Warrants specified in Chapter 4C of the govern the installation of traffic signals at intersections, including provisions to accommodate pedestrians. Engineering studies to support the evaluation of traffic signal warrants must include a review of pedestrian characteristics and volume and whether the location is a school crossing.

Traffic signals provide benefits to pedestrians by stopping automobile traffic and allowing a designated phase for pedestrians to cross a roadway. See and TxDOT’s for further guidance on the use of traffic signals.

The needs of all pedestrians should be taken into account when designing traffic signals at intersections where they can be expected to cross. Pedestrian safety, comfort, and convenience at intersections is fundamentally impacted by several major design decisions including cycle length, crossing time, and phase selection. Signalized intersections should be designed for pedestrians to cross in one phase. Wait times for pedestrians at traffic signals should be minimized. Substantial delays encourage pedestrians to violate the traffic signals and cross against Don’t Walk signals. Phasing based on other factors (volume, anticipated turning volumes, etc.) should be reviewed for its adequacy in accommodating pedestrian travel across each intersection leg. Long cycle lengths which dramatically increase pedestrian delay during periods of lower traffic volumes can reduce pedestrian compliance rates inducing attempts to cross during gaps in traffic. This is a particular concern during evening hours when pedestrian fatalities are highest.

A Pedestrian Hybrid Beacon (PHB) is a pedestrian-activated warning device located on the roadside, or on mast arms over midblock or intersection pedestrian crossings. The beacon head consists of two red lenses above a single yellow lens. The beacon head is dark until the pedestrian wanting to cross the roadway presses the button and activates the beacons.

This device provides an additional tool for improving the safety of crosswalks when traffic signals do not meet warrants. PHBs should be used in conjunction with signs and pavement markings to warn and control traffic at locations where pedestrians enter or cross a street or highway.

Districts must receive TRF Division approval for installation of a PHB for each location.

As of the publishing of this manual, the link for interim approval of RRFBs can be found in the and .

See and and refer to for application. PHBs are generally more applicable on wider, higher volume roadways where a stop and yield condition does not provide reliable, safe, and frequent opportunities for pedestrians to cross.

All of the following conditions must be met for a PHB to be considered:

An engineering study must be performed and meet the guidelines detailed in Chapter 4F of the
;
An established crosswalk with adequate visibility, markings and signs;
A posted speed limit of 40 mph or less (does not include school speed zones);
20 pedestrians or more crossing in one hour;
Location deemed as a high-risk area (e.g., schools and shopping centers); and
Crosswalk is more than 300 ft. from an existing, traffic controlled pedestrian crossing.

Refer to Chapter 4F of the for specific design standards and guidelines.

Designers may justify a PHB in a location that currently has low pedestrian traffic (less than 20 pedestrians per hour) if:

shows an example of a PHB.

Pedestrian signal faces aid in crossing by communicating timing and permission specific to pedestrian travel who may be crossing at a traffic signal or a Pedestrian Hybrid Beacon.

Pedestrian signal heads should be provided at all signalized crossings with sidewalks and curb ramps on the approaches, as well as at all signalized crossings where pedestrian activity is expected, regardless of the presence of sidewalks. Refer to Chapter 4E of the for guidance and standards, including for accessible pedestrian signals (APS).

Marked crosswalks should be installed at all crossings with pedestrian signals. See for details.

Pedestrian signal faces may be timed and phased differently from the general traffic signal face, thus better accommodating the differing travel characteristics and speeds of pedestrians. Refer to Section 4E.03 of the for further specifications regarding the application of pedestrian signal faces.

Pedestrian actuation may impact signal or beacon operation in two ways: 1) actuating pedestrian beacons or signal heads that direct pedestrians’ crossing behavior, and/or 2) it may also change overall operations of a signal to extend a pedestrian phase only when pedestrians are present, thus allowing them to cross the full width of an intersection leg in one phase.

APS allow pedestrians to actuate a signal or beacon by pressing a button. APS also provide audible and vibrotactile indications, tactile arrow information communicating the orientation of the crosswalk, and a locator tone to assist pedestrians in finding the pushbutton. APS are required at all signalized intersections with pedestrian signal faces. Some emerging technologies allow pedestrians to activate the signal by waving a hand in the vicinity of the button as well, but this functionality is in addition to the required APS features noted above. Refer to Sections 4E.08 through 4E.13 for guidance and standards regarding use of pushbuttons.

APS push buttons are required at all signals and pedestrian hybrid beacons that include pedestrian signal heads they are also required at RRFBs. See for push button location area.

If the button is mounted on its own pole, the pole should not obstruct the pedestrian access route. The pushbutton must always be accessible from the pedestrian access route with a maximum side reach of 10-inches.

Though it is not desirable to design for an intersection where pedestrians are most likely Table of Contents Instructions Reference Links Roadway Design Manual | 19-60 to cross in two stages (curb to median, median to curb), where signal design necessitates this operation, a pushbutton must be provided in the median refuge for pedestrians to activate the pedestrian signal heads for the second crossing.

At signals and pedestrian hybrid beacons, the use of audible or visual confirmation of detection at signals communicates to pedestrians that the WALKING PERSON indication is forthcoming can improve signal compliance and is required by . At RRFBs, there is no confirmation message because the flashing lights are activated each time the button is pressed.

Signal supports may be excluded from clear zone requirements. See and for further considerations when placing signal supports within the clear zone.

