Conference Room 229 & Videoconference. |
| Jan 28, 2026 | Referred to TRS/EIG, WAM. |
| Jan 22, 2026 | Passed First Reading. |
| Jan 22, 2026 | Introduced. |
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Date
|
Description
|
Location
|
Votes
|
|
|---|---|---|---|---|
| Apr 14, 2026 | Third Reading | House Floor |
Passed |
|
| Apr 7, 2026 | The committee on FIN recommend that the measure be PASSED, UNAMENDED | House Standing Committee on Finance |
Passed |
|
| Mar 27, 2026 | The committee on TRN recommend that the measure be PASSED, WITH AMENDMENTS | House Standing Committee on Transportation |
Passed |
|
| Mar 10, 2026 | Third Reading | Senate Floor |
Passed |
|
| Mar 3, 2026 | The committee(s) on WAM recommend(s) that the measure be PASSED, WITH AMENDMENTS | Senate Standing Committee on Ways and Means |
Passed |
|
| Feb 5, 2026 | The committee(s) on TRS recommend(s) that the measure be PASSED, WITH AMENDMENTS | Senate Standing Committee on Transportation |
Passed |
|
| Feb 5, 2026 | The committee(s) on EIG recommend(s) that the measure be PASSED, WITH AMENDMENTS | Senate Standing Committee on Energy and Intergovernmental Affairs |
Passed |
This list shows positions taken on this bill by organizations on the date displayed, which is linked to the original source.
Positions by individuals are not included.
|
Organization
|
Position
|
Date
|
|---|---|---|
| Department of Transportation | ** Support | |
| Disability and Communication Access Board | *** Support | Apr 7, 2026 |
| Get Fit Kauaʻi | *** Support | Mar 27, 2026 |
| Get Fit Kaua‘i | *** Support | Apr 7, 2026 |
| Hawai'i Appleseed Center for Law and Economic Justice | *** Support | Apr 7, 2026 |
| Hawaii Appleseed Center for Law and Economic Justice | *** Support | Mar 27, 2026 |
| Hawaii Association of the Blind | *** Support | Feb 5, 2026 |
| Hawaii Association of the Blind | *** Support | Apr 7, 2026 |
| Hawaii Bicycling League | *** Support | Apr 7, 2026 |
| Hawaii Department of Transportation | *** Support | Mar 27, 2026 |
| Hawaii Disability Rights Center | *** Support | Apr 7, 2026 |
| Hawaiʻi Bicycling League | ** Support | |
| Hawai‘i Bicycling League | *** Support | Apr 7, 2026 |
| Hawai‘i Public Health Institute | *** Support | Apr 7, 2026 |
| HEAL Coalition of Kaua‘i County | *** Support | Apr 7, 2026 |
| Healthy Eating + Active Living (HEAL) Statewide Coalition | *** Support | Apr 7, 2026 |
| Independent Living Hawaii (AILH) | *** Support | Mar 27, 2026 |
| National Federation of the Blind of Hawaii | *** Support | Apr 7, 2026 |
| Oahu Metropolitan Planning Organization | *** Support | Apr 7, 2026 |
| PATH - People for Active Transportation Hawaii | *** Support | Mar 27, 2026 |
| State of Hawaii Department of Health | *** Support | Feb 5, 2026 |
STAND. COM. REP. NO. 2941
Honolulu, Hawaii
RE: S.B. No. 2470
S.D. 2
Honorable Ronald D. Kouchi
President of the Senate
Thirty-Third State Legislature
Regular Session of 2026
State of Hawaii
Sir:
Your Committee on Ways and Means, to which was referred S.B. No. 2470, S.D. 1, entitled:
"A BILL FOR AN ACT RELATING TO TRANSPORTATION,"
begs leave to report as follows:
The purpose and intent of this measure is to improve pedestrian safety within the State.
Specifically, the measure:
(1) Authorizes and appropriates moneys for the Department of Transportation to evaluate intersections for the possible installation of leading pedestrian intervals and accessible pedestrian signals; and
(2) Requires the Department of Transportation, in coordination with the counties, to develop and maintain a program that allows pedestrians and community members to request the installation of accessible pedestrian signals at specific intersections.
Your Committee received written comments in support of this measure from the Department of Transportation, Hawaii Disability Rights Center, Oahu Metropolitan Planning Organization, Hawaii Association of the Blind, Hawaii Appleseed Center for Law and Economic Justice, Hawaii Bicycling League, and one individual.
Your Committee received written comments on this measure from the Department of Health.
Your Committee finds that the alarming number of pedestrian deaths within the State in recent years requires urgent action. You Committee also finds that leading pedestrian intervals and accessible pedestrian signals have been shown to improve safety and should be installed to help reduce the likelihood of pedestrian fatalities.
Your Committee has amended this measure by:
(1) Making the state highway fund, rather than general revenues, the source of funding for the measure's appropriation;
(2) Changing the appropriation from $1,200,000 to an unspecified amount; and
(3) Changing the effective date to July 1, 2050, to facilitate further discussion on the measure.
