STUDY: The Vehicles Most and Least Likely to Stop For Pedestrians at a Crosswalk

Everyone probably has an idea in their head about what type of car will speed right by them while they wait at a crosswalk when trying to cross the street. Current national evidence, however, shows that how a crossing is designed and controlled, approach speeds, visibility, and distraction strongly shape whether drivers stop or yield. Federal syntheses document that active devices such as rectangular rapid‑flashing beacons (RRFBs) commonly produce about 60–95% driver yielding and pedestrian hybrid beacons (PHBs/HAWKs) typically exceed 95% motorist stopping compliance, far above many marked‑only sites on higher‑speed or multilane roads (see FHWA RRFB and FHWA PHB). At the same time, most pedestrian fatalities occur at night and outside intersections, underscoring limits of daylight, marked‑crosswalk observations (IIHS fatality facts).

But does data match preconceived notions? The Reviews.com Car Insurance Research Team wanted to find out if the stereotype of the big truck blasting right by without stopping matched reality. We took a survey of 1,152 U.S. residents from across the country on what cars people feel are most and least likely to stop for pedestrians. We then used volunteers from around the U.S. to observe and collect data on what cars stopped or didn’t stop for people at marked crosswalks to see if these stereotypes are accurate. To contextualize those perceptions and local observations with current evidence, we benchmarked them against recent national trends and countermeasures: preliminary estimates indicate 7,318 pedestrians were killed in 2023, only slightly below the modern‑era peak (GHSA 2024 Spotlight), and federal programs emphasize proven treatments (RRFBs, PHBs, refuge islands, LPIs, lighting) that raise yielding and reduce conflicts (FHWA STEP, FHWA Proven Safety Countermeasures).

Key findings:

• Perceptions vs. design reality: The national survey found that 67.8% of respondents believe that sports and luxury cars (35.5%) and trucks (32.3%) were the least likely to stop for them at a crosswalk. In observed practice, control type and site design dominate driver compliance: PHBs typically exceed 95% stopping and RRFBs commonly reach ~60–95% yielding, whereas marked‑only sites on higher‑speed or multilane roads often see much lower, variable yielding.
• Regional patterns depend on the measure: Self‑reported attitudes and behaviors show only modest regional differences in recent national surveys, but objective outcomes vary widely. More than 1,200 people were killed in U.S. crashes involving red‑light running in 2022, with notable differences across states (IIHS red‑light running); the 2024 national one‑day school‑bus survey recorded tens of thousands of illegal stop‑arm passes with markedly different per‑bus rates by state (NASDPTS 2024); and city automated‑enforcement reports (e.g., New York City) show large location‑to‑location variation under the same laws (NYC DOT automated enforcement). At the same time, the AAA Foundation’s nationally representative 2024 index emphasizes prevalence, not large regional splits, in self‑report (AAA 2024 TSCI).
• Larger vehicles and turning contexts: Our observers often noted larger vehicles failing to stop during turning movements. This aligns with recent research showing SUVs and pickups are more likely than cars to strike pedestrians while turning at intersections—settings where crosswalks are common—implicating visibility and front‑end geometry (IIHS turning‑crash analysis).
• Distraction and technology are both pivotal: Roughly 1 in 10 fatal pedestrian crashes involve a distracted or inattentive driver, and distraction‑affected crashes killed 3,308 people across all road users in 2022; during daytime in 2022, 3.4% of U.S. drivers were observed manipulating a handheld device (IIHS fatality facts; NHTSA distracted driving; NHTSA device‑use survey). Pedestrian AEB reduces pedestrian crashes by an estimated ~27% in daylight/clear weather but showed no measurable benefit at night in early field data—spurring stronger 2024 tests and a new federal rule mandating AEB with pedestrian capability on new light vehicles (IIHS/HLDI pedestrian AEB; NHTSA 2024 AEB final rule).
• Policy changes since 2020 will influence stopping and yielding: The 11th Edition MUTCD (effective 2024) updates national standards that support LPIs, NO TURN ON RED where warranted, RRFBs, and PHBs (Federal Register: MUTCD 11th Edition). Jurisdictions have strengthened crosswalk right‑of‑way statutes and visibility requirements—e.g., New Jersey’s “stop and remain stopped,” Connecticut’s “intent to cross” provisions, California’s statewide daylighting law (AB 413) and jaywalking enforcement reform (AB 2147), and DC’s citywide limits on right turn on red by 2025—which collectively aim to raise driver compliance at crossings (IIHS pedestrian laws; NJ 39:4‑36; CT §14‑300b; CA AB 413; CA AB 2147; DC Law 24‑78).