Passive detection systems consist of one of several types of technologies (e.g., infrared, microwave, etc.) to detect pedestrians’ presence near the point of departure at a crosswalk.

Passive detection may be used to activate pedestrian phases and signal heads and may be used to adjust pedestrian clearance time when a pedestrian is detected. Passive detection does not replace the need for APS pushbuttons as the pushbuttons are still needed to communicate audible and vibrotactile information.

Signal timing may be designed or amended to create a safer, more comfortable pedestrian environment through several strategies. Signalized intersections are common locations for pedestrian-vehicle collisions, most often with turning vehicles. Collisions can occur between parties traveling the same direction (right-turn conflict) or in opposing directions (left-turn conflict). Collisions may also occur between pedestrians and vehicles traveling in perpendicular directions when pedestrians do not have adequate crossing time and remain in the roadway once the signal changes, or when either party fails to obey traffic controls. The strategies below can aid in avoiding these conflicts.

Signal phasing that includes protected left-, right- or both turn phases can benefit pedestrian safety by removing potential conflict through separating pedestrian and vehicle travel in time. Pedestrians crossing an intersection leg proceed with the through movement in the same direction while turning traffic is held.

Protected phasing should be considered where pedestrian volumes are anticipated to be high, where there are high percentages of child or older pedestrians, and at locations with multiple conflict point turn lanes across a crosswalk. Protected phasing should also be considered where intersection geometry allows vehicles to turn in excess of 20 mph while executing turning movements. The pedestrian crossing interval must meet the requirements of Section 4E.06 of the .

Application of protected turn phasing to an existing signal should be accompanied by the installation of an accessible pedestrian signal so pedestrians with disabilities will follow the same behavior as other pedestrians. Intersections with right and left turn lanes and pedestrian crossing islands create the opportunity to create exclusive pedestrian phases by restricting motorists turning movements to shared right and left turn overlaps. The exclusive pedestrian crossing can be provided concurrent with through moving motorists.

During periods of lower traffic volume protected phases could be adjusted to permissive with flashing yellow arrows for right and/or left turns across pedestrian crossings. This can provide flexibility to reduce conflicts during the pedestrian walk phase at key times during the day or during special events limiting times of protected phases to periods with the greatest need.

A Leading Pedestrian Interval (LPI) activates the white WALK indication for the crosswalk while a red indication continues to be displayed for vehicle traffic (through and/or turning) in the same direction. This allows pedestrians to proceed into the crosswalk in advance of vehicle movements, thus making them more visible to turning drivers who may cross their path of travel. They are a proven FHWA Safety Countermeasure. Refer to Section 4E.06 of the for further guidance.

An LPI should be considered for locations with high pedestrian volumes and high volumes of turning vehicles or locations with a history of crashes between pedestrians and turning motorists.

If a leading pedestrian interval is used, they should be timed to allow pedestrians to cross at least one lane of traffic or, in the case of a large corner radius, to travel far enough for pedestrians to establish their position ahead of the turning traffic before the turning traffic is released. A typical LPI interval range is between 3 and 7 seconds with a minimum of 3 seconds. There is no maximum interval, however long intervals may be better served by completely protected crossing phases.

Application of an LPI to an existing signal should be accompanied by the installation of an accessible pedestrian signal so pedestrians with disabilities will follow the same behavior as other pedestrians.

If a leading pedestrian interval is used, consideration should be given to prohibiting turns across the crosswalk during the leading pedestrian interval. See for additional information.

Intersections should be designed to enable pedestrians to cross all legs. There may be limited circumstances where pedestrian access across a leg of an intersection may be prohibited, however this should rarely be done unless there is a compelling reason to limit this movement. Pedestrians should not be directed to cross multiple legs of an intersection to access a corner that could otherwise be accessed by crossing a single leg. Crossing additional legs creates more exposure to vehicular traffic for pedestrians, forces pedestrians to travel longer distances, and increases travel time. If pedestrian crossings at unmarked crosswalks must be restricted, sign types R9-2, R9-3 ( ), or other appropriate regulatory signs must be installed to face pedestrian approaches of restricted crosswalks. Also note that prohibited crossing locations shall not include curb ramps, and the pedestrian circulation path must be separated from the roadway with landscaping or other non-prepared surface or separated from the roadway by a detectable vertical edge treatment with a bottom edge 15-inches maximum above the pedestrian circulation path.

Right Turn on Red (RTOR) introduces pedestrian safety concerns because drivers scanning for gaps in traffic on their left may not look for pedestrians on their right. Allowing drivers to turn right or left during a pedestrian WALK signal is a frequent cause of crashes between pedestrians and drivers and can impede a pedestrian’s ability to complete their crossing by delaying their entry into the roadway. At locations which allow RTOR, motorists are likely to encroach into the crosswalk while watching oncoming vehicles, further eroding pedestrian safety and comfort. These conflicts can be reduced by restricting RTOR movements. The suggests that “prohibiting RTOR should be considered where exclusive pedestrian phases or high pedestrian volumes are present.”

Right turn-on red can be restricted when activated by a pedestrian push button by using NO RIGHT ON RED blank-out signs to limit the restriction to times when pedestrians are present.

Left and right turning motorists at signals can account for a high percentage of conflicts and crashes with pedestrians at locations with permissive phasing. Where conflicts between turning motorists and crossing pedestrians are likely, a TURNING VEHICLES STOP FOR PEDESTRIANS (R10-15a) sign should be considered. This sign may be used for both left and right turning traffic.