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A.K.A. HAWK
DPS 201
PEDESTRIAN HYBRID BEACON (PHB)
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State why, when and where to use PHB Warrants Data needs PHB location/placement
Provide the design and operation of PHB MUTCD Standards and Guidance
Understand who to educate & what messages to deliver Drivers Pedestrians Police
Describe unique PHB applications Bike crossings/Roundabouts/two-stage PHBs
LEARNING OUTCOMES
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1st HAWK Tucson, AZ Year 2000Pedestrian safety
program “Watching over the Pedestrian Like a Hawk”
2009 MUTCD adopted HAWK as Pedestrian Hybrid Beacon (PHB)
HAWK HISTORY
High intensity Activated crossWalK
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REMINDER ON HOW IT WORKS
1Blank fordrivers
2Flashing yellow
Steady yellow
3
4Steady
red
Wig-Wag
5
Returnto 1
MUTCD Section 4F.02
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CMF
Research
WHY?SAFETY
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YIELD RATES EVEN HIGHER
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CRF 69% pedestrian crashes CRF 29% all
crash types
CRF 15% allserious injury &fatal crashes
CMF (CRF)
Fitzpatrick, K. and E. S. Park. (2010). Safety Effectiveness of the HAWK Pedestrian Crossing Treatment. Publication FHWA-HRT-10-042. FHWA, U.S. Department of Transportation.
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Pedestrians want or need to cross the high speed multilane roadwaysCrossing location doesn’t meet signal
warrantsCrosswalk markings and signs just won’t do if there are any at all
Pedestrians complain or crash data shows a problem
WHEN
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MUTCD PHB WARRANT – 35 MPH OR LESS
Example:• 35 mph• 100 pph• 750 vph• 68 ft wide crossingMEETS WARRANT
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MUTCD PHB WARRANT – 35 MPH OR LESS
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MUTCD PHB WARRANT >35 MPH
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SIGNAL WARRANT PEDESTRIAN VOLUME
If the posted or statutory speed limit or the 85th-percentile speed on major street exceeds 35 mph, or if the intersection lies within the built-up area of an isolated community having a population of less than 10,000, a 70% Factor can be used.
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CASE STUDY: PEDESTRIAN HYBRID BEACON (TUCSON, AZ)
Problem/Background Large percentage of residents
65 and older (retirement community)
6-lane divided arterial with transit lanes
40 mph speed limit More time needed to cross
wide street Not appropriate for traffic
signal
Tu c s o n , A Z
Source: Google Earth
Broadway Blvd
112 ft
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CASE STUDY: PEDESTRIAN HYBRID BEACON (TUCSON, AZ)
Solution/ Details Installed PHB with PUFFIN
detector logic PUFFIN able to detect if a
pedestrian needs more time & lengthens the red signal
Funded by sales tax focusing on elderly/ pedestrian safety improvements
Tu c s o n , A Z
Example of PUFFIN detector logic (circled)
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CASE STUDY: PEDESTRIAN HYBRID BEACON (TUCSON, AZ)
Results Increased yielding
rates & pedestrian safety
Positive reception of the crosswalk
As of June 2012, Tucson has 114 PHBs and 2 PUFFIN beacons
Tu c s o n , A Z
Pedestrian Hybrid Beacon at East Broadway Blvd.
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Standard:
If used, PHBs shall be used in conjunction with signs and pavement markings to warn and control traffic.
A PHB shall only be installed at a marked crosswalk.
WHEREMUTCD SECTION 4F.01
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Section 4F.02, paragraph 04 Guidance:“When an engineering study finds that installation of a pedestrian hybrid beacon is justified, then the PHB should be installed at least 100 feet from side streets or driveways controlled by STOP or YIELD signs.”
“Guidance” not a “Standard” NCUTCD voted to remove that Guidance. Proposed Standard for next MUTCD:
“If a pedestrian hybrid beacon is installed at or immediately adjacent to an intersection with a side road, vehicular traffic on the side road shall be controlled by STOP signs.”
