STAFF REPORT
Meeting Date: March 4, 2026
To: Honorable Mayor & City Council
From: Daren Grilley, P.E., PTOE, Assistant Director of Public Works/City Engineer Jessie Holzer Carpenter, PTP, Transportation Manager
Subject: Right Turn on Red Restrictions
Attachments: None
INTRODUCTION
This report provides information regarding Right Turn on Red restrictions installed to improve pedestrian safety at signalized intersections.
BACKGROUND
During the 1970s energy crisis, the State of California, in line with the federal Energy Policy and Conservation Act, began encouraging drivers to make right turns on red lights (RTOR) to help save fuel by reducing idling at intersections. A 1982 study by the National Highway Traffic Safety Administration (NHTSA) to examine the safety implications of nationwide RTOR adoption found that collisions involving motorists turning right at signalized intersections increased significantly at all study locations, ranging from a 43-107% increase in crashes with pedestrians and a 72- 123% increase in crashes with bicyclists1. Over half of these collisions were during the red signal phase, suggesting that allowing RTOR significantly contributed to the increase.
With the improvements in vehicle fuel efficiency in the last fifty years, as well as the shift to hybrid and electric vehicles, the relative benefit to fuel savings by allowing RTOR is much smaller today than it was in the 1970s. As such, in recent years, cities in California and across the United States have again started restricting RTOR to prioritize improved traffic safety associated with prohibiting this turning movement over the marginal environmental benefits.
DISCUSSION
RTOR creates conflicts between drivers and other road users, but consequences are typically more severe for vulnerable road users without the protective barrier of a vehicle. Between 2011 and 2022 in California, RTOR collisions at signalized intersections were responsible for over 1 “The Effect of Right-Turn-On-Red on Pedestrian and Bicyclist Accidents” https://rosap.ntl.bts.gov/view/dot/1322
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Meeting Date: March 4, 2026
39,000 collisions and 217 fatalities (involving pedestrians, bicyclists, and drivers)2. Over half (21,648) of these collisions and 134 fatalities involved a pedestrian or bicyclist.
The most common reason for conflicts with pedestrians during RTOR is drivers pulling forward into the crosswalk to initiate their right turns and focusing on approaching traffic to their left rather than people stepping off the curb. Additionally, rather than coming to a complete stop behind the limit line prior to turning right, many drivers instead roll through the limit line, which increases the likelihood of a collision with pedestrians already in the crosswalk (or bicyclists in a bike lane).
These issues are amplified for pedestrians with visual or mobility impairments who need more time to cross, older adults who move more slowly, and children who may be less visible or predictable.
Restricting RTOR is a proactive safety strategy consistent with the Safe System Approach, which is internationally recognized and adopted by the United States Department of Transportation (USDOT). No RTOR policies offer significant safety benefits by effectively eliminating potential collisions between drivers and pedestrians associated with this turn conflict, as well as reducing driver distraction by simplifying decision-making and reducing the cognitive load of constantly scanning for gaps while also checking for pedestrians.
Cities around the country have taken various approaches to prohibiting RTOR at signalized intersections. Several examples are identified below.
Atlanta: Signalized intersections within specific neighborhoods that attract higher pedestrian volumes
Chicago: Signalized intersections with high risk to pedestrian safety Los Angeles: Signalized intersections near schools, including a mix of 24/7 and part-time restrictions for evaluation purposes
San Francisco: Signalized intersections within high crash rates and within specific neighborhoods that attract higher pedestrian volumes
Seattle: Newly constructed signalized intersections and existing signalized intersections with modified traffic operations
Washington, D.C.: Citywide signalized intersections
Cities that have evaluated the safety impacts of No RTOR implementation have reported positive results. For example, San Francisco’s initial pilot of 50 intersections within the Tenderloin neighborhood saw a decrease in close calls between drivers and pedestrians and a 70% reduction in vehicles blocking or encroaching into crosswalks on a red signal3. Similarly, through a study of 74 intersections from their initial pilot, Washington, D.C. found a 92% decrease in drivers failing to yield to pedestrians during the red phase4.
The City of Beverly Hills has historically implemented No RTOR on a case-by-case basis for reasons like limited sight visibility (e.g. northbound Cañon Drive onto eastbound South Santa Monica Boulevard) or the presence of pedestrian scramble signal phasing. Acknowledging the improvements to pedestrian safety, in 2025 the City implemented No RTOR at 11 intersections near schools and along school walking routes, which are listed below. These intersections were 2 “Right Turn on Red: Energy-Saving Measure or Unsafe Maneuver?” https://transweb.sjsu.edu/sites/default/files/2347-Appleyard-Pedestrian-Bicyclist-Safety-Intersections-Policy.pdf 3 “Tenderloin No Turn on Red Evaluation”
https://www.sfmta.com/sites/default/files/reports-and-documents/2022/04/tenderloinntor_factsheet_0.pdf 4 “Analysis of Expanded No Turn on Red Applications in Washington, DC, USA ITE Journal, Institute of Transportation Engineers, May 2022 Meeting Date: March 4, 2026
selected to prioritize pedestrian safety in locations with a higher proportion of students and families crossing.
Roberton Boulevard / Charleville Boulevard
Doheny Drive / Charleville Boulevard
Wilshire Boulevard / Willaman Drive
Rexford Drive / Burton Way
Rexford Drive / North Santa Monica Boulevard
Rexford Drive / Wilshire Boulevard
Rexford Drive / Olympic Boulevard
Olympic Boulevard / Spalding Drive
South Santa Monica Boulevard / Moreno Drive
South Santa Monica Boulevard / Wilshire Boulevard
Wilshire Boulevard / Whittier Drive
Following complaints received from residents regarding traffic congestion associated with No RTOR, the restrictions at 10 of the 11 intersections were modified from 24/7 prohibitions to 7 AM to 7 PM. This change was introduced to balance improved safety during the daytime hours when more people are walking with impacts to vehicle delay. The restrictions at Wilshire Boulevard / Whittier Drive were removed entirely due to the compounded traffic impacts of No RTOR with construction-related congestion from the adjacent One Beverly Hills development.
FISCAL IMPACT
There is no direct fiscal impact to this item. The cost of installing No RTOR signage was available in the approved budget for the Annual Street Sign and Striping CIP (No. 00863).
RECOMMENDATION
This report is for information only.
Shana Epstein,
Director of Public Works
Approved By