Murray's Most Dangerous Intersections for Pedestrians and Cyclists

This page counts crashes; it does not score risk. The starting point is the list of signalized intersections in UDOT's pedestrian and bicycle safety model, 43 of which are in Murray. Every pedestrian- or bicycle-involved crash in UDOT's crash records was then matched to the nearest of those signals within 250 feet, the distance the Highway Safety Manual uses to define an intersection crash. A crash is labeled serious or fatal here when UDOT coded its severity as Fatal or Suspected Serious Injury.

Over that window of just over seven and a half years, Murray's signals account for 61 pedestrian crashes and 35 bicycle crashes, 96 in all. Eleven of the pedestrian crashes were serious or fatal (18.0%), as were 4 of the bicycle crashes (11.4%). Twenty-eight of the 43 signals had at least one pedestrian crash; the other 15 had none.

State Street and the Serious Pedestrian Crashes

State Street (US-89) passes through nine of Murray's modeled signals, from 4500 South to 6790 South. Those nine account for 22 of the city's 61 pedestrian crashes, a little over a third, and 7 of the 11 that were serious or fatal. They also account for 15 of the 35 bicycle crashes. The corridor's top location is the city's top location: 4500 South (SR-266) at State Street, with 5 pedestrian crashes, 1 of them serious or fatal, and 3 bicycle crashes. The busier of its two roads carries about 43,000 vehicles a day.

The worst severity record sits farther south. 5900 South at State Street had 4 pedestrian crashes, and 3 of them were serious or fatal, more than at any other Murray signal. Vine Street at State Street had just 2 pedestrian crashes, but both were serious or fatal. Between them, those two crossings hold 5 of the city's 11 serious or fatal pedestrian crashes. Citywide, Murray's severity shares (18.0% for pedestrians, 11.4% for cyclists) run a little above the statewide figures under the same method, 16.7% and 8.9% across 1,263 signals. With totals this small, though, one crash more or less moves Murray's pedestrian share by about 1.6 points and its bicycle share by nearly 3.

Murray's Top Ten by Pedestrian Crashes

Sorted by pedestrian crashes recorded from January 2018 through August 4, 2025. Ties go to the crossing with more bicycle crashes, then to the one with more serious or fatal pedestrian crashes. Foot-traffic and vehicle figures come from UDOT's model and are estimates, not counts from the crash window.

• 4500 South (SR-266) & State Street (US-89) — 5 pedestrian crashes (1 serious or fatal) and 3 bicycle crashes. Murray's highest pedestrian count, at the signal with the city's heaviest estimated foot traffic, about 658 people a day.
• 5900 South & State Street (US-89) — 4 pedestrian crashes, 3 of them serious or fatal, plus 2 bicycle crashes. No other Murray signal has as many serious or fatal pedestrian crashes.
• 5600 South & 900 East (SR-71) — 4 pedestrian crashes (1 serious or fatal) and no bicycle crashes. UDOT's model estimates about 232 people on foot and 16 on bikes here daily.
• 4500 South (SR-266) & 500 West — 4 pedestrian crashes (1 serious or fatal) and no bicycle crashes. The busier of the two roads carries about 42,000 vehicles a day.
• 5300 South (SR-173) & 320 West (Commerce Drive) — 4 pedestrian crashes, none serious or fatal, and no bicycle crashes. UDOT's model puts foot traffic here at about 56 people a day, the lowest in this top ten, with no bus stops nearby.
• 6400 South (Winchester Street) & State Street (US-89) — 3 pedestrian crashes (1 serious or fatal) and 6 bicycle crashes, the most bicycle crashes at any Murray signal. None of the six bicycle crashes was serious or fatal.
• 4500 South (SR-266) & 700 East (SR-71) — 3 pedestrian crashes and 2 bicycle crashes, one bicycle crash serious or fatal. Two state routes meet here, with three bus stops nearby.
• 5600 South & 1300 East — 3 pedestrian crashes and 1 bicycle crash, none serious or fatal. UDOT's model lists two schools nearby.
• 6600 South (Winchester Street) & 900 East (SR-71) — 3 pedestrian crashes, none serious or fatal, and no bicycle crashes. Estimated foot traffic is about 162 people a day.
• Vine Street (6090 South) & 1300 East — 2 pedestrian crashes and 3 bicycle crashes, one bicycle crash serious or fatal. Eight other signals also had 2 pedestrian crashes; this one ranks first among them on bicycle crashes. Two schools are nearby.

All ten are standard four-leg intersections, and UDOT's model flags none of them as unlit. Eight of the ten involve a numbered state or federal route; 5600 South at 1300 East and Vine Street at 1300 East are the exceptions. Counts in the list run from 5 down to 2, so first and tenth place are three pedestrian crashes apart over more than seven years. Read the order as where crashes were recorded, not as a precise ranking of danger.

Murray's Bicycle Crashes

The bicycle crashes are fewer and more scattered. 6400 South at State Street leads with 6. Three signals follow with 3 each: 4500 South at State Street, Vine Street (6090 South) at 1300 East, and 5900 South (Vine Street) at 900 East. The 4 serious or fatal bicycle crashes happened at four different signals: 4500 South at 700 East, Vine Street (6090 South) at 1300 East, 5300 South at State Street, and Vine Street (5100 South) at Cottonwood Street. No Murray signal had more than one.

What UDOT's Volume Estimates Add

UDOT's safety model attaches estimates to each signal: people walking and riding through it per day, vehicles on the major and minor roads, nearby schools and bus stops, and whether the crossing is lit. Those help show where exposure is high. The model also gives each signal a predicted crash figure, but that estimate was produced separately and does not describe the January 2018 to August 2025 window, so it is not compared with the counts on this page.