MUTCD – PHB & INTERSECTIONS
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“Guidance” not based on research from Tucson, AZ where PHB (HAWK) was developed (HAWKs in TTI study were at local street
intersections)
2009 MUTCD “Guidance” was not a part of the Preliminary Rulemaking Some State supplements have eliminated
the “Guidance” statement (Arizona) Ultimate decision up to FHWA
MUTCD - PHB & INTERSECTIONS
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Prioritize warranted locations using a point system based on: Traffic volume during the peak pedestrian crossing time Peak hour pedestrian volume Pedestrian crashes Crossing width (number of lanes) Distance to nearest controlled crossing Posted speed Presence of a raised median Crossing is a designated trail, school crossing, or SRTS
walking route Presence of elderly or disabled pedestrians Others (lighting, curved roads, other unusual road
conditions, etc.)
SELECTION OF PHB LOCATIONS
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Requires extensive data collection Pedestrian counts can be time consuming
Point weights and factors may vary from city to city
Point weights and factors may be adjusted from year to year to fine-tune the process
Ultimate selection of location(s) should be based on Engineering Judgment, not merely on points alone
SELECTION OF PHB LOCATIONS
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PRIORITY EVALUATION METHOD
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How long of a count is needed? The peak crossing hour(s) must be counted. Recommend 2- to 4-hour count over the peak crossing time
Determine the peak crossings hours & day for each individual crossing. Crossings fluctuate daily and the peak hour(s) May be different from location to location (school vs. trail vs.
CBD)
SELECTION OF PHB LOCATIONS
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Vehicle volumes should be obtained for the same peak crossing hours and need not be collected at the same time. Historic vehicle counts may be used if conditions are
relatively unchanged.
Manual pedestrian counts are labor-intensive Consider using interns May be a high school or university class project
SELECTION OF PHB LOCATIONS
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Video observations can be for longer durations and may be viewed at higher speeds to reduce data collection times Provide a record of the crossings and other behaviors Equipment security can be an issue
Some video equipment can do automated pedestrian counts (Miovision)
SELECTION OF PHB LOCATIONS
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VIDEO DATA COLLECTION
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MIOVISION
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MUTCD
Design & Operation Issues
Special Provisions
DESIGN CRITERIA
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When an engineering study finds that installation of a PHB is justified, then:
A. Install at least two PHB faces for each major street approach
B. Install a stop line for each crosswalk approach
MUTCD 4F.02
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C. Install a pedestrian signal head at each end of the marked crosswalk, and
D. The PHB shall be pedestrian actuated
MUTCD 4F.02 CONT.
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Standard:A CROSSWALK STOP ON RED (symbolic circular red) (R10-23) sign shall be mounted adjacent to a PHB face on each major street approach.Option:
State MUTCD’s may allow other appropriate MUTCD approved ped, bike or school crossing signs
2009 MUTCD MANDATED SIGN
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Standard:PHB indicat ions shal l be dark (not i l luminated) dur ing per iods between actuat ions.Upon actuation by a pedestrian, a pedestrian hybrid beacon face shall display a flashing CIRCULAR yel low signal indication, fol lowed by a steady CIRCULAR yel low signal indication, fol lowed by both steady CIRCULAR RED signal indications during the pedestrian walk interval, fol lowed by alternating flashing CIRCULAR RED signal indications during the pedestrian clearance interval (see Figure 4F -3) . Upon termination of the pedestrian clearance interval, the pedestrian hybrid beacon faces shall rever t to a dark (not i l luminated) condition.
New added language in green:Upon actuation by a pedestrian, a pedestrian hybrid beacon face shall remain dark until the display of a flashing CIRCULAR yellow signal indication, just before being followed by a steady CIRCULAR yellow signal indication, followed by both steady CIRCULAR RED signal indications during the pedestrian walk interval, followed by alternating flashing CIRCULAR RED signal indications during the pedestrian clearance interval (see Figure 4F-3). Upon termination of the pedestrian clearance interval, the pedestrian hybrid beacon faces shall revert to a dark (not illuminated) condition. The PHB may remain in the dark condition for a short period of time before servicing the next actuation to allow for coordinated operation with nearby signals or to allow queued traffic to pass.
MUTCD SECTION 4F.03
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Except at roundabouts:• Steady DON’T WALK shall be displayed: During PHB Blank-out Flashing or steady CIRCULAR yellow
• Solid WALK shall be displayed during steady CIRCULAR RED indications
• Flashing DON’T WALK shall be displayed during alternating flashing CIRCULAR RED
MUTCD 4F.03 CONT.
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NCUTCD INTERPRETATION
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PHB – WHAT’S WRONG?
