Laws allowing cyclists to treat stop signs like yield signs do not lead to unsafe behavior among either cyclists or drivers, according to a significant study conducted by Oregon State University.
A major study from Oregon State University indicates that laws permitting cyclists to treat stop signs as yield signs do not result in unsafe actions from either riders or motorists.
This research group from the OSU College of Engineering employed a unique experimental approach by linking distinct bicycle and motor vehicle simulators. The results are particularly relevant as more states consider implementing bicycle rolling-stop laws, explained David Hurwitz, who led the study.
“We connected two independent simulators, allowing two subjects to run through the scenarios at the same time, and they interacted with each other’s avatars in a shared virtual setting,” said Hurwitz, a professor in transportation engineering. “We focused on evaluating safety-related behaviors connected to the ‘Idaho stop’ law, which was established in 1982 but has only recently gained attention across the country.”
Since 2017, seven states have adopted laws similar to Idaho’s, including Oregon in 2019 and Washington in 2020. Other states that have joined this trend are Arkansas, Delaware, North Dakota, Oklahoma, and Utah, with more states weighing the possibility of similar legislation.
While the details of these laws may differ, the core principle is that cyclists can treat stationary stop signs as yield signs. Advocates believe this rule helps maintain cyclists’ speed, which may alleviate congestion and lower the likelihood of accidents by allowing them to pass through intersections more swiftly.
Nearly half of all bicycle-motor vehicle collisions occur at intersections, Hurwitz noted. In 2022, data from the National Highway Traffic Safety Administration revealed that 1,105 cyclists lost their lives in crashes with vehicles, marking a 13% rise from the 976 fatalities reported in 2021.
“Prior studies have mainly focused on analyzing crash data and understanding why cyclists opt to execute rolling stops even where prohibited by law,” he mentioned. “No research has examined the effectiveness of bicycle rolling-stop laws or the impact of educating the public about them. Our connected simulator approach allowed us to analyze the behavior of both drivers and cyclists, as well as their comprehension of the law.”
The research, which included contributions from Rhonda Young of Gonzaga University, an OSU alumna, and Kevin Chang from the University of Idaho, observed 60 participants working in pairs as they navigated through 16 interactive scenarios involving a cyclist and motorist at a four-way stop intersection.
Earlier studies suggested that drivers tend to display more aggression towards cyclists they perceive to be breaking the law, according to Hurwitz. The new study revealed through time-space diagrams that once cyclists learned about the rolling-stop law, they were more inclined to yield instead of stopping and traversed the intersections at a quicker pace. Meanwhile, drivers adjusted their approach speeds at intersections, either slowing down or maintaining a similar speed after receiving awareness about the law.
“These findings point to the need for more outreach regarding rolling-stop laws, and this research provides crucial insights for policymakers to create educational initiatives and implement effective enforcement strategies,” said Hurwitz.
This information is especially vital for regions like the Pacific Northwest, he added, highlighting that Oregon and Washington have some of the highest rates of bicycle commuters in the nation. Approximately 2% of the workforce in Oregon commutes by bicycle, and just under 1% in Washington.
The 2017 Report by the League of American Bicyclists highlights Portland as having the second-highest number of bicycle commuters in the U.S., following only New York City. Portland boasts around 22,000 bicycle commuters, while Seattle has about 17,000.
