It turns out cyclists actually should roll through stop signs. Here’s why
When it comes to greening up our transportation systems and reducing the massive carbon footprint left by our daily commutes, there’s a much better solution than trying to get everyone into an electric car. Encouraging increased cycling, whether on electric bikes or good old-fashioned acoustic bikes, has the biggest impact on reduced emissions and the health and well-being of our society. But with safety at the top of the list of concerns for those switching to a two-wheeled commute, more studies are showing that the best way to protect cyclists at the most dangerous point on their rides is to simply let them blow through stop signs in what is commonly known as an “Idaho stop”.
The Idaho stop gets its name from the state that first enacted it into law back in the 1980s. In an Idaho stop, cyclists are permitted to treat stop signs as yield signs, meaning they slow down and look for traffic before continuing through, no full stop required. In many states, the Idaho stop goes further, not just letting cyclists treat stop signs as yield signs but also treating red lights as stop signs.
There are few things more frustrating to anti-cyclist drivers than seeing a bike rider roll through a stop sign or red light (perhaps seeing them zip past traffic by using the bike lane could be one of them?), but studies are now showing that using an Idaho stop is actually safer than requiring cyclists to come to a full stop at stop signs.
As Alvin Holbrook pointed out in Velo, a recent study by the University of Oregon that put cyclists and drivers in over a dozen “live interaction” four-way intersection scenarios revealed results that may surprise some drivers.
The study found that cyclists preferred the Idaho stop method (which is pretty obvious for a vehicle that works largely by maintaining momentum), but also that when drivers received an education about the rolling stop sign law for cyclists, they approached intersections slower than before and created fewer dangerous scenarios for the cyclists.
Alvin explained, “The main takeaway from the study is that a rolling stop law allowed people biking to do an action they preferred in treating a stop sign as a yield. And once drivers were educated, intersection interactions between people biking and driving were no more dangerous than before introducing the law.”
In other words, safety increased instead of decreasing when an Idaho stop was permitted and when drivers were informed of the law.
That’s just one example, but many studies have confirmed the result that Idaho stops, or rolling stop laws, either increase the safety of road users or have no impact (i.e. are no more dangerous to cyclists than requiring a full stop).
Alvin also pointed to a study from Delaware, one of eight states in the US that has an Idaho stop law on the books, which found a 23% decrease in car/bike crashes at intersections after the Idaho stop law was enacted.
Another study performed in Tampa Bay, Florida, (a state infamous for its questionable drivers) and commissioned by the Florida Department of Transportation, “found that dangerous street design and motorists are what put cyclists at risk, not cyclist behavior.” That study found a nearly 90% traffic law compliance among cyclists, which might surprise drivers who tend to remember the few cases they witness of cyclists breaking traffic law, then projecting that onto all riders. But as the study shows, cyclists are generally incentivized to follow traffic law more than drivers since the risks of not doing so are higher.
The least flattering study on Idaho stops comes from Illinois, where the researchers found no difference in the proportion of crashes after the Idaho stop law was enacted. However, they did find that the severity of those crashes decreased. The result was that cyclists were able to move around more efficiently without increasing the rate of crashes and while decreasing serious crashes.
Even the National Highway and Traffic Safety Administration (NHTSA) highlights the fact that “there is no evidence showing bicyclist stop-as-yield laws have increased bike conflicts with other bikes or pedestrians.”
So why is it safer for cyclists to blow through stop signs or continue through a red light after stopping?
It likely comes down to a number of factors, but several of them lead back to the same underlying issue: intersections are the most dangerous location for cyclists since such intersections are designed for cars, not bikes. When stopped at an intersection, cyclists often disappear from the view of car drivers, blending into the background while drivers instinctively look for other cars. A moving bike is more visible to drivers due to millions of years of evolutionary pressure adapting humans to spot movement.
Rolling through stop signs also means cyclists ultimately spend less time in the most dangerous location for them, quickly moving out of intersections and back to the relative safety of bike lanes on straightaways.
And as studies show, cyclists generally don’t blow through stop signs in a dangerous fashion. They’re incentivized to slow down and check for traffic out of sheer self-preservation. They don’t have a 5,000 lb steel cocoon to protect them the way drivers do. This is despite there being a decent chance that the reader’s confirmation bias would argue differently, as it is easy to remember the last time we all saw a cyclist do something dangerous and forget the dozens of cyclists riding safely that we conveniently ignore every day.
But as Alvin points out, “The bottom line is every person on a bicycle has more to lose — and a greater incentive to yield — when entering an intersection than a driver does. A collision between a car and someone walking and biking will always be tilted against the person outside of the car.
Streets are safer when there is a common understanding of what to expect from everyone. Streets are safer when car drivers aren’t able to use stereotypes of cyclists breaking laws to threaten and harass them. And of course, streets are safer when people are biking.”
