A significant surge in accidents resulting in injuries or fatalities among pedestrians and bicyclists has prompted various policy and infrastructure adjustments, with the prohibition of right turns on red becoming a contentious issue. The sentiment surrounding this issue is particularly intense.
For instance, Washington, D.C.’s City Council approved a ban on right turns on red, set to take effect in 2025. New Chicago Mayor Brandon Johnson’s transition plan also included a mention of “restricting right turns on red,” but specifics have yet to be provided. In Ann Arbor, Michigan, right turns at red lights in the downtown area have already been prohibited.
San Francisco’s leaders recently passed a resolution urging their transportation agency to ban right turns on red throughout the city. Several other major cities, including Los Angeles, Seattle, and Denver, have also explored similar bans.
Jay Beeber, the executive director for policy at the National Motorists Association, an advocacy group for drivers, views these bans as a “fallacy” and believes that they won’t significantly improve street safety. He cites an upcoming study by his association that analyzed California crash data from 2011-2019, revealing that right turns on red accounted for only about one pedestrian death and less than one bicyclist death statewide every two years. According to Beeber, the real motivation behind these bans is to make driving more difficult and less enjoyable to discourage people from driving.
Safety advocates, on the other hand, argue that official crash reports often underestimate the dangers associated with right turns on red.
The United States stands out as one of the few major countries that generally allow right turns on red. In the 1970s, the U.S. government cautioned states that they could risk losing federal funding if they prohibited right turns on red in areas that weren’t clearly marked as such. Despite other energy-related measures like the 55 mph speed limit being abandoned, the right turn on red has endured.
In most of New York City, right turns on red have never been allowed, with large signs informing visitors of the prohibition. However, it was the default policy almost everywhere else in the U.S. until the recent vote in Washington, D.C.
Advocates for the ban in Washington, D.C., anticipate resistance from drivers, especially if the city also allows the “Idaho Stop,” which permits cyclists to proceed through a red light after stopping to ensure it’s safe.
Critics argue that banning right turns on red will inconvenience motorists and potentially slow down commuter buses and deliveries. The United Parcel Service (UPS) hasn’t officially taken a stance on right turns on red but has long instructed its drivers to avoid left turns whenever possible due to their inefficiency.
Priya Sarathy Jones, the deputy executive director at the Fines and Fees Justice Center, is concerned that penalties resulting from right-turn bans will disproportionately affect lower-income drivers who have no choice but to drive to work because they can’t afford housing near public transit. She also predicts increased enforcement at red lights could lead to more red-light cameras. In the Chicago area, discussions of red-light policies often remind people of the controversial red-light camera program, which led to bribery charges against public officials involved in high-profit contracts.
Some argue that investing in road infrastructure improvements would be a more effective way to reduce accidents than banning right turns on red.