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If used at an intersection or driveway, the PHB crossing and signal equipment should only control one crossing ITE Traffic Control Devices Handbook
ONE OR TWO CROSSING(S) AT INTERSECTIONS
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Vehicle signal indications only face major street
STOP signs face the minor road. Side street indication is NOT recommended.
Experience suggests that drivers will most likely abuse a dynamic signal’s indication (such as a signal or illuminated no turn sign) to push their way into the major street. (TCDH 2013)
DESIGN AND OPERATION ISSUES
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2009 MUTCD -4D.12, Paragraph 21Optionh t t p : / / m u t c d . f h w a . d o t . g o v / h t m / 2 0 0 9 / p a r t 4 / p a r t 4 d .h t m # s e c t i o n 4 D 1 2
FHWA 9 provencountermeasureshttp ://safety. fhwa.dot .gov/provencountermeasures/fhwa_sa_12_007.htm
CRF 15%
RETROREFLECTIVE BORDERS ON BACKPLATES
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Use Ladder or Continental crosswalk markings (more visible) Consider advance PED XING
pavement stencils Consider advance Ped warning
signs (W11-2 or W11-15) Consider advance solid lane
line on approach to stop line (approx. 250 ft)
HIGH VISIBILITY MARKINGS
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Place advance stop lines 50 to 65 ft in advance of the PHB mast arms along with STOP HERE ON RED sign
Remove broken lane lines between advance stop line & crosswalk Improves conspicuity of
stop line & crosswalk
DESIGN AND OPERATION ISSUES
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Non-primary signs should not block driver’s view of the primary signs or signal heads.
MUTCD states they are optional “May” be used to clarify stopping location
STOP HERE ON RED sign is encouraged, but placement must be carefully selected
DESIGN AND OPERATION ISSUES
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Informational Report on Lighting Design for Midblock Crosswalks FHWA-HRT-08-053 April 2008
DESIGN AND OPERATION ISSUESLIGHTING BOTH SIDES OF CROSSING
Fig 12. New design for midblock crosswalk lighting layout
Fig 11. Traditional midblock crosswalk lighting layout
Recommended lighting level: 20 lux at 5’ above pavementFHWA Report http://www.tfhrc.gov/safety/pubs/08053/08053.pdf
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Use APS buttons for universal accessibility (PROWAG-compliant) Make sure ramps exist and crossing is fully
accessible
ADA
Click to play 3 sample locator tones
Click to play crossing message
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Minimum desirable WALK - 7 seconds: Consider longer WALK interval during school arrival &
dismissal times if used at a school Provide minimum vehicle “Go” time between
PHB activations Some agencies use 50 seconds of “blank-out” time
between PHB activations (Background cycle) 2013 ITE TCDH: recommends 15 to 45 secondsMinimum “blank-out” time between activations can
be shorter during peak crossing times Example - school arrival & dismissal times
DESIGN AND OPERATION ISSUES
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Consider multiple timing plans if used at schools or other facilities with unique crossing patterns and peaks
DESIGN AND OPERATION ISSUES
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PUFFIN is newer version of PHB
Flashing RED can be held longer to allow slower pedestrians to cross
Sensors connected into the system monitor pedestrian crossing movements in crosswalk
Pedestrian clearance time for PHB based on 3.5 fps walking speed. PUFFIN timing is set for 4.0 fps; but, controller can extend the clearance time up to 3.0 fps crossing time
PHB AS A PUFFIN: PEDESTRIAN USER FRIENDLY INTERSECTION
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Microwave sensors (or video detection) aimed at crosswalk to track pedestrians and extend crossing time if needed
PHB AS A PUFFIN: PEDESTRIAN USER FRIENDLY INTERSECTION
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How to encourage drivers to proceed on flashing red after pedestrians have crossed: Public education Media (newspapers, traffic
PSAs) Pamphlets distributed or
posted on websites Video (PSAs or posted on
agency websites) Special signs posted on
