[ { "page": 1, "items": [ { "page": 1, "type": "TITLE", "location": { "l": 33.6, "t": 756.24, "r": 356.64, "b": 674.88 }, "text": "Pedestrian Hybrid Beacon (PHB)", "reading_order": 0, "level": 1 }, { "page": 1, "type": "TEXT", "location": { "l": 414.72, "t": 754.08, "r": 592.56, "b": 721.2 }, "text": "SAFE TRANSPORTATION FOR EVERY PEDESTRIAN", "reading_order": 1 }, { "page": 1, "type": "TEXT", "location": { "l": 415.92, "t": 710.64, "r": 593.76, "b": 697.44 }, "text": "COUNTERMEASURE TECH SHEET", "reading_order": 2 }, { "page": 1, "type": "FIGURE", "location": { "l": 0.72, "t": 651.36, "r": 404.88, "b": 339.12 }, "text": "", "reading_order": 3 }, { "page": 1, "type": "TEXT", "location": { "l": 346.8, "t": 359.76, "r": 375.36, "b": 348.48 }, "text": "R10-23", "reading_order": 4 }, { "page": 1, "type": "TEXT", "location": { "l": 32.16, "t": 307.68, "r": 381.36, "b": 204.72 }, "text": "A Pedestrian Hybrid Beacon head consists of two red lenses above a single yellow lens. Unlike a traffic signal, the PHB rests in dark until a pedestrian activates it via pushbutton or other form of detection. When activated, the beacon displays a sequence of flashing and solid lights that indicate the pedestrian walk interval and when it is safe for drivers to proceed (see figure on back page).", "reading_order": 5 }, { "page": 1, "type": "TEXT", "location": { "l": 32.64, "t": 198, "r": 366.96, "b": 81.36 }, "text": "The PHB is often considered for installation at locations where pedestrians need to cross and vehicle speeds or volumes are high, but traffic signal warrants are not met. These devices have been successfully used at school crossings, parks, senior centers, and other pedestrian crossings on multilane streets. PHBs are typically installed at the side of the road or on mast arms over midblock pedestrian crossings.\nHigh speeds and multiple lanes of traffic create challenges for pedestrians crossing at unsignalized locations.", "reading_order": 6 }, { "page": 1, "type": "FIGURE", "location": { "l": 416.64, "t": 636, "r": 441.6, "b": 610.56 }, "text": "", "reading_order": 7 }, { "page": 1, "type": "TEXT", "location": { "l": 444, "t": 636, "r": 587.28, "b": 556.56 }, "text": "High speeds and multiple lanes of traffic create challenges for pedestrians crossing at unsignalized locations.", "reading_order": 8 }, { "page": 1, "type": "FIGURE", "location": { "l": 420.24, "t": 530.64, "r": 438, "b": 503.28 }, "text": "", "reading_order": 9 }, { "page": 1, "type": "TEXT", "location": { "l": 442.32, "t": 531.36, "r": 582, "b": 420.24 }, "text": "PHBs can warn and control traffic at unsignalized locations and assist pedestrians in crossing a street or highway at a marked crosswalk.", "reading_order": 10 }, { "page": 1, "type": "FIGURE", "location": { "l": 426.24, "t": 399.36, "r": 595.68, "b": 388.08 }, "text": "", "reading_order": 11 }, { "page": 1, "type": "TEXT", "location": { "l": 426.72, "t": 380.64, "r": 501.36, "b": 317.76 }, "text": "PHBs can reduce pedestrian crashes by", "reading_order": 12 }, { "page": 1, "type": "TEXT", "location": { "l": 427.2, "t": 314.88, "r": 498.48, "b": 284.88 }, "text": "55%", "reading_order": 13 }, { "page": 1, "type": "FIGURE", "location": { "l": 516.72, "t": 370.8, "r": 594, "b": 289.68 }, "text": "", "reading_order": 14 }, { "page": 1, "type": "TEXT", "location": { "l": 426.24, "t": 277.44, "r": 595.2, "b": 266.88 }, "text": "○ ○ ○", "reading_order": 15 }, { "page": 1, "type": "TITLE", "location": { "l": 427.92, "t": 245.04, "r": 485.76, "b": 230.88 }, "text": "FEATURES:", "reading_order": 16, "level": 3 }, { "page": 1, "type": "LIST_ITEM", "location": { "l": 428.64, "t": 226.56, "r": 577.2, "b": 185.76 }, "text": "Beacons stop all lanes of traffic, which can reduce pedestrian crashes.", "marker": "•", "list_id": "L1", "level": 