Has Austin’s Vision Zero Program Made Walking Safer in Travis County?
In 2016, the Austin City Council adopted Vision Zero with an ambitious goal: eliminate all traffic deaths and serious injuries on city streets by 2025. That deadline has come and gone, and the results are mixed at best. Austin recorded 99 traffic fatalities in 2025 — fewer than the record 122 in 2022, but nowhere close to zero. For the families of pedestrians killed on Austin streets, the question is whether the city did enough to protect them. The pedestrian accident attorneys at Shaw Cowart believe every one of those deaths was preventable, and they help families hold the responsible parties accountable.
Pedestrian crashes remain one of Austin’s most persistent safety problems. Despite massive investment in infrastructure improvements, pedestrian fatalities have not decreased significantly over the past decade. Pedestrian crashes still account for only 3 percent of all traffic collisions in Austin but roughly 28 percent of serious injury and death crashes — the highest rate among major Texas cities. The personal injury lawyers at Shaw Cowart have watched these numbers for years, and they know that when city and state infrastructure fails to protect people on foot, the legal system is the only remaining avenue for justice.
In the first six weeks of 2026, Austin has already recorded 11 fatal crashes — double the rate of the same period in 2025. Multiple pedestrians have been killed, and pedestrian accident lawyers across the city are asking the same question residents are asking: if $1.3 billion in safety investments could not bring pedestrian deaths to zero, what will?
What Vision Zero Accomplished in 10 Years
Infrastructure Improvements
The numbers on the investment side are significant. According to the Vision Zero 10-year report, the city completed 29 major intersection safety projects and hundreds of smaller improvements. Austin’s traffic signal engineers installed leading pedestrian intervals — which give pedestrians a 5-to-7 second head start before drivers get a green light — at more than 750 intersections. The city built more than 500 pedestrian crossings, 320 miles of new or upgraded sidewalks, 111 miles of protected bicycle facilities, and more than 12 miles of new street lighting. Over 600 Safe Routes to Schools projects were completed, and more than 130 transit enhancements were implemented.
The Left-Turn Pilot Program
One of the most promising results came from a pilot program that tested turn-calming measures at 16 signalized intersections in 2024. The results, released in December 2025, showed a 46 percent reduction in left-turn crashes involving pedestrians and a 56 percent drop in injury crashes compared to the previous five-year average. Crashes involving cyclists and scooter riders dropped 32 percent. Annual crash costs declined 82 percent — from $3.7 million per year to $700,000. The community saves an estimated $3 million annually from these improvements alone, according to Community Impact.
I-35 Pedestrian Barriers
The installation of temporary pedestrian barriers on sections of Interstate 35 produced measurable results. Since the barriers went up, pedestrian fatalities on those specific sections decreased. The Capital Express project — the massive rebuild of I-35 through central Austin — now plans grade-separated crossings as a long-term replacement. These are bridges or underpasses that separate pedestrians from vehicle traffic entirely, eliminating the conflict point.
Intersection Safety Results
At the 29 major intersections where Vision Zero completed comprehensive safety upgrades, fatal and serious injury crashes dropped 38 percent. Pedestrian crossing islands were linked to a 27 percent decrease in serious crashes at the locations where they were installed. Protected left turns were added at more than 130 intersections, reducing one of the most common types of pedestrian crashes.
Where Vision Zero Failed
State Roads Remain Deadly
The single biggest obstacle to reducing pedestrian deaths in Austin is that the city does not control its deadliest roads. State highways like I-35, MoPac, US 183, and portions of North Lamar are operated and maintained by the Texas Department of Transportation. These roads account for 65 to 75 percent of all traffic fatalities in Austin, yet TxDOT’s design standards have historically prioritized vehicle throughput over pedestrian safety. The Vision Zero report noted a fundamental tension between state design standards that favor vehicle flow and the safe system principles that Vision Zero advocates.
No Automated Speed Enforcement
Texas state law prohibits the use of red-light cameras and automated speed enforcement cameras. Cities like New York, San Francisco, and Portland use these tools extensively to slow drivers and reduce pedestrian deaths. Austin cannot. Speed is the single biggest factor in pedestrian crash severity — a pedestrian struck at 40 mph has an 85 percent chance of being killed, while one struck at 25 mph has a 90 percent chance of surviving — but the city’s hands are tied on one of the most effective tools for reducing speeds.
Funding Runs Out
Austin invested more than $1.3 billion in safety and mobility improvements through three voter-approved mobility bonds since 2016. But the Vision Zero report warned that current bond funds will be substantially spent by 2026, and federal safety grant funding faces an uncertain future. With more than 2,800 miles of streets to maintain and improve, the city needs a long-term sustainable funding source that does not yet exist.
Pedestrian Deaths Have Not Decreased
Despite all of these investments, an October 2025 audit from the City of Austin concluded that pedestrian crash deaths have not decreased. The improvements have made specific intersections and corridors safer, but the overall number of pedestrians killed each year has remained stubbornly high. New development, population growth, and increased vehicle traffic have offset the gains from infrastructure projects.
What This Means for Injured Pedestrians
When a city invests billions of dollars in pedestrian safety and people are still being killed, there is a systemic failure that goes beyond individual driver negligence. In some cases, the design of a road or intersection itself contributes to the crash — and when that happens, the government entity responsible for that design may share liability. Claims against the City of Austin or TxDOT are subject to the Texas Tort Claims Act, which imposes specific requirements and shorter deadlines than standard personal injury claims. These cases are complex, but they are viable when the evidence supports them.
The pedestrian accident attorneys at Shaw Cowart evaluate every case for all potential sources of liability — the driver, the vehicle manufacturer, the city, TxDOT, and any other party whose negligence contributed to the crash. Consultations are free, and there is no fee unless they win. If you have a legal question — call us at 512-842-7085.