United States Department of Transportation
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Evaluation of Pedestrian Hybrid Beacons and Rapid Flashing Beacons
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2016-07-01
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[PDF-4.99 MB]
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TRIS Online Accession Number:01635115
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Edition:Technical Report: October 2012-March 2016
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Abstract:Two pedestrian treatments receiving national attention are the rectangular rapid-flashing beacon (RRFB) and the pedestrian hybrid beacon (PHB). These devices have unique characteristics that produce improved vehicle stopping and yielding to crossing pedestrians. This Federal Highway Administration (FHWA) project includes multiple studies to help refine these devices. A closed-course RRFB study measured the time to determine the position and direction of a cutout representation of a pedestrian on a crosswalk to identify conditions that produced faster and more accurate recognition. Placing the beacons above rather than below the warning sign produced better recognition. A following open-road study investigated driver yielding when the beacons were located above and below the warning sign at 13 sites. Results indicated that any differences between the above and below positions were minor and statistically insignificant. With the apparent benefits identified from the closed-course study (i.e., lower discomfort and improved ability to detect the pedestrian) and the lack of difference in driver yielding, locating the beacons above the sign could improve the overall effectiveness of this treatment. FHWA issued an official interpretation in early 2016 to permit the placement of the beacons above the sign.(3) An open-road study was also conducted to determine driver yielding for different RRFB flash patterns at eight sites, seven of which were four-lane crossings with 40- or 45-mi/h speed limits. The patterns selected for evaluation were the 2-5 flash pattern (two flashes on one side followed by five flashes on other side) that was currently in use, a pattern using a combination of wig-wag and simultaneous (WW+S) flashes, and a pattern using a combination of long and short flashes called “blocks.” The statistical analysis showed no statistical significant difference between patterns; in other words, the newer patterns were as effective as the 2-5 flash pattern. As a result, FHWA issued an official interpretation indicating the preference for the WW+S pattern.(2) In the final study, behaviors at PHBs were investigated. The PHB has shown great potential in improving safety and driver yielding; however, questions have been asked regarding actual driver and pedestrian behavior. For the 20 PHB sites in the open-road study, driver yielding to pedestrians averaged 96 percent. Overall, 91 percent of the pedestrians pushed the pushbutton to activate the PHB in the crosswalk. A greater percentage number of pedestrians activated the device when on 45-mi/h posted speed limit roads as compared to roads with posted speed limits of 40 mi/h or less.
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