PHB
New Jersey’s First PHB Drivers don’t understand
the flashing red Video credit: njbikeped https://www.youtube.com/watch?v=bQdZqLDrhjc
FLASHING RED
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MUTCD Experimental Process http://mutcd.fhwa.dot.gov/condexper.htm
City of Phoenix Experimental Sign*
MUTCD EXPERIMENTAL PROCESS
*No Longer Needed in City of Tucson after so many years of Service
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Long delays for WALK signal may create pedestrian compliance issues
Relatively quick WALK increases pedestrian compliance & encourages use of PHB
If the pedestrian crosses “early”, the motorist will be stopped for no reason, & will diminish respect for PHB
COORDINATION WITH ADJACENT SIGNALS
Note: D.C. DOT syncs PHB with traffic signals
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Decide what the beacon will display if a ‘conflict’ is detected: 2013 ITE Traffic Control Device Handbook - Flashing
YELLOW Flashing RED (provides ‘fail-safe’ operation) Ped signal should go ‘dark’ during conflict detection
DESIGN AND OPERATION ISSUES
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MAST ARM; SPAN WIRE; SIDE MOUNT
Motorists tend to run signals or beacons when not directly over the roadway
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EDUCATION
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WISDOT - HOW TO USE A PEDESTRIAN HYBRID BEACON - LIVE ACTION
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Educate usersPedestrians Schools Nearby senior centers &
apartment complexes Neighborhood
associations and nearby HOAs Community in general
Motorists
SPECIAL PROVISIONS PRIOR TO ACTIVATING THE PHB
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Educate Police Most have never seen a
PHB before & do not understand how they work
Police must know what constitutes a violation and relevant ordinance/law
Invite Police to activation for training
Use Police to train other officers
SPECIAL PROVISIONS PRIOR TO ACTIVATING THE PHB CONT.
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Does your government agency see the different between signals and beacons?
Are PHB’s allowed under your current State or City law or ordinances?
Should you have those laws / ordinances changed?
STATE / CITY LAWS
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Educational needs Pedestrians: push
button, wait for WALK signal, & continue to look for approaching traffic while crossing. Wait for next signal if countdown occurs before you step into the street. Drivers must stop far
back enough to see the mast arm beacon during RED signal
SPECIAL PROVISIONS PRIOR TO ACTIVATING THE PHB CONT.
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Drivers may proceed on flashing red AFTER STOPPING if the pedestrians have crossed their half of the street Blank-out allows driver
to proceed
SPECIAL PROVISIONS PRIOR TO ACTIVATING THE PHB CONT.
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Educational tools Agency websites School websites (if
installed at a school) Pamphlets
SPECIAL PROVISIONS PRIOR TO ACTIVATING THE PHB CONT.
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Use local media -reporters always love a good story or breaking issue
Videos played on agency websites or TV PSAs - mostly local cable
Engage students and community groups in education effort School class project
SPECIAL PROVISIONS PRIOR TO ACTIVATING THE PHB CONT.
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COST
Infrastructure Description Median Average Minimum Maximum
Cost
Unit
No. of
Observations
Pedestrian Hybrid Beacon
Pedestrian Hybrid Beacon $51,460 $57,680 $21,440 $128,660 Each 9 (9)
Source: Costs for Pedestrian and Bicyclist Infrastructure Improvements: A Resource for Researchers, Engineers, Planners, and the General Public, October 2013
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Developed based on Phoenix Traffic Signal Activation List
PHB PROMPT LIST
http://www.pedbikeinfo.org/pedfocus/PHB_Activation_Prompt_List.docx.
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TWO-STAGE PHB
DOUBLE HAWK PEDESTRIAN CROSSING
(AKA PTERODACTYL)
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Two-stage PHB used to reduced overall stopped time for crossing a wide street.
