SB2039

The new “sidewalk user” category covers someone lawfully operating a bicycle, a motor-assisted scooter, an electric personal assistive mobility device, a skateboard, roller skates or a similar device on a sidewalk. The two powered-device categories use existing statutory definitions, not every motorized vehicle. A pedestrian remains a person on foot. The new category addresses riders separately rather than redefining everyone as a pedestrian. Final law, section 1; Previous definitions; Scooter definition; Assistive-device definition.

Drivers facing a circular green light must stop and yield to covered sidewalk users lawfully in the intersection or an adjacent crosswalk. Drivers following a green arrow must stop and yield to them lawfully in an adjacent crosswalk. Before a permitted turn on red, drivers must also yield to these users, after stopping and waiting until it is safe. A driver leaving an alley, driveway or building in a business or residence district must stop before moving onto the sidewalk or its extension and yield to a sidewalk user to avoid a collision. Final law, sections 2–3; Previous signal rules; Previous driveway rule.

Riders have signal duties too. Unless a special pedestrian signal directs otherwise, a covered user facing green may cross within a marked or unmarked crosswalk, except when the only green indication is a turn arrow. A steady red alone or steady yellow does not permit entry. A “Walk” signal permits crossing in its direction and requires drivers to stop and yield; “Don’t Walk” or “Wait” forbids starting. Someone who began on “Walk” must finish to a sidewalk or safety island when the signal changes. Final law, section 5; Previous traffic-signal rule; Previous pedestrian-signal rule.

At a crosswalk without an operating traffic-control signal, drivers must stop and yield when a covered user is on their half of the road or approaching dangerously closely from the opposite half. A following driver may not pass a vehicle stopped to let that user cross. But the user cannot suddenly enter the path of a vehicle too close to stop, or approach or enter the crosswalk faster than is reasonable and prudent for the conditions and hazards. Final law, new 552.0035. The separate existing pedestrian-crosswalk provision remains in place: Pedestrian-crosswalk rules.

More than 8 mph is “prima facie evidence” of unreasonable speed when approaching or entering the crosswalk: it provides initial legal evidence of a violation. This is not a blanket 8 mph speed limit for all sidewalk travel, and a lower speed can still be unreasonable for the conditions. At an intersection with a stop sign, a covered user must stop before entering the crosswalk, then yield to vehicles already in the intersection or approaching so closely as to be an immediate hazard. Final law, new 552.0035(c) and 552.0036.

The word “lawfully” matters. For example, existing law permits motor-assisted scooters on sidewalks but lets counties and municipalities prohibit them for safety. SB2039 does not repeal that authority or generally erase local operating restrictions. This review does not determine whether a particular sidewalk or device is lawful to use. Final law; Scooter operating and local safety rules; Local traffic powers.

Changes during passage: All five versions have identical operative text. Both committees reported the bill without amendments, and the official amendment index lists none. These protections and conditions were in the introduced bill, not added by a later floor amendment. Introduced; Senate committee; Senate-passed; House committee; Final law; Version index; Amendment index.

The changes apply only to offenses committed on or after September 1, 2025. Earlier law remains applicable when any element of the offense occurred before that date. The act does not add a special fine schedule of its own. Final law, sections 7–8.

Compare the published text versions in the official text index. A change is not attributed to a specific amendment here without a verified record.

People lawfully riding on sidewalks gain express protection in the listed crossing situations. Drivers must account for them as well as pedestrians, while riders must obey signals, stop signs, safe-entry and reasonable-speed duties. Those clearer rules may help prevent conflicts, but the act and fiscal note do not establish an actual reduction in crashes or eliminate responsibility for unsafe riding. Final law.

The March 31, 2025 fiscal note anticipates no significant state or local-government fiscal impact and assumes implementation costs can be absorbed with existing resources. The introduced text to which that note applies has the same operative provisions as the final law. This is a government budget estimate, not proof of zero private costs, guaranteed safety gains or a new appropriation. Fiscal note; Final law.