While research has found that right-turn-only, or dedicated right-turn lanes, at intersections reduce traffic delays and vehicle crashes, their impact on pedestrian safety has been unclear. To better understand these impacts for future intersection design and countermeasure considerations, this project investigated driver response to pedestrians in or near crosswalks at dedicated right-turn lanes.
Pedestrian safety at intersections is critical, specifically in urban areas given the initiatives to increase livability in Minnesota communities. However, intersection variables such as location, design, traffic and pedestrian volume, and proximity to other amenities can be challenging to evaluate.
To assess the impact of right-turn-only lanes on pedestrian safety, researchers observed and compared driver behavior in dedicated right-turn lanes and in right-turn through lanes (lanes that allow drivers to turn right or go straight). The results will inform state and local traffic engineers and policymakers as they work to evaluate and improve pedestrian safety at intersections while also maintaining vehicle mobility and safety.
What Did We Do?
To begin, researchers conducted a literature review of right-turn lanes and examined publicly available data on pedestrian crashes collected from 2016 to 2019 in Minnesota. The dataset included right-turn crash data in urban and suburban centers.
Next, investigators collected field data from mounted cameras at locations in St. Paul that had right-turn lane features of particular interest, focusing on nonchannelized dedicated right-turn lanes. They observed driver behavior at these locations, noting how right-turning vehicles responded to crossing pedestrians.
These observations also included an extended study of the intersection at White Bear and Larpenteur avenues from 2023 to 2025 before and after two dedicated right-turn lanes were installed.
A driving simulation provided the final component of the analysis, presenting participants with dangerous crossing scenarios and simulated pedestrians in an immersive driving simulator.
The simulations measured turning speed, braking distance, yielding rates and other behaviors. For example, for both right-turn-only and right-turn through lanes, participants encountered scenarios where simulated pedestrians either remained on the sidewalk or crossed the street, or where there were no pedestrians at all.
What Did We Learn?
Many factors and variables influence driving behavior at these intersections. Often dedicated right-turn lanes are implemented in areas with high traffic volume, which is also commonly correlated with additional factors that may distract drivers and encourage higher pedestrian traffic through the crosswalks.
“These findings shed light on the challenges we encounter with intersection safety. Additional research will continue to offer valuable insight,” said Brad Estochen, traffic engineer, Ramsey County.
The results indicated that dedicated right-turn lanes generally lead to a slight increase in driver–pedestrian conflicts at the crosswalk, making dedicated right-turn lanes primarily a concern in areas with both high pedestrian and high traffic volumes.
On roads with lower traffic volumes (less than 12,000 average annual daily traffic), dedicated right-turn lanes were beneficial or at least neutral for pedestrian safety.
However, dedicated right-turn lanes on roads with more than 16,000 average annual daily traffic had mixed results for pedestrian safety because they are associated with slower turning speeds but also a slightly lower rate of stopping for pedestrians, particularly at the secondary crosswalk, which typically has the walk signal active for pedestrians to cross when the traffic signal is green. Turning drivers and pedestrians most commonly interact at this crosswalk because pedestrian crossings and driver turns are permitted at the same time.
Looking specifically at right-turn crashes with pedestrians at urban signalized intersections, the risk is greater with increasing traffic volume, number of lanes and any other factors that result in complex traffic interactions with multiple conflict points. These busier environments can distract drivers and reduce attention to nearby pedestrians who may enter the crosswalk.
The pedestrian crash risk may be highest at secondary crosswalks as drivers accelerate through the right turn when pedestrians traverse the intersection while the walk signal is active.
To address the concerns for higher-volume intersections, especially driver–pedestrian conflicts at secondary crosswalks, countermeasures should be considered that improve sightlines, slow traffic, and remind or alert drivers to the presence of pedestrians.
What’s Next?
Because of the high number of variables present at intersections, isolating the effects of right-turn-only lanes is challenging. This research provides valuable findings for state and local engineers to consider as they construct and redesign intersections and consider potential countermeasures.
Future research will provide additional strategies and designs to improve pedestrian safety while maintaining traffic efficiency and safety.
Crossroads 
Anything that increases the drivers speed through the intersection increases danger to the pedestrians and bicyclists using the crossing. Deaths increase rapidly at higher speeds and reaction times are reduced. The expenditure to put in special right turn lanes should include on TURN arrows when pedestrians are present or at least HAWK lights. Pedestrian and bicyclist safety should not be compromised on to increase driver’s speed. I have been nearly hit and hit once while crossing with the pedestrian light in these dedicated lanes.
NO TURN (not on TURN).