902.10 Pedestrian Hybrid Beacons (MUTCD Chapter 4J)

902.10.1 Application of Pedestrian Hybrid Beacons (MUTCD Section 4J.01)

Support. A pedestrian hybrid beacon is a special type of hybrid beacon used to warn and control traffic at an unsignalized location to assist pedestrians in crossing a street or highway at a marked crosswalk.

Option. A pedestrian hybrid beacon may be considered for installation to facilitate pedestrian crossings at a location that does not meet traffic signal warrants (see EPG 902.3), or at a location that meets traffic signal warrants under EPG 902.3.5 and/or EPG 902.3.6 but a decision is made to not install a traffic control signal.

Standard. If used, pedestrian hybrid beacons shall be used in conjunction with signs and pavement markings (see EPG 902.10.2) to warn and control traffic at locations where pedestrians enter or cross a street or highway. A pedestrian hybrid beacon shall only be installed at a marked crosswalk.

Guidance. If one of the signal warrants of EPG 902.3 is met and a traffic control signal is justified by an engineering study, and if a decision is made to install a traffic control signal, it should be installed based upon the provisions of EPG 902.4 through EPG 902.9 and EPG 902.11.

If a traffic control signal is not justified under the signal warrants of EPG 902.3 and if gaps in traffic are not adequate to permit pedestrians to cross, or if the speed for vehicles approaching on the major street is too high to permit pedestrians to cross, or if pedestrian delay is excessive, the need for a pedestrian hybrid beacon should be considered on the basis of an engineering study that considers major-street volumes, speeds, widths, and gaps in conjunction with pedestrian volumes, walking speeds, and delay.

For a major street where the posted or statutory speed limit or the 85th-percentile speed is 35 mph or less, the need for a pedestrian hybrid beacon should be considered if the engineering study finds that the plotted point representing the vehicles per hour on the major street (total of both approaches) and the corresponding total of all pedestrians crossing the major street for 1 hour (any four consecutive 15-minute periods) of an average day falls above the applicable curve in Figure 902.10.1.1 for the length of the crosswalk.

For a major street where the posted or statutory speed limit or the 85th-percentile speed exceeds 35 mph, the need for a pedestrian hybrid beacon should be considered if the engineering study finds that the plotted point representing the vehicles per hour on the major street (total of both approaches) and the corresponding total of all pedestrians crossing the major street for 1 hour (any four consecutive 15-minute periods) of an average day falls above the applicable curve in Figure 902.10.1.2 for the length of the crosswalk.

For crosswalks that have lengths other than the four that are specifically shown in Figures 902.10.1.1 and 902.10.1.2, the values should be interpolated between the curves.

Option. The criteria for the pedestrian volume crossing the major street shown in Figures 902.10.1.1 and 902.10.1.2 may be reduced as much as 50 percent if the 15th-percentile crossing speed of pedestrians is less than 3.5 feet per second.

Where there is a divided street having a median of sufficient width for pedestrians to wait, the criteria for the major-street traffic volume shown in Figures 902.10.1.1 and 902.10.1.2 may be applied separately to each direction of vehicular traffic. Satisfaction of the criteria for one direction of traffic allows for installation of a pedestrian hybrid beacon for the entire crossing.

Standard. If a pedestrian hybrid beacon is considered for a location that does not meet the criterion listed in this article, an engineering study shall be submitted and approved by the State Traffic Engineer prior to installation.

Figure 902.10.1.1 Guidelines for the Installation of Pedestrian Hybrid Beacons on Low-Speed Roadways

Figure 902.10.1.2 Guidelines for the Installation of Pedestrian Hybrid Beacons on High-Speed Roadways

902.10.2 Design of Pedestrian Hybrid Beacons (MUTCD Section 4J.02)

Standard. Except as otherwise provided in this Article, a pedestrian hybrid beacon shall meet the provisions of EPG 902.4 through EPG 902.7, EPG 902.9, and EPG 902.10.

A pedestrian hybrid beacon face shall consist of three signal sections, with a CIRCULAR YELLOW signal indication centered below two horizontally-aligned CIRCULAR RED signal indications (see Figure 902.10.2).

When an engineering study finds that installation of a pedestrian hybrid beacon is justified, then:

A. At least two pedestrian hybrid beacon faces shall be installed for each approach of the major street;

B. A stop line shall be installed for each approach to the crosswalk;

C. A pedestrian signal head complying with the provisions set forth in EPG 902.9 shall be installed at each end of the marked crosswalk;

D. The pedestrian hybrid beacon shall be pedestrian actuated; and

E. If the pedestrian hybrid beacon is installed at or immediately adjacent to an intersection with a minor street, a STOP sign shall be installed for each minor-street approach.

Guidance. When an engineering study finds that installation of a pedestrian hybrid beacon is justified, then:

A. Parking and other sight obstructions should be prohibited for at least 100 feet in advance of and at least 20 feet beyond the marked crosswalk, or site accommodations should be made through curb extensions or other techniques to provide adequate sight distance; and

B. If installed within a signal system, the pedestrian hybrid beacon should be coordinated.

On approaches having posted or statutory speed limits or 85th-percentile speeds in excess of 35 mph and on approaches having traffic or operating conditions that would tend to obscure visibility of roadside hybrid beacon face locations, both of the minimum of two pedestrian hybrid beacon faces should be installed over the roadway.

On multi-lane approaches having posted or statutory speed limits or 85th-percentile speeds of 35 mph or less, either a pedestrian hybrid beacon face should be installed on each side of the approach (if a median of sufficient width exists) or at least one of the pedestrian hybrid beacon faces should be installed over the roadway.