0, "reading_order": 17 }, { "page": 1, "type": "TEXT", "location": { "l": 427.92, "t": 174, "r": 530.88, "b": 160.56 }, "text": "OFTEN USED WITH:", "reading_order": 18 }, { "page": 1, "type": "LIST_ITEM", "location": { "l": 428.88, "t": 155.76, "r": 567.6, "b": 128.88 }, "text": "High-visibility crosswalk markings", "marker": "•", "list_id": "L2", "level": 0, "reading_order": 19 }, { "page": 1, "type": "LIST_ITEM", "location": { "l": 428.88, "t": 124.56, "r": 518.88, "b": 111.6 }, "text": "Raised islands", "marker": "•", "list_id": "L2", "level": 0, "reading_order": 20 }, { "page": 1, "type": "LIST_ITEM", "location": { "l": 428.4, "t": 106.8, "r": 566.64, "b": 79.44 }, "text": "Advance STOP or YIELD signs and markings", "marker": "•", "list_id": "L2", "level": 0, "reading_order": 21 }, { "page": 1, "type": "FIGURE", "location": { "l": 34.32, "t": 58.08, "r": 52.8, "b": 39.36 }, "text": "", "reading_order": 22 }, { "page": 1, "type": "FIGURE", "location": { "l": 256.32, "t": 48, "r": 346.56, "b": 18.96 }, "text": "", "reading_order": 23 } ] }, { "page": 2, "items": [ { "page": 2, "type": "TITLE", "location": { "l": 33.36, "t": 769.2, "r": 433.68, "b": 729.12 }, "text": "Pedestrian Hybrid Beacon (PHB)\nEDC-4 STEP: https://www.fhwa.dot.gov/innovation/everydaycounts/edc_4/step.cfm", "reading_order": 0, "level": 2 }, { "page": 2, "type": "TEXT", "location": { "l": 36.24, "t": 692.4, "r": 572.4, "b": 677.04 }, "text": "Figure 4F-3. Sequence for a Pedestrian Hybrid Beacon from FHWA's Manual on Uniform Traffic Control Devices, 2009 Edition, p. 511", "reading_order": 1 }, { "page": 2, "type": "FIGURE", "location": { "l": 34.56, "t": 675.12, "r": 575.52, "b": 493.68 }, "text": "", "reading_order": 2 }, { "page": 2, "type": "TEXT", "location": { "l": 33.6, "t": 485.52, "r": 568.08, "b": 444.24 }, "text": "When a pedestrian activates a PHB, a flashing yellow light is followed by a solid yellow light, alerting drivers to slow. A solid red light requires drivers to stop while pedestrians have the right-of-way to cross the street. When the pedestrian signals display a flashing DON'T WALK indication, the overhead beacon flashes red, and drivers may proceed if the crosswalk is clear.", "reading_order": 3 }, { "page": 2, "type": "TEXT", "location": { "l": 50.64, "t": 660.48, "r": 61.92, "b": 649.44 }, "text": "R", "reading_order": 4 }, { "page": 2, "type": "TEXT", "location": { "l": 177.12, "t": 660.24, "r": 188.16, "b": 649.68 }, "text": "R", "reading_order": 5 }, { "page": 2, "type": "TEXT", "location": { "l": 291.6, "t": 660.24, "r": 302.16, "b": 649.44 }, "text": "R", "reading_order": 6 }, { "page": 2, "type": "TEXT", "location": { "l": 39.12, "t": 615.12, "r": 140.4, "b": 602.64 }, "text": "1. Dark Until Activated", "reading_order": 7 }, { "page": 2, "type": "TEXT", "location": { "l": 174.96, "t": 615.36, "r": 256.8, "b": 589.44 }, "text": "2. Flashing Yellow\nUpon Activation", "reading_order": 8 }, { "page": 2, "type": "TEXT", "location": { "l": 413.52, "t": 661.44, "r": 429.84, "b": 649.44 }, "text": "SR", "reading_order": 9 }, { "page": 2, "type": "TEXT", "location": { "l": 292.8, "t": 614.88, "r": 367.92, "b": 602.16 }, "text": "3. Steady Yellow", "reading_order": 10 }, { "page": 2, "type": "TEXT", "location": { "l": 114.24, "t": 522, "r": 276, "b": 497.52 }, "text": "5. Alternating Flashing Red During Pedestrian Clearance Interval", "reading_order": 11 }, { "page": 2, "type": "TEXT", "location": { "l": 402.72, "t": 615.12, "r": 513.36, "b": 589.68 }, "text": "4. Steady Red During Pedestrian Walk Interval", "reading_order": 12 }, { "page": 2, "type": "TEXT", "location": { "l": 335.04, "t": 568.32, "r": 346.08, "b": 556.32 }, "text": "R", "reading_order": 13 }, { "page": 2, "type": "TEXT", "location": { "l": 