Digging into the details

The Reviews.com research team conducted a survey of 1,152 U.S. residents. They asked respondents which vehicles they believed were the least likely to stop for them at a crosswalk. Below are the response rates from that perception survey. We include these as a snapshot of public beliefs, then compare them with contemporary safety evidence that driver yielding is most strongly shaped by crossing control and geometry, not make or model alone (FHWA STEP).

What type of car do you think is least likely to stop for you at a crosswalk?

To compare, the Reviews.com team used volunteers in a variety of regions in the United States and asked them to spend time at nearby crosswalks recording what cars stopped for pedestrians and what cars kept driving. These observers spent a total of about 20 hours in total watching pedestrian activity at crosswalks. And while this part of the study is certainly more directional than scientific, it is still interesting to see data align with stereotypes. Contemporary federal guidance helps explain variation our observers saw: on unsignalized approaches, RRFBs frequently lift yielding into the 60–95% range, and PHBs commonly produce >95% motorist stopping; marked‑only crosswalks on higher‑speed or multilane roads often show substantially lower, more variable yielding (FHWA STEP).

This was largely done in major metro areas and only at marked crosswalks. There was a clear reported trend in two types of vehicles ignoring a pedestrian’s right of way — with trucks and luxury cars being the worst offenders. That pattern is consistent with broader safety research showing SUVs and pickups are overrepresented in pedestrian turning crashes at intersections (where crosswalks are common), implicating driver eye position and front‑end geometry (IIHS turning‑crash analysis). Meanwhile, policy has shifted to further prioritize pedestrian right of way: the 11th Edition MUTCD supports wider deployment of LPIs and NO TURN ON RED where warranted, DC is restricting RTOR citywide by 2025 (DC Law 24‑78), and California’s daylighting law (AB 413) expands sight distance at intersections (CA AB 413).

Full observations below:

While we did not ask our observers to record any specific variables, follow-up studies could introduce more data into the mix, like if people stopped more often if the pedestrian had a stroller or was walking a dog. Or, observers could record how many people that ran through crosswalks appeared to be doing so intentionally versus just zoning out while driving, something that would likely be difficult to differentiate but interesting to attempt nonetheless. Existing behavioral literature and agency guidance suggest visibility aids (bright/reflective attire), clear intent signals (eye contact, body orientation), and vulnerability cues (strollers, mobility aids, walking with children) tend to increase yielding, with effects moderated by site type and speed; rigorous multi‑city designs aligned with MUTCD 11th Edition, FHWA STEP, and Proven Safety Countermeasures would help quantify these effects at today’s crossings.

One observer made a note of how common it was to see drivers who did not stop staring at their phones while driving, a terrifying anecdote, and something that would make for interesting data in a follow-up study. Nationally, distraction is a persistent contributor: about 8% of drivers in fatal pedestrian crashes had distraction/inattention reported, an estimated 3,308 people were killed in distraction‑affected crashes across all road users in 2022, and 3.4% of drivers were observed manipulating handheld devices during daytime that year (IIHS fatality facts; NHTSA distracted driving; NHTSA device‑use survey). Technology can help but isn’t a guarantee: pedestrian AEB showed meaningful daylight crash reductions (~27%) but limited early nighttime benefit, prompting tougher nighttime evaluations in 2024 and a federal AEB rule that requires pedestrian performance in darkness (IIHS/HLDI pedestrian AEB; NHTSA 2024 AEB final rule).

Methodology and notes:

• Crosswalk observers spent time at marked crosswalks in major cities or their surrounding areas and recorded what types of vehicles stopped or didn’t stop when a pedestrian was attempting to cross. Driver compliance is highly sensitive to site context: PHBs typically achieve >95% stopping and RRFBs commonly produce ~60–95% yielding at unsignalized crossings; marked‑only sites on higher‑speed or multilane roads are often lower. Other proven measures—LPIs, median refuge islands, curb extensions/daylighting, and improved illumination—are emphasized in FHWA STEP and the updated MUTCD 11th Edition.
• The approximate 20+ hours of crosswalk observation was conducted during daylight hours and observers only recorded data after it was clear a pedestrian was making an intentional attempt to cross the street. Most pedestrian fatalities occur at night and in urban settings, highlighting limits of daylight‑only observation for understanding risk and stopping behavior (IIHS fatality facts; GHSA 2024 Spotlight).
• The survey of 1,152 U.S. residents and observational recording were conducted prior to recent policy and technology updates. This article incorporates current context from national sources, including GHSA pedestrian trends, FHWA Proven Safety Countermeasures, FHWA STEP, the MUTCD 11th Edition, and the 2024 NHTSA AEB final rule, along with regional/outcome references such as IIHS red‑light running, AAA 2024 TSCI, and NASDPTS 2024.