As affirmed by the record of votes of the members of your Committee on Ways and Means that is attached to this report, your Committee is in accord with the intent and purpose of S.B. No. 2470, S.D. 1, as amended herein, and recommends that it pass Third Reading in the form attached hereto as S.B. No. 2470, S.D. 2.
Respectfully submitted on behalf of the members of the Committee on Ways and Means,
|
|
|
________________________________ DONOVAN M. DELA CRUZ, Chair |
|
|
|
|
STAND. COM. REP. NO. 2224
Honolulu, Hawaii
RE: S.B. No. 2470
S.D. 1
Honorable Ronald D. Kouchi
President of the Senate
Thirty-Third State Legislature
Regular Session of 2026
State of Hawaii
Sir:
Your Committees on Transportation and Energy and Intergovernmental Affairs, to which was referred S.B. No. 2470 entitled:
"A BILL FOR AN ACT RELATING TO TRANSPORTATION,"
beg leave to report as follows:
The purpose and intent of this measure is to:
(1) Require the installation of leading pedestrian intervals, accessible pedestrian signals, and other safety improvements, as necessary, at state-owned or operated pedestrian signal heads;
(2) Require 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; and
(3) Appropriate funds.
Your Committees received testimony in support of this measure from the Department of Transportation, Hawaiʻi Appleseed Center for Law and Economic Justice, Hawaii Association of the Blind, Hawaii Disability Rights Center, Oahu Metropolitan Planning Organization, Hawaiʻi Bicycling League, and thirteen individuals.
Your Committees find that according to the Department of Transportation's Vulnerable Road User Safety Assessment, more than half of all pedestrian crashes occur at intersections, making signalized intersections among the most dangerous places for pedestrians in the State. Leading pedestrian intervals provide pedestrians a brief head start before vehicles are given the green light, allowing them to establish visibility in the crosswalk and reduce conflicts with turning traffic. Your Committees further find that installing accessible pedestrian signals to accommodate blind pedestrians is an essential component of pedestrian safety and will ensure that all pedestrians may safely cross the street. This measure will reduce traffic fatalities and make the State's roadways safer and more walkable.
Your Committees note the concern raised by the Department of Transportation that requiring automatic installation of leading pedestrian intervals and accessible pedestrian signals at twenty-five intersections on an annual basis may lead to suboptimal outcomes without evaluation as not each intersection requires or benefits equally from the installation of a leading pedestrian interval or accessible pedestrian signal. Therefore, amendments to the measure are necessary to address this concern.
Accordingly, your Committees have amended this measure by:
(1) Deleting language that would have required the Department of Transportation to install a leading pedestrian interval and an accessible pedestrian signal at state-owned or operated pedestrian signal heads upon first placement or replacement;
(2) Inserting language to enable the Department of Transportation to evaluate an intersection for the installation of a leading pedestrian interval and an accessible pedestrian signal at a state-owned or operated pedestrian signal head based on specific data-driven criteria upon first placement or replacement;
(3) Deleting language that would have required the Department of Transportation to install a leading pedestrian interval at a certain number of intersections on an annual basis, with priority given to intersections with high collision rates or adjacent to schools;
(4) Requiring the Department of Transportation to evaluate a certain number of existing intersections with a pedestrian signal head for the potential installation of leading pedestrian intervals on an annual basis until each intersection with a pedestrian signal head that shows a pedestrian crash within the last five years has been evaluated;
(5) Deleting language that would have required the installation of a leading pedestrian interval at certain state-owned or operated signal heads under certain conditions;
(6) Deleting language that would have defined "intersections with high collision rates";
(7) Clarifying that the funds appropriated shall be expended by 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;
(8) Amending section 1 to reflect its amended purpose; and
(9) Making technical, nonsubstantive amendments for the purposes of clarity and consistency.
As affirmed by the records of votes of the members of your Committees on Transportation and Energy and Intergovernmental Affairs that are attached to this report, your Committees are in accord with the intent and purpose of S.B. No. 2470, as amended herein, and recommend that it pass Second Reading in the form attached hereto as S.B. No. 2470, S.D. 1, and be referred to your Committee on Ways and Means.
Respectfully submitted on behalf of the members of the Committees on Transportation and Energy and Intergovernmental Affairs,
|
________________________________ GLENN WAKAI, Chair |
|
________________________________ LORRAINE R. INOUYE, Chair |
|
|
|
|
|
Date
|
Testimony PDF
|
|---|---|
| Apr 7, 2026 | SB2470_HD1_TESTIMONY_FIN_04-07-26_.PDF |
| Mar 27, 2026 | SB2470_SD2_TESTIMONY_TRN_03-27-26_.PDF |
| Mar 3, 2026 | SB2470_SD1_TESTIMONY_WAM_03-03-26_.PDF |
| Feb 5, 2026 | SB2470_TESTIMONY_TRS-EIG_02-05-26_.PDF |
Discussed in Hearing
13MIN
House Standing Committee on Transportation
1MIN
House Standing Committee on Transportation
22MIN
Senate Standing Committee on Energy and Intergovernmental Affairs
22MIN
Senate Standing Committee on Transportation
2MIN
Senate Standing Committee on Energy and Intergovernmental Affairs
2MIN
Senate Standing Committee on Transportation
Bill Author
