Study: Midblock Pedestrian Crossings Are More Common than We Think

Why It Matters

Understanding where pedestrians cross informs safer street design and can help reduce the disproportionate share of off‑intersection fatalities.

Key Takeaways

• One in six crossings occur midblock, not at intersections.
• 75% of segments recorded at least one midblock crossing hourly.
• Higher job density, retail, and bus stops drive midblock activity.
• High speed limits and park areas see fewer midblock crossings.
• Integrating midblock data can guide new crosswalks and calming measures.

Pulse Analysis

Midblock pedestrian movements have long been under‑counted because most traffic‑safety audits focus on signalized intersections. The recent study, covering diverse U.S. street segments, reveals that informal crossings are a routine part of urban life, especially where employment centers, shops, and transit stops cluster. By quantifying that roughly 16% of all crossings happen midblock and that three‑quarters of streets see at least one such crossing each hour, the research challenges the conventional wisdom that intersections are the sole hotspots for pedestrian activity.

The safety implications are stark. Although planners prioritize crosswalks at intersections, nearly 80% of pedestrian deaths occur elsewhere, often where drivers do not expect foot traffic. Midblock crossings tend to appear on streets with lower posted speeds, suggesting that speed management is already a natural deterrent. Conversely, higher‑speed corridors lack these informal crossings, highlighting a missed opportunity to introduce traffic‑calming measures—such as curb extensions, raised crosswalks, or flashing beacons—that can safely accommodate pedestrian demand without sacrificing mobility.

For municipalities, the study offers a clear roadmap: integrate midblock crossing data into existing GIS and traffic‑count systems, identify high‑demand zones, and prioritize low‑cost interventions like painted midblock crosswalks or pedestrian‑activated signals. Longer‑term strategies might include redesigning street widths, adding curb cuts, or re‑evaluating speed limits in dense commercial districts. By aligning infrastructure with actual pedestrian behavior, cities can improve safety, promote walkability, and move closer to the Complete Streets vision.