The e-bike industry has stalled a little bit in terms of features, and with harsh new legislation coming in from places like California, maybe it is time to start looking at e-bikes that are light, efficient, and smooth rather than how much wattage they can output. The Tenways CGO 600Pro, which comes in at just 37 pounds, is a model e-bike you should keep an eye on…
The CGO 600Pro comes in 2 flavors: a carbon belt single-speed version that Micah reviewed and this one, which is a chain and 8-speed Shimano gears. The belt drive is going to win out on simplicity and weight but if you are expecting to get close to the ‘class 1’ top speed of 20mph or need to go up some significant hills, you’ll want to opt for the chain/gear version here.
One thing I love about this bike is the tradeoff decisions. These keep the price low and weight down while still providing a great ride. The spec sheet overall is solid but not top-shelf.
Tenways CGO600 Pro tech specs (chain/geared version)
- Motor: 350 Watt rear hub motor with 45 Nm of torque
- Top speed: 20 mph (32 km/h)
- Range: Claimed up to 53 miles (85 km)
- Battery: 36V 10Ah (360 Wh)
- Weight: 37 lb (16.8 kg, over 40lbs with fenders, kickstand, etc)
- Frame: 6061 aluminum alloy
- Tires: CST Puncture-proof 700*45C-size Tires
- Brakes: Tektro dual-piston hydraulic disc brakes
- Gearing: Shimano 8-Speed Claris
- Extras: Compact LED display, 4 pedal assist levels, slim fender set, kickstand, internally routed cables, LED lighting, removable battery, Tenways app integration, torque sensor, four color options
No Throttle?
Note that as a class 1 e-bike, neither belt/chain version has a throttle. While this may be controversial to some, it not only simplifies the bike, it makes it a Class 1, which will be legal in the most places. I tend to think of no throttle as a “foot throttle” and for the commuter application, this will serve well. Would I appreciate a throttle on a hill start? Perhaps.
The idea of this bike is to just enhance your pedal bike experience. You are going to get some exercise on this bike versus a bike that is a glorified low-power moped that runs on throttle with vestigial pedals.
More importantly, the torque sensor here is phenomenal; I mean, it is probably the best torque sensor I’ve ridden connected to a rear hub motor. The acceleration is smooth and strangely powerful for the 350W/45nm motor. Significant hills are a breeze, and this is one of the few bikes where I forget that I’m using an e-bike sometimes (until I look down and I’m going 20mph with little effort). Hills are also where the gearing really helps.
The tires are also the perfect size for a commuter with puncture resistance and treads that will do OK in rain and snow.
The bike itself is also very stealthy in terms of showing that it is a powered e-bike. The small 36V, 10Ah battery is integrated magnificently into the narrow downtube of the bike. All of the cables are integrated into the bike frame for a super-clean look. The rear hub motor is small but packs a punch. Many people won’t even recognize this as an e-bike. While I’m proud to be riding an e-bike around, perhaps some people would like to keep that on the down-low.
Brakes are great with hydraulic Tektros clasping against 160mm rotors in front and back. It is such a light bike that stopping can be jarring.
Assembly was super easy and took about 30 minutes with the included tool set. The battery came about 40% charged but was ready to go within a few hours with the 3A charger. Shoutout to Tenways for using a water-resistant standardized barrel charger adapter and not some proprietary adapter so that I can use one from another bike when I inevitably lose it.
Electrek’s take
The Tenways CGO600 is a fantastic light, clean, stiff and smooth e-bike that I have 0 reservations about recommending. While the battery and motor are small, they power the light bike admirably and for around 50 miles (your mileage will vary).
Currently there is a $200 off promotion code “HAPPY2025TW” at checkout bringing the CGO600Pro down to $1399 which is an amazing price for this bike:
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Earlier this month, California enacted new regulations for electric bikes that resulted in stricter speed limits on e-bikes with throttles. At the time, it was unclear how electric bike makers would respond to the new regulations, but we’re now starting to see at least one manufacturer pushing to bring its existing e-bikes owned by California residents into compliance.
The new laws remove ambiguity in the Class 2/Class 3 e-bike categorization. Formerly, many e-bikes were designed to operate in either category depending on the owner’s desires. Such bikes could operate as Class 2 e-bikes reaching max speeds of 20 mph (32 km/h) with a throttle, or as Class 3 e-bikes reaching higher speeds of 28 mph (45 km/h) on pedal assist-only.
In fact, the overwhelming majority of Class 3 e-bikes sold in the US used this design, offering hybrid compliance for functionality as both Class 2 and Class 3 e-bikes.
After California’s new laws removed any ambiguity between the classes, it is now clear that e-bikes in the state will need to function either only as Class 2 e-bikes (throttle up to 20 mph) OR Class 3 e-bikes (up to 28 mph but without any throttle).
It was unclear whether existing e-bikes already sold prior to the law’s enactment would receive an exemption, but bicycle manufacturer Specialized doesn’t seem to be taking any chances.
Specialized is the maker of the Globe line of cargo e-bikes, and recently sent out an update to owners that would help them bring their e-bikes into compliance with California’s new stricter regulations.
Like so many other electric bikes on the market, the Globe e-bikes came with throttles allowing 20 mph speeds without pedaling, but could also reach up to 28 mph on pedal assist.
