Winnipeg cycling community’s stop-as-yield advocacy unfruitful after nearly five months

A cyclist approaches a stop sign, slows down, and coasts through the intersection after checking for traffic.

This hypothetical cyclist is now in violation of the Highway Traffic Act—the law—but the cycling community in Winnipeg has been advocating for a change.

On Aug. 22, 2024, the Winnipeg cycling community came together in a demonstration calling for the government to implement a law, known as the Idaho stop, that would make it legal. Not only could cyclists treat stop signs as yield signs, but also red lights as stop signs.

Some say it would cause confusion at stop signs. Patty Wiens, cyclist and official Bicycle Mayor of Winnipeg said what did cause confusion was when more than 65 people followed all cycling laws in the demonstration, stopping before each stop sign and riding single file.

“There were two collisions in the first five minutes,” said Wiens. “[Drivers] were confused, wondering why we were stopping, why we were riding single file.”

Implementing the Idaho stop would require modifying the Highway Traffic Act, which is the responsibility of the provincial government.

As of December 2024, the Government of Manitoba had not taken any actions towards the implementation of any such law.

When asked about the Idaho stop, Minister of Transportation and Infrastructure Lisa Naylor didn’t provide a positive or negative stance on implementing the law, but said it would “require a lot of study” because it doesn’t already exist in Canada. Minister Naylor said “Yeah, I can’t speak to that” when asked about where those studies would start.

Minister Naylor said while the Idaho stop has been discussed in the media, the interview with The Leaf was the first time the issue had been brought to her, and wouldn’t be addressed until “well into the future” without a formal request from a stakeholder.

However, in August, Winnipeg cyclists sent letters containing a formal policy brief to members of provincial and municipal government, requesting the implementation of the Idaho stop—recipients included Minister Naylor, Premier Wab Kinew, and Mayor Scott Gillingham.

While responses did not include information on the government’s stance or progress on the Idaho stop, they shared their appreciation of the suggestion and noted “while several jurisdictions in the United States allow cyclists to treat stop signs as yield signs, no similar rules currently exist in any Canadian jurisdictions.”

When asked about these letters, Minister Naylor did not respond.

The Idaho stop legislation was first introduced in 1982 in its namesake state, which saw a 14.5% decrease in bicycle injuries the year after it was adopted. In regards to overall bicycle safety, Idaho has since become 30.4% better than Sacramento and Bakersfield, California, its closest matched cities.

“The bottom line on the Idaho stop is cities that have implemented [it] have seen an increase in safety,” said Janice Lukes, Chair of Public Works in Winnipeg.

“The less time we spend in front of cars, the better,” said Wiens. “It saves time both for the cyclists and for the drivers.” Not only does it save time, it reduces the time cyclists spend in front of vehicles, lowering the risk of collisions.

Cyclist Hillary Rosentreter said that she has been harassed by drivers behind her, who were frustrated by how long it took her to fully stop and check for traffic at a stop sign.

“The Highway Traffic Act is criminalizing safety in too many ways, and at the expense of people who don’t use cars to get around the majority of their time,” said Rosentreter.

Wiens was careful to clarify the Idaho stop doesn’t simply allow cyclists to speed through stop signs and stressed that they still must yield. “If there’s someone that was there before you, you stop and wait. And if there are pedestrians, they have the right of way.”

Owner of Natural Cycleworks Matty Adair said the divide is very black and white, with cyclists supporting it and drivers not. He thinks education plays a large role in this divide and would like to see more school cycling programs.

Wiens said the usual argument against the Idaho stop is, “If I have to stop, you should too,” but this comes primarily from drivers with little to no cycling experience. Wiens’ response is that the Idaho stop makes things easier for both sides, reminding drivers that when a cyclist is required to stop, so are the cars behind them, slowing things down for both.

“We’re trying to get out of their way. We’re not trying to make it harder for [drivers],” said Wiens.

Wiens said the difference between drivers’ and cyclists’ ability to regain momentum is important to remember. For drivers, it’s as simple as accelerating; cyclists must work to slowly regain their speed and are far more vulnerable while doing so.

Rosentreter said she thinks the reason the Idaho stop hasn’t been implemented is because the government is “not feeling enough pressure at the moment.”

“They’re not thinking of safety; they’re thinking of votes,” said Wiens, who attributed it to the amount of votes that come from drivers in comparison to cyclists. 

Wiens highlighted the importance of putting pressure on members of government, especially Wab Kinew, because “the truth is, [change] all comes from the top.”