In a recent incident in Chicago\'s Lakeview neighborhood, Sophee Langerman narrowly escaped serious injury when a car turning right ran a red light and collided with her bike as she was walking it across the crosswalk. While Langerman\'s injuries were minimal, her bicycle required extensive repairs, leading her to question the practice of allowing drivers to turn right on red. This issue has become a subject of intense debate in many U.S. cities, as a rise in accidents involving pedestrians and bicyclists has prompted calls for banning right turns on red.

Washington, D.C.\'s City Council has already approved a ban on right turns on red, set to take effect in 2025. Chicago\'s new mayor, Brandon Johnson, has also expressed support for "restricting right turns on red," although specific plans have not yet been outlined. Ann Arbor, Michigan, has already implemented a ban on right turns at red lights in its downtown area, and San Francisco recently voted to urge its transportation agency to ban right on red citywide. Other major cities, such as Los Angeles, Seattle, and Denver, have also considered similar bans.

Langerman believes that drivers should not have the option to decide when it is safe to turn right on red, stating that people are often busy and distracted. However, Jay Beeber, the executive director for policy at the National Motorists Association, argues against blanket bans, claiming that they would not necessarily improve safety. Beeber cites a forthcoming study by his association that analyzed California crash data and found that right turns on red only accounted for a small number of pedestrian and bicyclist deaths every two years.

The United States is one of the few major countries that generally allow right turns on red. This practice was initially implemented in response to the energy crisis in the 1970s, with the aim of reducing idling time at stop lights. The U.S. government warned states that prohibiting right on red could result in a loss of federal funding, except in specific areas where it was explicitly prohibited. While the provision capping speed limits at 55 mph has since been abandoned, the right on red policy has endured.

While right on red has never been allowed in most of New York City, it has been the default policy in the rest of the U.S. until recently. Safety advocates who pushed for the ban in Washington, D.C. anticipate pushback from drivers, particularly if the so-called Idaho Stop, which allows cyclists to go through a red light after stopping, is also implemented. They argue that cars and bikes should not be treated the same, as they pose different risks on the road.

Critics of the ban argue that it will inconvenience motorists and potentially slow down commuter buses and deliveries. They also express concerns that the penalties from right-on-red bans will disproportionately affect lower-income drivers who rely on driving to work due to a lack of affordable housing near public transit. Additionally, increased enforcement at red lights could lead to the installation of more cameras, raising concerns about privacy and potential misuse of the technology.

The lack of recent nationwide studies on the impact of right turns on red makes it difficult to determine the exact number of injuries and fatalities caused by this practice. However, a national report by the Governors Highway Safety Association revealed that over 7,500 pedestrians were struck and killed by automobiles in 2022, the highest number since 1981. The rise in pedestrian fatalities has been attributed in part to the increasing presence of larger vehicles, such as SUVs and pickup trucks, on the roads. The Insurance Institute for Highway Safety found that pedestrians are significantly more likely to be killed when struck by a pickup or SUV due to their larger blind spots and greater force upon impact.

Both sides of the debate argue that older research on the impact of right-on-red policies remains relevant. A 1994 report by the National Highway Traffic Safety Administration analyzed crash data from several states and found hundreds of injury crashes and fatalities resulting from right turns on red. Advocates for the ban argue that this study does not take into account the significant increase in the size and lethality of vehicles on the road today. However, Beeber argues that even in accidents involving right turns on red, a majority of injuries sustained by pedestrians or cyclists are minor.

While some lawmakers have attempted to pass statewide bans on right turns on red, such as in Washington state, these bills have not gained traction. However, Seattle has made it the default policy to prohibit right on red when new traffic signals are installed. Personal testimonies from individuals who have been injured by right-turning vehicles have played a crucial role in highlighting the need for change. Melinda Kasraie, who was struck by a car turning right on red in Seattle, suffered significant injuries and has since had to give up her job and move to a small town out of fear of crossing the street.

In conclusion, the debate surrounding the practice of allowing right turns on red continues to divide communities and policymakers across the United States. While safety advocates argue that banning right on red would prioritize the well-being of pedestrians and cyclists, critics raise concerns about the impact on motorists and potential inequalities in enforcement. As cities like Washington, D.C. and San Francisco move towards implementing bans, the future of right turns on red remains uncertain.