Each crossing requires a far shorter clearance
Can coordinate with two-direction traffic
Requires fencing in the median to corral pedsto both crossings
SCOTTSDALE CASE STUDYTWO-STAGE PHB
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Connects two retail developments across a very busy 6-lane median divided arterial 47,000 ADT 6 thru lanes, 2 Right turn lanes, median
Peak-hour “before” count was 23 crossingsduring time when “NO PEDESTRIAN CROSSING” signs were in place
LATENT CROSSING DEMAND
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450’
450’
50’
50’70’
DOUBLE HAWK PEDESTRIAN CROSSING (AKA PTERODACTYL)
Scot
tsda
le R
d
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Minimize disruptions to Scottsdale Rd. traffic Maintain progression Minimize wait for pedestrians Serve pedestrians as often as possible
Improve pedestrian safety Minimize construction costs
GOALS
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PHB crossings separated by about 70 feet
SCOTTSDALE RD 2-STAGE PHB CROSSING
Crossing 1
Crossing 2
Scottsdale Rd
70 ft
PedestrianTransfer byEffectiveRefugeOnDisplacedAreaControlledThroughYieldingLanes
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CASE STUDY: “AFTER” COUNTS IN 2011 WITH PHBS
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ROUNDABOUTS & PHB
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Public Right-of-Way Accessibility Guidelines (PROWAG)
Potentially at all multilane roundabouts
PHB AT ROUNDABOUTS
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PHB AT ROUNDABOUT
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Option: If installed at a roundabout and an engineering study
determines that pedestrians without visual disabilities can be allowed to cross the road with out actuating the PHB, the pedestrian signal may be dark (not illuminated) when the PHB faces for motorists are dark
PHB AT ROUNDABOUTS: OPTION
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PHB BIKE APPLICATIONEXPERIMENTAL
(BIKE HAWK)
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Move bicycles to one side of the street for the crossing (if at an intersection)
PHB AS BIKE CROSSING
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Move bicycles to one side of the street for the crossing (if at an intersection)
PHB AT BIKE CROSSING
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Designed by matching cyclists movements at HAWK crossings. Tucson reports 96% compliance by bikes
PHB AT BIKE CROSSINGS
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Provide actuation devices that are accessible to bicyclists
PHB AT BIKE CROSSINGS
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Provide a separate crossing area for bicyclists and pedestrians
PHB AT BIKE CROSSINGS
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Provide separate “BIKES WAIT” illuminated sign during flashing RED May extend the solid
RED several seconds into the countdown to accommodate bikes for longer duration
PHB AT BIKE CROSSINGS
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Provide separate “BIKES OK” during the WALK interval
Provide separate “BIKES WAIT” illuminated sign during flashing RED
May extend the solid RED several seconds into the countdown to accommodate bikes for a longer duration
PHB AT BIKE CROSSINGS
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CASE STUDY
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19TH AVE AT THUNDERBIRD H.S. CROSSWALK
N
Thunderbird H.S. Driveway
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SPECIAL TIMING PLAN DURING SCHOOL CROSSING TIMES – MAX 30 SEC WAIT
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STOP LINE MOVED BACK 60 FEET FROM OVERHEAD BEACON
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Obtained approval from FHWA in 2009 PHB (HAWK) design & operation completed “Before” data collection 3 prior pedestrian crashes in 5 years “Before” – 308 crossings in 12 hours
Activated PHB (HAWK) in August 6, 2009 Construction Cost $ 55,357
PHOENIX CASE STUDY THUNDERBIRD HIGH SCHOOL
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Public Safety Announcements PHB (HAWK) Brochure Phoenix.gov Website FAQs Channel 11 Video Sept. 2009 Water Bill Mailer “Notes”
Developed Ranking Criteria - (HAWKWAR)
PHOENIX CASE STUDY (CONT.)
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Oct 29, 2009 “After” Video #1: 12 hours 320 crossings: 292 pushed the button 6 did not push button 22 crossed outside crosswalk
PHB EVALUATION RESULTS #1THUNDERBIRD HIGH SCHOOL
Dec 16, 2009: 131 WALK cycles (day)
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“After” Driver Behavior – 12 Hours Zero ran RED when pedestrians in crossing 32 stopped past the stop lines 30 proceeded when flashing (after pedestrians
crossed)
PHB EVALUATION RESULTS #1THUNDERBIRD HIGH SCHOOL
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48-Hour Video (May 5/6 2010) 622 Ped crossings observed 230 Total PHB activations 25 Peds did not activate PHB 0 conflicts with vehicles
PHB EVALUATION RESULTS #2THUNDERBIRD HIGH SCHOOL
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48-Hour Video (May 5/6 2010) 453 Vehicles stopped on solid RED 32 Vehicles ran solid RED (No conflicts) 131 Vehicles stopped past the stop line 803 Did not proceed when flashing (No Peds) 109 Did proceed when flashing (No Peds) 115 Did proceed when flashing (Peds) – No
conflicts
PHB EVALUATION RESULTS #2THUNDERBIRD HIGH SCHOOL
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PHB AVERAGE DAILY ACTUATIONS SINCE INSTALLATION IN PHOENIX
Source: Phoenix Street Transportation Department
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QUESTIONS