Road User Understanding of Bicycle Signal Faces on Traffic Signals (2020) / Chapter Skim
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Pages 26-48
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From page 26... ...
CHAPTER 3 State of the Practice and Inventory Design Guidance Before IA-16 was approved, Thompson et al.
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Except for the 4-inch signal heads, IA-16 suggests that the illumination and light distribution for the 8-inch and 12-inch signal heads should be similar to the motor vehicle signal heads. The interim approval permits the use of backplates without the presence of any legends.
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Source: MUTCD Figure 11. Typical Arrangements of Signal Sections in Bicycle Signal Faces Inventory of Intersections with Bicycle Signals To describe the state of the practice, the research team conducted an inventory of intersections with bicycle signals limited to those signals with the bicycle symbol in the face.
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Method for Data Collection The research team developed a list of data elements to be collected about each intersection, approach, and bicycle signal face. Initially, the research team proposed gathering information from each jurisdiction; however, a large percentage of the locations identified had Google Streetview images available.
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Table 1. Intersections with Bicycle Signal Faces by State and Jurisdiction State City Intersections State City Intersections AZ Phoenix 1 MI Detroit 1 Tucson 1 MO Kansas City 1 CA Davis 2 St Louis 1 Long Beach 18 MT Missoula 1 Los Angeles 17 NC Charlotte 1 Mountainview 2 NE Lincoln 10 Palo Alto 1 NY Buffalo 1 Redondo Beach 3 Ithaca 1 Sacramento 1*
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Source: Google Fusion Maps, 2019 Figure 12. Map of Intersections with Bicycle Signal Faces 31
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Installation Year Installation year was either determined by data provided to the team via the survey, other documents, or by using historical views in Google Streetview to estimate the installation year. For some locations, only a range could be determined by this method (e.g., 2014-2017)
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Motivation for Bicycle Signal For each intersection, the research team assigned a primary motivation for the bicycle signal. As many designs serve multiple purposes this was an iterative process.
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Table 2. Summary of Typical Applications of Bicycle Signals Category Number Brief Description of Typical Location Photo of Typical Application Bicycle Lane to 129 This design used bicycle signals to separate through the Left of a Left- bicycle movements from left-turning vehicles.
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Category Number Brief Description of Typical Location Photo of Typical Application Two-Way Bicycle 69 In this configuration, bicycle signals were used for the Lane on One- contra-flow bicycle-traffic direction. Bicycle traffic in Way Street the same direction as motor vehicle traffic on the one way street can be controlled by the vehicle signals, unless there is a need to control turning conflicts (these configurations were categorized in one of the turn-lane categories)
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Category Number Brief Description of Typical Location Photo of Typical Application Multiuse Path 36 Where multiuse paths cross roadways, bicycle traffic Crossings signals are used to provide a better indication of the crossing time for bicycles (rather than using the pedestrian timing)
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Category Number Brief Description of Typical Location Photo of Typical Application Connection to a 15 The connection to the start of two-way facilities is Two-Way Bicycle another typical application of bicycle signals. The Lane signals provide a means to transition from one-way operations to two-way.
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Category Number Brief Description of Typical Location Photo of Typical Application Diagonal 11 Bicycle signals are used to provide for a diagonal Crossing crossing of an intersection. All of the locations identified had two-way bicycle traffic at both or one side of the diagonal, often connecting a shared-use path.
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Category Number Brief Description of Typical Location Photo of Typical Application Bicycle-Only 9 Bicycle signals were used to control bicycle-only Crossing for movements for a median two-way bicycle lane. The Median Two-Way intersections were in South Jordan, UT (shown in Bicycle Facility image)
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Category Number Brief Description of Typical Location Photo of Typical Application BL to the Right of 8 As part of an RTE with bicycle signal faces, the City of Shared Minneapolis installed bicycle signals to control bicycle Thru/Right traffic adjacent to a through and right-turn lane. The experiment involves a five-section head and a flashing yellow bicycle symbol displayed during the vehicle green.
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Type of Phasing Operation The type of phasing for the bicycle signal cannot generally be obtained from an image or photo, so there are fewer intersections where this information is available. The phasing information was obtained via the survey, RTE documentation, or the team's knowledge of some locations.
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Number and Location of Bicycle and Vehicular Signal Heads per Approach Table 4 summarizes the number of bicycle signal faces on each approach that was sampled, cross-tabulated by the number of vehicle heads that were visible in the direction of bicycle travel. Overall, 221 of the 432 approaches (51%)
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Table 5. Number of Approaches by Visibility Distance, Lens Size, and Bicycle Signal Heads Number of Number of Approaches by Visibility Distance Categories Lens bicycle diameter signal heads per approach <=80 >80 and <=120 >120 Total 1 19 36 4 59 12 inch 2 14 22 4 40 3 1 - - 1 12 inch Total 34 58 8 100 1 67 72 1 140 8 inch 2 80 89 8 177 3 6 - 6 8 inch Total 147 167 9 323 Total (12 inch 181 225 17 423 and 8 inch)
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are the same color as vehicular signal heads (84%)
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signal head, rounded to the nearest foot. If the signal heads were adjacent, a measurement of <1ft was entered.
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Figure 14. Plot of Signal Face Mounting Offsets Summary Table 8 is a summary of the inventory.
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Table 8. Summary of Inventory of Bicycle Symbol in the Signal Face Number of Percent of Total Data Item Intersections Sample Location (latitude/longitude)
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• A majority of the primary bicycle signal faces are the same color as vehicular signals head (84%) and 56% of the primary bicycle signal installations did not use a backplate for the bicycle signal.
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