A new firmware update promoted by the company will essentially restrict its e-bikes to purely Class 2 operation, removing the motor’s ability to assist the bike in going any faster, even when pedaling without throttle operation.
The update will also come with a Class 2 compliance sticker that replaces the previous Class 3 sticker.
To install the voluntary update, Globe owners are encouraged to visit their local Specialized dealer.
A copy of the update letter was shared on Reddit and can be seen below.
Electrek’s Take
This is an interesting approach, because it indicates an understanding by Specialized that it is responsible for any of its e-bikes already on the road that have now been made non-compliant by the new law.
There are basically two main options to “fix” these previously hybrid Class 2/3 e-bikes and bring them into compliance. One is to unplug and remove the throttle, turning the bike into a true Class 3 e-bike under CA regulations. The other is to remove the ability for the motor to assist at speeds over 20 mph, turning it into a Class 2 e-bike. That latter is what Specialized appears to have decided to go with, and it makes sense to me. If you asked most owners of these e-bikes about which they’d give up if they had to, they’d probably tell you “take my 21-28 mph speed but leave me my throttle”. Throttles are simply such a major part of e-bikes in North America that most riders would give up the whole bike if they were forced to give up the throttle.
The bigger question here is how many Globe riders will actually install this update. Since you need to not only opt-in to it, but also physically visit a dealer to do it, I have to imagine that the vast majority of riders will simply ignore the update altogether, keeping their faster non-compliant speed on an e-bike with a throttle. I’m not saying that’s the right thing to do, but I am saying it’s what will happen in the real world.
And if we are being honest, these Globes aren’t even the e-bikes that are at the heart of the issue. Most CA residents are more concerned with teenagers ripping down sidewalks on moped-style e-bikes, not the local moms and dads riding to Trader Joe’s on their sensible, upscale cargo e-bikes that just happen to have hybrid Class 2/3 performance.
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Wind energy powered 20% of all electricity consumed in Europe (19% in the EU) in 2024, and the EU has set a goal to grow this share to 34% by 2030 and more than 50% by 2050.
To stay on track, the EU needs to install 30 GW of new wind farms annually, but it only managed 13 GW in 2024 – 11.4 GW onshore and 1.4 GW offshore. This is what’s holding the EU back from achieving its wind growth goals.
Three big problems holding Europe’s wind power back
Europe’s wind power growth is stalling for three key reasons:
Permitting delays. Many governments haven’t implemented the EU’s new permitting rules, making it harder for projects to move forward.
Grid connection bottlenecks. Over 500 GW(!) of potential wind capacity is stuck in grid connection queues.
Slow electrification. Europe’s economy isn’t electrifying fast enough to drive demand for more renewable energy.
Brussels-based trade association WindEurope CEO Giles Dickson summed it up: “The EU must urgently tackle all three problems. More wind means cheaper power, which means increased competitiveness.”
Permitting: Germany sets the standard
Permitting remains a massive roadblock, despite new EU rules aimed at streamlining the process. In fact, the situation worsened in 2024 in many countries. The bright spot? Germany. By embracing the EU’s permitting rules — with measures like binding deadlines and treating wind energy as a public interest priority — Germany approved a record 15 GW of new onshore wind in 2024. That’s seven times more than five years ago.
If other governments follow Germany’s lead, Europe could unlock the full potential of wind energy and bolster energy security.
Grid connections: a growing crisis
Access to the electricity grid is now the biggest obstacle to deploying wind energy. And it’s not just about long queues — Europe’s grid infrastructure isn’t expanding fast enough to keep up with demand. A glaring example is Germany’s 900-megawatt (MW) Borkum Riffgrund 3 offshore wind farm. The turbines are ready to go, but the grid connection won’t be in place until 2026.
This issue isn’t isolated. Governments need to accelerate grid expansion if they’re serious about meeting renewable energy targets.
Electrification: falling behind
Wind energy’s growth is also tied to how quickly Europe electrifies its economy. Right now, electricity accounts for just 23% of the EU’s total energy consumption. That needs to jump to 61% by 2050 to align with climate goals. However, electrification efforts in key sectors like transportation, heating, and industry are moving too slowly.
European Commission president Ursula von der Leyen has tasked Energy Commissioner Dan Jørgensen with crafting an Electrification Action Plan. That can’t come soon enough.
More wind farms awarded, but challenges persist
On a positive note, governments across Europe awarded a record 37 GW of new wind capacity (29 GW in the EU) in 2024. But without faster permitting, better grid connections, and increased electrification, these awards won’t translate into the clean energy-producing wind farms Europe desperately needs.
Investments and corporate interest
Investments in wind energy totaled €31 billion in 2024, financing 19 GW of new capacity. While onshore wind investments remained strong at €24 billion, offshore wind funding saw a dip. Final investment decisions for offshore projects remain challenging due to slow permitting and grid delays.
Corporate consumers continue to show strong interest in wind energy. Half of all electricity contracted under Power Purchase Agreements (PPAs) in 2024 was wind. Dedicated wind PPAs were 4 GW out of a total of 12 GW of renewable PPAs.
Read more: Renewables could meet almost half of global electricity demand by 2030 – IEA
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