A pedestrian hybrid beacon should comply with the signal face location provisions described in EPG 902.4.5 through EPG 902.4.10.

Standard. A CROSSWALK—STOP ON RED (symbolic circular red) (R10-23) or a STOP ON RED—YIELD ON FLASHING RED AFTER STOP (R10-23a) sign (see EPG 903.2.48) shall be mounted adjacent to a pedestrian hybrid beacon face on each major street approach. If an overhead pedestrian hybrid beacon face is provided, the sign shall be mounted adjacent to the overhead signal face.

Option. A W11-2 (Pedestrian), S1-1 (School), or W11-15 (Trail) crossing warning sign with an AHEAD (W16-9P) supplemental plaque may be placed in advance of a pedestrian hybrid beacon. A Warning Beacon may be installed to supplement the W11-2, S1-1, or W11-15 sign.

Standard. Backplates (see EPG 902.4.6) shall be used with pedestrian hybrid beacons.

Support. Accessible pedestrian signals (see EPG 902.11) where a pedestrian hybrid beacon is used provide information in non-visual formats (such as audible tones and/or speech messages, and vibrating surfaces) so that a pedestrian with vision disabilities can know when to cross the street.

Guidance. If a Warning Beacon supplements a W11-2 sign in advance of a pedestrian hybrid beacon, it should be programmed to flash only when the pedestrian hybrid beacon is not in the dark mode.

Standard. If a Warning Beacon is installed to supplement the W11-2 sign, the design and location of the Warning Beacon shall comply with the provisions of EPG 902.18.1 and EPG 902.18.3.

Bicycle signal faces (see EPG 902.8) shall not be used at a pedestrian hybrid beacon.

Figure 902.10.2 Sequence for a Pedestrian Hybrid Beacon

902.10.3 Operation of Pedestrian Hybrid Beacons (MUTCD Section 4J.03)

Standard. Pedestrian hybrid beacon indications shall be dark (not illuminated) during periods between actuations.

Following an actuation by a pedestrian, a pedestrian hybrid beacon face shall display a flashing CIRCULAR YELLOW signal indication, 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 change interval (see Figure 902.10.2). Upon termination of the pedestrian change interval, the pedestrian hybrid beacon faces shall revert to a dark (not illuminated) condition.

Except as provided in the subsequent paragraph, the pedestrian signal heads shall continue to display a steady UPRAISED HAND (symbolizing DONT WALK) signal indication when the pedestrian hybrid beacon faces are either dark or displaying flashing or steady CIRCULAR YELLOW signal indications. The pedestrian signal heads shall display a WALKING PERSON (symbolizing WALK) signal indication when the pedestrian hybrid beacon faces are displaying steady CIRCULAR RED signal indications. The pedestrian signal heads shall display a flashing UPRAISED HAND (symbolizing DONT WALK) signal indication when the pedestrian hybrid beacon faces are displaying alternating flashing CIRCULAR RED signal indications. Upon termination of the pedestrian change interval, the pedestrian signal heads shall revert to a steady UPRAISED HAND (symbolizing DONT WALK) signal indication.

Option. Where the pedestrian hybrid beacon is installed adjacent to a roundabout to facilitate crossings by pedestrians with vision disabilities and an engineering study determines that pedestrians without vision disabilities can be allowed to cross the roadway without actuating the pedestrian hybrid beacon, the pedestrian signal heads may be dark (not illuminated) when the pedestrian hybrid beacon faces are dark.

Guidance. The duration of the flashing yellow interval should be determined by engineering judgment.

The duration of the flashing yellow interval should not vary on a cycle-by-cycle basis.

If the pedestrian hybrid beacon is coordinated as a part of a signal system, it should remain in the dark condition after a pedestrian actuation has been received until the point in the background cycle when the predetermined duration of the flashing yellow interval needs to be initiated in order to achieve the appropriate coordinated offset.

Option. If a minimum dark time between activations of the pedestrian hybrid beacon has been set on the controller, the pedestrian hybrid beacon may remain in the dark condition after a pedestrian actuation has been received until the minimum dark time has been provided.

Support. The minimum dark time is a preprogrammed time set in the controller that provides time between the pedestrian actuation and beginning of the flashing yellow interval. At locations in coordinated signal systems, the dark time can be variable based on when the pedestrian actuation occurs in the coordinated signal timing sequence.

Standard. The duration of the steady yellow change interval shall be determined using engineering practices in accordance with the provisions in EPG 902.6.17.

Guidance. A steady yellow change interval should have a minimum duration of 3 seconds and a maximum duration of 6 seconds (see EPG 902.6.17). The longer intervals should be reserved for use on approaches with higher speeds.

Option. A steady red clearance interval may be used after the steady yellow change interval.

The alternating flashing CIRCULAR RED signal indications may continue to flash for a short period after the pedestrian change interval has terminated to provide a buffer interval for pedestrians.

Guidance. A pedestrian hybrid beacon that is located 200 feet or less from an active grade crossing should be preempted in accordance with the applicable provisions in EPG 902.6.19 and EPG 913.4.9.

Standard. If a pedestrian hybrid beacon is placed into a flashing mode by a conflict monitor (malfunction management unit) or by a manual switch, the pedestrian hybrid beacon faces shall display flashing CIRCULAR YELLOW signal indications to each approach of the major street and the pedestrian signal heads shall revert to a dark (not illuminated) condition.