Stop-Light Compliance by Cyclists: An Informal Look

Abstract

To gain some further insight as to the degree of mandated (New York State, 1984) cyclists' observance of stop-lights, noted in Trinkaus' (1984) study of motor vehicle compliance with such signals, the research design was replicated one year later by observing bicycles rather than motor vehicles. The same urban traffic intersection, through which flowed four lanes of east-west and four lanes of north-south traffic, was viewed. Similarly, a total of 45 1-hr. citings of convenience were made of the north-south movement, equally divided among Tuesday, Wednesday, and Thursday, during the summer months from 1000 to 1500 hours. The timing of the traffic signal was identical: 45 sec. go (green), 4 sec. caution (yellow), and 41 sec. (red). The definition of passing the stop-light was the same: entering into and continuing through the intersection in the face of a red signal. Bicycle traffic averaged approximately 137 machines per hour, of which about 61 confronted a red-signal situation. Of these, approximately 19 went through, 41 stopped seemingly only because the pattern of vehicle cross-traffic did not permit passage, while 1 halted apparently simply because the traffic signal was red. Also, 1-hr. viewings were made at six other large intersections in other parts of the area, through which flowed approximately 140 bicycles per hour per intersection. At four of the six, no cyclist, called upon to stop when confronted with a safe passage through the intersection, did so. At the other two a total of three cyclists stopped when they could have safely proceeded. The results imply support for Trinkaus' earlier suggestion that generally cyclists disregard stop signals. It is interesting to note, however, that about half of those running a red light sounded a whistle as they did so. The practice may well stem from advice on avoiding accidents suggested by leaders in the field, such as the Editors of Bike World ( 1976).