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SeparatedBikeLaneChapter6 Signals 1
SeparatedBikeLaneChapter6 Signals 1
SIGNALS
The designer should review existing traffic In general, the addition of a separated • Locations where leading or protected
volumes, traffic signal equipment, and bike lane at an intersection will not require phases are provided for bicyclists
phasing for any signalized intersection installation of a new traffic control signal
• Locations with contra-flow bicycle
along a separated bike lane. Bike signal at existing unsignalized intersections. movements
control may be achieved through minor The decision to use traffic signals should
modification of existing signal equipment or follow the signal warrants specified in the • Locations where existing traffic signal
with installation of a new traffic signal. MUTCD. heads are not visible to approaching
bicyclists
Consideration should be given to: When evaluating warrants for a potential
• Locations where bicyclists are
signal, the designer should be aware that physically separated from motorists and
• Existing signal equipment and visibility
separated bike lanes attract additional pedestrians
• Existing signal timing and phasing users which could result in an intersection
meeting warrants for a signal within a
• Conflicts between turning vehicles and short time of the facility opening. Therefore 6.1.3 CONSIDERATIONS FOR
bicycles anticipated future volumes of bicyclists PROVIDING A PROTECTED
should be considered during any warrant BICYCLE PHASE
• Sight lines between turning vehicles and
bicycles analysis effort. The designer should also
Separate bicycle phases are not required at
evaluate the pedestrian hybrid beacon
• Signal timing and clearances for bicycles signal controlled intersections. The decision
warrant, counting bicyclists as pedestrians,
to provide a protected bicycle phase should
for crossings of high volume (more
• Signal detection for bicycles be based on a need to eliminate conflicts.
than 250 vehicles/hour) or high speed
The provision of protected movements
This chapter discusses the need for bike (greater than 30 mph) roadways.
may require the presence of motor vehicle
signals, as well as design controls for signal turn lanes on the intersection approach.
phasing and equipment. 6.1.2 BIKE SIGNAL HEAD WARRANT Scenarios where provision of a separate
phase should be considered are discussed
Bike signals should generally be installed on the following page. These include:
at all traffic control signals where separated
bike lanes are present to provide a uniform • Locations with two-way or contra-flow
indication for bicyclists. Requiring bicyclists bicycle movements
6 SIGNALS
As discussed in Chapter 4, bicyclists may Time-separated turning movements should At locations where bicycle volumes and/or
be exposed to increased conflicts with left be considered in locations with the motor motorist turning volumes are lower than the
turning motorists on two-way streets with vehicle turn volumes in EXHIBIT 6A. threshold to provide a protected phase, or
two-way separated bike lanes on one or at locations where provision of a protected
both sides. The conflicts result when the In locations where the roadway width phase is not feasible, there may be benefits
bicyclists traveling in the same direction does not allow for the provision of turn to providing a leading bicycle phase. A
as the left turning motorist is not seen. lanes and therefore limits phasing options, leading bicycle interval allows a bicyclist to
While the motorist is scanning for a gap the designer should consider access enter the street crossing prior to a turning
in traffic, they may not detect a bicyclist management measures to reduce conflicts motorist, thereby improving their visibility.
arriving from behind them and entering (see Section 4.3.7). Where conflicts with In some cases, a leading bicycle interval
the crossing. Depending upon the time of permissive turns are necessary, enhanced may allow bicyclists to clear the conflict
arrival and the size of the intersection, there treatments should be considered to reduce point before motor vehicles enter. A parallel
may be little time for either party to react. speeds and increase sight distance (see leading pedestrian interval should also be
Where geometric solutions such as raised Section 4.3.1). provided. An example of potential phasing
crossings or recessed crossings are not is shown in EXHIBIT 6I.
feasible or do not mitigate the conflict, the
provision of a protected left turn phase or a
protected bike phase should be considered
to separate this conflict in time. Examples Motor Vehicles per Hour
of potential phasing are shown in EXHIBIT Turning across Separated Bike Lane
6J, EXHIBIT 6K, and EXHIBIT 6L.
