Springville's Most Dangerous Intersections for Pedestrians and Cyclists

Every figure below comes from two UDOT sources. The agency's model of signalized intersections supplies the list of signals, seven inside Springville, along with estimates of traffic, foot traffic and nearby schools and bus stops. UDOT's crash records supply the collisions. Each crash that involved a pedestrian or a bicyclist was placed at the nearest modeled signal, provided that signal sat no more than 250 feet away, the distance the Highway Safety Manual treats as an intersection crash. Crashes UDOT coded Fatal or Suspected Serious Injury are called serious or fatal here.

Springville's seven signals account for 22 pedestrian crashes and 12 bicycle crashes, 34 in all. One pedestrian crash, at 400 South and Main Street, was serious or fatal; none of the bicycle crashes was. Five signals recorded a pedestrian crash, six recorded a crash of either kind, and only 800 South at 400 East went the whole period without one.

Frequent Crashes, Rarely Serious Ones

Divide 34 crashes by seven signals and Springville comes out at nearly 4.9 per signal. Across all 1,263 signals in UDOT's model, the same count works out to about 2.5. Among the Utah cities in our count with at least 20 of these crashes, only South Salt Lake has a higher figure. Part of that is arithmetic, since a city with few signals puts its busiest crossings over a small denominator. Even so, six of seven signals logging a crash is a high share; statewide, 338 of the 1,263 signals recorded none at all.

Severity runs the other way. Across Utah, 451 of the 3,214 crashes in this count, about 14.0%, were serious or fatal, and for pedestrians alone the share is 16.7%. In Springville it is 1 of 34 overall and 1 of 22 for pedestrians, 4.5%. No other city with at least 20 of these crashes has a lower serious share. With counts this small, one more serious crash would nearly double that figure, so the low rate is a record of what happened rather than a promise about the next collision.

Every Springville Signal With a Recorded Crash

Six of the seven signals qualify, so the list below is complete rather than a top ten. They are ordered by pedestrian crashes, then bicycle crashes, then serious or fatal pedestrian crashes; the one tie that remains is broken north to south. Vehicle, foot-traffic and bicycle figures are estimates from UDOT's model, not counts from the crash records.

• 400 South & 400 East — 7 pedestrian crashes and 1 bicycle crash, none of them serious or fatal. The city's highest pedestrian count, at a signal off Main Street where the busier road is estimated at about 15,000 vehicles a day. Only 27 of the 1,263 signals in UDOT's model recorded more pedestrian crashes.
• 400 South (SR-77) & Main Street (US-89) — 5 pedestrian crashes, including Springville's only serious or fatal crash of the period, and 3 bicycle crashes, the most at any city signal. The model estimates about 262 people on foot here daily, the most in Springville, and lists two schools nearby.
• 400 North & Main Street (US-89) — 4 pedestrian crashes and 2 bicycle crashes, none serious or fatal. UDOT's model has no pedestrian estimate for this signal; the busier road is estimated at about 30,000 vehicles a day.
• 1400 North (SR-75) & Main Street (US-89) — 3 pedestrian crashes and 2 bicycle crashes, none serious or fatal. The model has no pedestrian estimate here either, but it puts bicycle traffic at about 12 riders a day, the highest bicycle estimate in the city.
• Center Street & Main Street (US-89) — 3 pedestrian crashes and 2 bicycle crashes, none serious or fatal. Estimated foot traffic is about 187 people a day, second only to 400 South and Main.
• 400 South (SR-77) & 1750 West — no pedestrian crashes and 2 bicycle crashes, neither serious or fatal. The busier road here is estimated at about 34,000 vehicles a day, the highest of Springville's seven signals.

Four of the six sit on Main Street (US-89), and those four account for 15 of the 22 pedestrian crashes and 9 of the 12 bicycle crashes. Yet the crossing with the most pedestrian crashes is not on Main Street at all. 400 South and 400 East has a lower busier-road estimate than any Main Street signal on the list, and the signal with the heaviest estimated traffic, 400 South at 1750 West, had no pedestrian crashes. Traffic volume alone does not sort this list.

Where Springville's Bicycle Crashes Happened

The 12 bicycle crashes are spread across all six signals on the list. 400 South at Main Street had 3; four signals had 2 each (400 North, Center Street and 1400 North on Main, and 400 South at 1750 West); 400 South at 400 East had 1. None was coded serious or fatal. UDOT's model expects the most riders on Main Street's north side, about 12 a day at 1400 North and about 10 at both 400 North and Center Street, and Main Street's four signals account for 9 of the 12 crashes.

Reading UDOT's Estimates

UDOT's model attaches estimates to every signal: people walking and riding through on an average day, vehicles on each road, and nearby schools, bus stops and street lighting. These describe exposure, the number of chances for a collision, not outcomes. The model also calculates a predicted crash figure for each signal, but that calculation was done separately and is not tied to the January 2018 to August 2025 window, so this page leaves it out of every comparison.

