Operational Guidance for Bicycle-Specific Traffic Signals

As a policy objective, increasing bicycling as a transportation mode has a number of desirable outcomes ranging from reduced greenhouse gases to improved public health. Recent estimates from the 2005-2009 American Community Survey indicate that of the 1.7 million workers in Oregon, 2% commute by bicycle to work, though the rates are much higher in specific cities (Corvallis - 9%, Eugene - 8.2%, Portland - 5.0%, Ashland - 4.6%, Baker City - 4.6%). The literature suggests that infrastructure improvements will encourage more cycling (Pucher, 2003). In many urban areas, bicycle-specific signal control is receiving more attention, especially as bicycle volumes…

As a policy objective, increasing bicycling as a transportation mode has a number of desirable outcomes ranging from reduced greenhouse gases to improved public health.  Recent estimates from the 2005-2009 American Community Survey indicate that of the 1.7 million workers in Oregon, 2% commute by bicycle to work, though the rates are much higher in specific cities (Corvallis - 9%, Eugene - 8.2%, Portland - 5.0%, Ashland - 4.6%, Baker City - 4.6%).  The literature suggests that infrastructure improvements will encourage more cycling (Pucher, 2003).  In many urban areas, bicycle-specific signal control is receiving more attention, especially as bicycle volumes increase.

The Manual of Uniform Traffic Control Devices (MUTCD) permits controlling bicycles with traffic signals (but not bicycle-specific signals) and includes no specific guidance about placement, design, warrants, or the use of special indications (FHWA, 2009).  However, a proposal is being considered for inclusion of more guidance in the next MUTCD revision.  The Traffic/Roadway Section has produced “Section VI.  Special Applications” as addendum #2 in ODOT’s Traffic Signal Policy and Guidelines with information related to bicycle signal phases.

However, ODOT and local agency traffic engineers desire additional guidance that is based on a thorough review of the literature and analysis of observational data. Research is needed that will provide:

- more deterministic or quantitative approach to bicycle signal warrants;
- documentation of phasing options for the efficient and safe operation of bicycle signals;
- more guidance on the use of near-side supplemental bicycle signal heads; and
- a compilation of different means of utilizing bicycle signals, e.g. (“head start signal”, exclusive approach,  exclusive phase, use at Pedestrian Hybrid Beacon (PHB)); and

The City of Portland has several bicycle signals in place (NE Interstate & NE Oregon, Broadway Bridge and NW Lovejoy ramp, NE Broadway and NE Williams) and more are planned.  Other Oregon communities are considering installations of bicycle-specific signals. ODOT is currently planning two bicycle-specific traffic signals: one at the I-5 SB ramp terminal and Rosa Parks in Portland and the other at the I-5 SB ramp terminal and Ashland Street in Ashland. As more Oregon cities promote and expand the usage of signalized traffic control specific for bicycles, there is a need for research that will lead to the development of comprehensive engineering guidelines.

This research will produce a synthesis of current practice and collect important observational data that will inform critical engineering design and operational guidance. The objectives of the research are:

- to develop engineering guidelines for the need for and design of bicycle-specific traffic signals; and
- to develop operational guidelines for timing and phasing of bicycle-specific traffic signals or modifications that can be made to existing signals to better accommodate bicycles.