Separated One-way
Bike Lane Two-way Street
Street
Operation
LOCATIONS WITH UNIQUE OR HIGH
VOLUME BICYCLE MOVEMENTS Left Turn Left Turn
Right or Left
Right Turn across One across Two
At locations where bicycle volumes and/ Turn
6 SIGNALS
Lane Lanes
or parallel pedestrian volumes are high,
turning vehicles may find it difficult to find One-way 150 100 50 150
a safe gap to turn across. Separating
the turning vehicle movements from the
Two-way 100 50 0 100
through bicycle and pedestrian movements
may reduce delays and frustrations for all
EXHIBIT 6A: Considerations for Time-separated Bicycle Movements
users.
3 Pedestrian Signal
4
4 Vehicle Signal
1 3
6 SIGNALS
MassDOT Separated Bike Lane Planning & Design Guide 109
VISIBILITY OF SIGNAL FACES LATERAL POSITION
The designer should take care to ensure Sight distance and signal visibility should
traffic signals and bike signal heads are be considered in design. Wherever
visible for approaching bicyclists. Where possible, the bike signal face should be
existing traffic signals are anticipated to be located at the far side of the intersection
the sole source of guidance for bicyclists, within 5 ft. of the edge of the bike lane.
they should be located within the cone of This may include signals mounted
vision measured from the bike stop bar overhead or side mounted. See EXHIBIT
(see MUTCD Section 4D.13 for further 6D for recommended and optional
detail). This is especially important to locations for the installation of signal
consider in locations with contra-flow or equipment for bicycles, pedestrians, and
two-way bike facilities. If the signals fall vehicles.
outside the cone of vision, supplementary
bike signal heads shall be provided. The bicycle traffic signal should be
mounted to the right of the bike lane where
Section 4D.12 of the MUTCD states that possible for consistency and to reduce the
signals should be designed to “optimize the potential for pedestrians to block the view
visibility of signal indications to approaching of the signal for approaching bicyclists. The
traffic” and that road users shall be given bike signal face should not be placed such
a clear unmistakable indication of their that it is located between vehicle signal
right-of-way assignment. For separated faces, as this causes confusion for users.
bike lanes, this may mean that the bicycle
traffic signal face should be optically The placement of the bicycle traffic signal
programmed or shielded with louvers to may make it difficult to meet the lateral
prevent confusion for parallel motor vehicle signal separation requirement of 8 ft. as
traffic. indicated by the MUTCD (see MUTCD
Section 4D.13.03). Several agencies have
Designers should also ensure optically placed traffic and bike signals closer than
programmed or shielded signals are visible 8 ft. to one another (Minneapolis, MN, and
to approaching bicyclists where bicyclists Long Beach, CA) without any operational
6 SIGNALS
are required to follow traffic signals or or safety difficulties. Under this scenario,
pedestrian signals. optical programming or shielding should
be provided on both signal faces to prevent
confusion.
Amsterdam, Netherlands
6 SIGNALS
bike signal EXHIBIT 6D:
Typical Signal Face
pedestrian signal Locations for Motor
Vehicles, Bicycles
motor vehicle signal and Pedestrians
6.2.3 PEDESTRIAN SIGNAL 6.3.1 SIGNAL PHASING the parking on the intersection approach
EQUIPMENT can allow for the provision of a right turn
Traffic signal phasing represents the lane to accommodate a protected phase. If
The designer should carefully consider fundamental method by which a traffic it is not possible to provide protected turn
the placement of pedestrian signal signal accommodates the various users signal phasing, designers should consider
equipment with relation to the separated at an intersection in a safe and efficient implementing flashing yellow arrow signal
bike lane. Under all scenarios, designers manner. Under the control of a bicycle- phasing for permissive right or left turn
must ensure that all proposed pedestrian specific traffic signal, bicyclists’ movement movements that conflict with a concurrent
ramps, push buttons, and signals meet may occur concurrently with other bike movement. Further guidance for the
current accessibility guidance, including compatible vehicle phases or exclusively on installation and operation of flashing yellow
the minimum separation of 10 ft. between a separate phase. arrow indications for permissive left and
accessible pedestrian push buttons (see right turn movements may be found in
EXHIBIT 6E). The signal phasing for bikes may provide section 4D.18 and 4D.22 of the MUTCD,
concurrent phasing with through vehicle respectively.