477.84, "t": 571.2, "r": 572.64, "b": 502.08 }, "text": "Legend\nSY Steady yellow\nFY Flashing yellow\nSR Steady red\nFR Flashing red", "reading_order": 14 }, { "page": 2, "type": "TEXT", "location": { "l": 310.8, "t": 522.24, "r": 439.68, "b": 509.52 }, "text": "6. Dark Again Until Activated", "reading_order": 15 }, { "page": 2, "type": "TITLE", "location": { "l": 33.6, "t": 399.12, "r": 133.2, "b": 385.92 }, "text": "CONSIDERATIONS", "reading_order": 16, "level": 3 }, { "page": 2, "type": "TEXT", "location": { "l": 32.16, "t": 381.36, "r": 296.16, "b": 220.8 }, "text": "PHBs are a candidate treatment for roads with three or more lanes that generally have annual average daily traffic (AADT) above 9,000. PHBs should be strongly considered for all midblock and intersection crossings where the roadway speed limits are equal to or greater than 40 miles per hour (mph). The PHB should meet the application guidelines provided in the Manual on Uniform Traffic Control Devices for existing or projected pedestrian volumes.\n\nin conjunction with marked crosswalks and pedestrian countdown signals.", "reading_order": 17 }, { "page": 2, "type": "TEXT", "location": { "l": 32.64, "t": 213.6, "r": 288, "b": 168.96 }, "text": "PHBs are intended for installation at midblock locations, but can be installed at intersections. They should only be installed When PHBs are not in common use in a community, consider conducting an outreach effort to educate the public and law enforcement officers on the PHBs' purpose and use.", "reading_order": 18 }, { "page": 2, "type": "TEXT", "location": { "l": 315.12, "t": 398.4, "r": 572.16, "b": 367.92 }, "text": "in conjunction with marked crosswalks and pedestrian countdown signals.", "reading_order": 19 }, { "page": 2, "type": "TEXT", "location": { "l": 315.36, "t": 360.72, "r": 567.12, "b": 286.56 }, "text": "When PHBs are not in common use in a community, consider conducting an outreach effort to educate the public and law enforcement officers on the PHBs' purpose and use.", "reading_order": 20 }, { "page": 2, "type": "TITLE", "location": { "l": 316.56, "t": 277.68, "r": 351.6, "b": 264.24 }, "text": "COST", "reading_order": 21, "level": 3 }, { "page": 2, "type": "TEXT", "location": { "l": 315.36, "t": 259.44, "r": 567.84, "b": 199.92 }, "text": "The PHB is often less expensive than a full traffic signal installation. The costs range from $21,000 to $128,000, with an average per unit cost of $57,680.", "reading_order": 22 }, { "page": 2, "type": "TITLE", "location": { "l": 33.84, "t": 117.12, "r": 84, "b": 104.4 }, "text": "References", "reading_order": 23, "level": 3 }, { "page": 2, "type": "TEXT", "location": { "l": 33.6, "t": 101.28, "r": 575.04, "b": 80.4 }, "text": "Zegeer, C., R. Srinivasan, B. Lan, D. Carter, S. Smith, C. Sundstrom, N.J. Thirsk, J. Zegeer, C. Lyon, E. Ferguson, and R. Van Houten. (2017). NCHRP Report 841: Development of Crash Modification Factors for Uncontrolled Pedestrian Crossing Treatments. Transportation Research Board, Washington, D.C.", "reading_order": 24 }, { "page": 2, "type": "TEXT", "location": { "l": 33.12, "t": 77.04, "r": 551.28, "b": 56.88 }, "text": "Federal Highway Administration. (2013). \"Pedestrian Hybrid Beacon\" in PEDSAFE: Pedestrian Safety Guide and Countermeasure Selection System. Available: http://www.pedbikesafe.org/PEDSAFE/countermeasures_detail.cfm?CM_NUM=53", "reading_order": 25 }, { "page": 2, "type": "TEXT", "location": { "l": 33.84, "t": 53.52, "r": 571.68, "b": 33.12 }, "text": "Bushell, M., Poole, B., Zegeer, C., & Rodriguez, D. (2013). Costs for Pedestrian and Bicyclist Infrastructure Improvements: A Resource for Researchers, Engineers, Planners, and the General Public. Pedestrian and Bicycle Information Center.", "reading_order": 26 } ] } ]