Three Springville signals have no pedestrian estimate in the model: 400 North and 1400 North on Main Street, and 800 South at 400 East. A blank there is missing information, not evidence that nobody walks by, and the first two recorded 7 pedestrian crashes between them. Where estimates do exist, the signal with the most estimated walkers, 400 South at Main at about 262 a day, is also where the city's one serious crash happened. All seven signals are standard four-leg intersections, and the model flags none of them as unlit.

Springville's Morning and Weekday Pattern

Springville's pedestrian crashes start early. Six of the 22 happened between 6 and 9 a.m., 27.3%, against 15.8% for pedestrian crashes at modeled signals statewide, and the rest were spread evenly: 7 between 9 a.m. and 3 p.m., 7 between 3 and 7 p.m., and 2 in the late evening. Monday logged the most, 7. Sixteen happened in daylight and 6 after dark, and the city's single serious or fatal crash came in daylight, between 9 a.m. and 3 p.m.

Cyclists here were hit on weekdays only. All 12 bicycle crashes fell between Tuesday and Friday, while statewide about one bicycle crash in five at a modeled signal happens on a weekend. Across the complete years 2018 through 2024, November produced more pedestrian crashes (5) than any other month.

Springville's Crash Reports and Hit-and-Runs

Not one of Springville's 22 pedestrian crashes was a hit-and-run, which makes it the only Utah city with at least 20 pedestrian crashes counted this way where that is true; statewide, 17.6% were. The pedestrian reports carry few flags of any kind: 2 for a teenage driver, 2 for an older driver, 2 for a disregarded signal or sign, and 1 each for distraction and speeding. Two of the 12 bicycle crashes, though, were hit-and-runs.

A rider hit by a driver who never stops is not left without coverage. Utah counts an unidentified vehicle that left the scene of a crash it caused as an uninsured motor vehicle (Utah Code § 31A-22-305(2)(b)), so the rider's own uninsured-motorist coverage can apply. Reporting the crash to police right away, and keeping photos and witness names, helps establish what happened when the other driver cannot be found.

Posted Limits Along Main Street

Most of Springville's listed signals sit at 40 mph. Using the higher posted limit at each crossing, 400 South at 400 East, Main Street at 400 North and at Center Street, and 400 South at 1750 West all top out at 40; 400 South at Main Street is 35; and 1400 North at Main Street, at 50, is the fastest on the list. The city's one serious or fatal crash happened at the 35 mph signal, 400 South and Main, which is also where the model estimates the most people on foot.

UDOT's sidewalk inventory, which covers state routes only, flags absent or broken sidewalk within about 500 feet of two listed signals: 1400 North at Main Street and 400 South at 1750 West. The limits cited are UDOT's current state-route limits and UGRC's Utah Roads listings for city streets; any of them may have changed since an older crash.

Limits of a Seven-Signal Count

This count only reaches crashes within 250 feet of a modeled signal. A pedestrian hit at a mid-block crossing on Main Street, in a parking lot or on a residential street without a signal is outside it, and so is any intersection UDOT did not model. Each crash belongs to one signal only. The numbers count crashes, not injured people, and the severity is the code assigned in the crash record. With seven signals and single-digit counts at each, one collision can reorder the list. None of it decides fault.

After a Crash at a Springville Signal

A low serious-crash rate says nothing about your own injuries, and a crossing's earlier crash history can still matter. Repeated crashes at the same signal bear on whether a hazard was known and on whether the timing, markings or lighting of the crossing played a part. Those records, along with UDOT's crash data, can be obtained. If you were on foot, Utah's personal injury protection coverage can pay early medical bills regardless of fault; our guide on how to file a PIP claim walks through it. Our pedestrian and bicycle accident guides, the Springville car accident page, and our explanations of how fault is proven and the deadline to bring a case cover the rest. All crash types, street by street, are on our Springville’s most dangerous roads page.

What Compensation Can Cover

• Costs: ambulance and hospital bills, follow-up treatment and therapy, wages lost while recovering, and earning power the injury takes away.
• Quality of life: the pain itself, and ordinary things like a walk to the store or a ride on the bike that feel different afterward.
• What comes later: surgery still ahead, long-term therapy, and the help at home that some injuries require for years.

About the Data

Sources: UDOT's crash records from January 1, 2018 through August 4, 2025, limited to crashes involving a pedestrian or a bicyclist, and UDOT's pedestrian and bicycle safety model for signalized intersections, which supplies the signal list and the traffic, foot-traffic, bicycle, school, bus-stop and lighting estimates. Matching: each crash to the closest modeled signal within 250 feet. Severity: serious or fatal means UDOT coded the crash Fatal or Suspected Serious Injury. Comparisons with other cities and with Utah as a whole use the same method across all 1,263 modeled signals. Hours, days, months (complete years 2018 through 2024 only), light conditions and driver flags come from the same UDOT records, and the posted limits from UDOT's 2026 state-route speed limits and UGRC's Utah Roads. Every city we have counted this way is listed on our statewide page, Utah’s most dangerous intersections.