Pedestrian signal timing should include traffic, a leading bicycle interval, a
sufficient clearance time for a pedestrian to protected bicycle phase, or turning bike
cross the entire roadway including the bike phases.
lanes and street buffers. Pedestrian signal
equipment should be located within the As described in Section 6.1, the designer
sidewalk buffer adjacent to the curb ramp will have to evaluate the need to provide
outside of the bike lane. Designers should a protected bicycle phase where left and
ensure that pedestrian signals meet all right turn motor vehicle volumes across
current accessibility guidelines with regards the bike lane are high. Designers should
to proximity to the level landing area and consider providing protected-only left turn
reach range for the push button. phasing wherever feasible for signalized
approaches where left turning motor
.
in
vehicle movements cross a separated bike
’m
10
lane.
Designers should minimize the
number of mast arms and/or Protected right turn phases are desirable
6 SIGNALS
EXHIBIT 6H through EXHIBIT 6L (at the a stopped position. The designer should
end of this chapter) show five scenarios consider the operating characteristics of
for bike signal phasing, ranging from fully a bicycle when calculating the required
concurrent to protected phasing that minimum green time. In locations
should be considered at intersections with where bike signals are not provided, the
separated bike lanes. designer should allow for a minimum
bicycle green time as a part of the timing
for the concurrent vehicle signal phase.
6.3.2 SIGNAL TIMING
In locations where bicycle detection is
The updated Traffic Signal Timing provided within the separated bike lane, the
Manual (FHWA, 2nd Edition, 2015) has signal timing should be designed to allow
guidance on intervals for accommodating for an actuated minimum bicycle green
and encouraging bicycle travel. In locations time, if possible.
where bike signals are not provided,
signal timing for standard traffic signals
EXTENSION TIME (PASSAGE GAP)
along a corridor with a separated bike
lane must be designed to accommodate In locations where bike detection is
bicyclists. The designer must consider provided for actuated signal phasing,
the differing operating characteristics of extension time may be provided as
bicyclists which impact parameters such appropriate to extend the bicycle green
as minimum green time, extension time, phase up to the maximum green time.
and clearance intervals. In locations where Bicycle detectors used for extension
bike signals are provided, the designer may purposes should be located at the stop
provide separate signal timing for bicycles, bar.
reducing unnecessary delay for vehicles in
the adjacent travel lanes.
CHANGE AND CLEARANCE INTERVALS
The intent of the vehicle phase change
MINIMUM GREEN TIME and clearance intervals is to provide a
6 SIGNALS
Minimum green time is used to allow safe transition of right-of-way. Traffic
people to react to the start of the green signal control for bicyclists should provide
interval and meet reasonable expectations adequate clearance time to allow a bicyclist
for how long a signal will be green (see who enters at the end of the green phase
Traffic Signal Timing Manual). Traffic to safely cross the intersection prior to
signal control for a separated bike lane the beginning of the conflicting signal
must provide sufficient minimum green time phase. Designers should ensure that the
for a bicyclist to clear the intersection from combined yellow and all-red intervals for
Cambridge, MA
• Contra-flow separated bike lanes – At
locations where contra-flow separated
bike lanes are provided, turns on red
should be restricted from the side
street adjacent to the facility, because
motorists may not anticipate conflicts
from bicyclists approaching in the
contra-flow direction.
Bicycle detection is used at traffic signals to • Actuated signals – Where the bicycle In addition to bicycle detection at the stop
alert the signal controller to bicycle demand facility is located on any approach line, advance detection can be used to
on a particular approach. Properly located where the green phase may not be increase the responsiveness of the traffic
automatically called during every cycle,
detection enables the length of green time bicycle detection must be provided to
signal to the bicycle movement. Advance
to fluctuate based on demand. ensure that bicyclists receive a green detection may be used within 100 ft.
signal indication. from the intersection to call a green for an
The addition of a separated bike lane approaching bicyclist or extend the green
may create a need to add a protected • Bicycle minimum green – In locations phase up to the maximum as appropriate
phase to separate turning motorists from where vehicle minimum green times may
in order to reduce unnecessary stops,
through bicyclists. In those situations, be too short for a bicyclist to clear an
intersection after starting from a stopped especially during off-peak periods when
it may be desirable to convert a pre- demand is light. See EXHIBIT 6F for
condition, the detection of a bicyclists
timed intersection into partially actuated should trigger an extension of the vehicle typical detector locations.