Two patterns stand out. The five Murray signals with the most estimated foot traffic are all on State Street: 4500 South (about 658 people a day), 6400 South (398), Vine Street (375), 5300 South (369) and 4800 South (330). That lines up with the corridor's share of pedestrian crashes. Bicycles are a different picture. UDOT's highest rider estimates in the city are on 900 East, about 27 a day at 5900 South (Vine Street) and 20 at 6600 South, while 6400 South at State Street, where the most bicycle crashes were recorded, is estimated at about 3 riders a day. With counts this small, that gap is a reason to look closely at a particular crash, not a conclusion about the corridor.

Wednesdays, Thursdays and the Small Hours

Murray's pedestrian crashes keep a weekday schedule. Wednesday and Thursday alone account for 31 of the 61, half the total, while Saturday and Sunday together account for 6, a weekend share under 10% against about 18% at signals statewide. Most happened in the afternoon and evening, 20 of them between 3 and 7 p.m., but the worst outcomes leaned later: only 5 crashes fell between midnight and 6 a.m., and 3 of those were serious or fatal, nearly as many as the 4 in the much busier 3 to 7 p.m. window. Overall, 26 of the 61, or 42.6%, occurred in the dark, above the statewide 34.1%. In the complete years 2018 through 2024, September stands apart with 13 pedestrian crashes, nearly a quarter of the 55 in those years, and 2024 was the worst single year, with 15.

Who Was Behind the Wheel

Twelve of Murray's 61 pedestrian crashes, 19.7%, were flagged as hit and run, close to the 17.6% statewide, and none of the twelve was recorded as serious or fatal. Officers marked 4 pedestrian crashes as involving a distracted driver and 3 as involving a driver who disregarded a signal or sign. On the bicycle side, the flag that stands out is the driver's age group: 6 of the 35 bicycle crashes, 17.1%, involved a driver UDOT codes as an older driver, compared with 10.9% of bicycle crashes at signals statewide. Teen drivers appear in 5 pedestrian and 2 bicycle crashes.

Two points of law follow for anyone hit in Murray. A hit and run is not a dead end: a vehicle that left the scene and was never identified counts as an uninsured motor vehicle under Utah Code § 31A-22-305(2)(b). And a pedestrian struck by an uninsured vehicle is not limited to a single policy; the same statute lets that person recover uninsured motorist benefits under one other policy that covers them (§ 31A-22-305(8)(b)(i)), such as one held by a relative they live with.

A 40 mph City

Murray's crossings sit in a narrow speed band. Taking the higher of the two current posted limits at each signal, 27 of the city's 43 modeled signals are 40 mph crossings, and those 27 recorded 48 of the 61 pedestrian crashes and 10 of the 11 that were serious or fatal. The five signals posted no higher than 30 mph recorded none. State Street (US-89) carries a 40 mph limit at eight of its nine Murray signals; the ninth, at 4500 South, has 35 and 40 mph segments. On 900 East (SR-71), posted at 45 mph, the four modeled signals recorded 8 pedestrian crashes, 1 of them serious or fatal, and two of those signals appear in the top ten above. In a sample this small, the higher limit did not bring worse outcomes, so the 40 mph concentration says more about where people cross busy roads than about speed itself. These are today's posted limits, which can differ from those in place at the time of a crash.

What These Numbers Leave Out

Only crashes within 250 feet of a signal are counted, so a pedestrian struck mid-block on State Street, at an unsignalized crosswalk or in a parking lot is not in these numbers. Each crash is assigned to its nearest signal, so none is counted twice. The figures count crashes, not people; one crash can injure more than one person. Every Murray signal has between 0 and 5 pedestrian crashes over more than seven years, so a single crash can move a crossing several places in the ranking. And none of this settles fault. It shows where crashes were recorded, not who caused them.

If You Were Struck at One of These Crossings

Earlier crashes at the same crossing can be evidence, and they cut in a particular direction: they go to notice. Where a crossing has a documented crash history, the argument that the hazard was unforeseeable becomes harder to make. Signal timing, crosswalk markings and street lighting are all documented by the city or by UDOT and can be obtained. Our Murray pedestrian accident and bicycle accident pages explain how these claims proceed, and the statewide guides cover how fault is proven, how to file a PIP claim and the deadline to bring a case. For all crash types by street, see Murray’s most dangerous roads.

Recoverable Losses

• Financial: the emergency room, the follow-up care, rehabilitation, time away from work, and any lasting reduction in what you are able to earn.
• Personal: pain itself, and the activities a person gives up once walking or cycling no longer feels safe.
• Ongoing: further procedures, therapy that does not end, and in-home support where the injury never fully heals.

Data Notes

Crash counts: pedestrian- and bicycle-involved crashes in UDOT's crash records from January 1, 2018 through August 4, 2025, each assigned to the nearest signal within 250 feet, the Highway Safety Manual's intersection distance. Serious or fatal: UDOT severity coded Fatal or Suspected Serious Injury. Signal list, pedestrian and bicycle volumes, traffic volumes, schools, bus stops and lighting: UDOT's signalized-intersection pedestrian and bicycle safety model. Statewide percentages use the same method across all 1,263 signals in that model. Time of day, lighting, day of week and the driver flags (hit and run, distraction, ignored signals or signs, teen and older drivers) come from the same UDOT records as the counts; the September and yearly figures use only the complete years 2018 through 2024. Posted limits: UDOT's 2026 state-route speed limits, and UGRC's Utah Roads data for city streets. Every city we have counted this way is listed on our statewide page, Utah’s most dangerous intersections.