intersection to maximize signal efficiency. minimum green to provide the bicyclist
In those locations, the addition of detection minimum green time.
for bicyclists and relevant motorist turn
lanes can minimize lost time. Regardless, • Protected bicycle phases – In locations
where protected bicycle phases are
the designer must consider the need for provided or where time-separated turn
signal detection for any location where restrictions exist, bicycle detection
a separated bike lane will interact with a should enable the signal to skip phases
traffic signal. dynamically when bicyclists are not
present.
The addition of detection and signal timing
ensures that bicycles are provided safe The designer should ensure that detection
crossing opportunities and reduces the significantly covers the entire approach. For
potential for red-light running (provided that locations where passive detection is used
the signal timing is responsive to the bike to capture both motorists and bicyclists,
lane). Detection also allows the intersection detection zones should be designed to
to operate more efficiently, especially capture approaching vehicles as well as
during off-peak periods when traffic bicycles within the separated bike lane.
volumes are lower. Where feasible, designers should provide
passive detection, as it is more reliable in
6 SIGNALS
100’
Bicycle detection may also be used to detecting bicycles and may be designed to
activate variable turn on red restriction limit the number of detectors required for
signs to further increase safety. parallel vehicle and bicycle approaches.
Designers should ensure that, if used,
Signal detection may be necessary or loop detectors located within the vehicle
provide operational improvements under travel lanes are still capable of functioning bicycle
several scenarios: for bicyclists in order to accommodate detector
those who approach from outside of the
EXHIBIT 6F: Typical Bicycle Detector Locations
separated bike lane.
Concurrent Provides a bicycle phase that runs • Increased compliance • Not appropriate in locations
Bike Phase concurrently with the parallel vehicle when compared to with high vehicle turning
with Concurrent phase. following vehicle signals. volumes.
Permissive Vehicle
• Requires vehicles to yield
Turns
when turning.
(see EXHIBIT 6H)
Provides an advanced green • Allows bicyclists to enter • Small increase to delay and
indication for the bike signal. Lead the intersection prior to queueing for vehicles.
Concurrent Bike interval may provide 3 to 7 seconds vehicles.
Phase with of green time for bicycles prior to • Concurrent turns may not
Leading Interval • Improved visibility for be appropriate with higher
the green phase for the concurrent
vehicle traffic. Lead bike intervals may turning vehicles. vehicle or bike volumes.
(see EXHIBIT 6I)
typically be provided concurrently
with lead pedestrian intervals.
Provides a bicycle phase that runs • Provides full separation • Additional signal phase may
Concurrent Protected concurrently with the parallel through between turning vehicles increase delay, require longer
Bike Phase vehicle phase. Right and left vehicle and bicyclists. cycle length.
turns across the bicycle facility
(see EXHIBIT 6J operate under protected phases • Motorists are not • Protected right turns require
and EXHIBIT 6K) before or after the through phase. required to yield when the provision of a right-turn
turning. lane.
Provides a protected bike phase • Provides maximum • Increases delay for motor
where all motor vehicle traffic is separation between vehicles.
stopped. This may run concurrently vehicles and bicyclists.
Protected Bike Phase with a parallel pedestrian phase. • Increases delay for bicyclists.
• Allows turns from the
6 SIGNALS
1 1
2 2
6 SIGNALS
Movements
dashes green interval
denote yellow change interval
red clearance interval
pedestrian bicycle motor vehicle conflicts
1 2 1 2
3 4 3 4
6 SIGNALS
1 2 1 2
3 4 3 4
6 SIGNALS
Movements green interval
dashes yellow change interval
denote red clearance interval
pedestrian bicycle motor vehicle conflicts red interval
1 2 1 2
MAJOR STREET
3 4 3 4
6 SIGNALS
MINOR STREET
1 2
1 2
3 4
3 4
6 SIGNALS
Movements green interval
dashes yellow change interval
denote red clearance interval
pedestrian bicycle motor vehicle conflicts red interval