A HAWK beacon (high-intensity activated crosswalk beacon) is a traffic control device used to stop road traffic and allow pedestrians to cross safely. It is officially known as a pedestrian hybrid beacon. The purpose of a HAWK beacon is to allow protected pedestrian crossings, stopping vehicular traffic only as needed. The HAWK beacon is a type of traffic control alternative to traffic control signals and/or where an intersection does not meet traffic signal warrants.
A HAWK beacon is used only for marked crosswalks. A similar hybrid beacon, called "emergency-vehicle hybrid beacons" are allowed at driveways of emergency service buildings such as fire stations.[1]
The first beacon was developed in Tucson, Arizona by Transportation Administrator R. B. Nassi,[2] and installed in 2000. After being inspired by a trip to Bristol where he saw a pelican crossing, he developed a prototype and his wife suggested the abbreviation HAWK.[3] Prior to its full implementation, the HAWK beacon was categorized as an experimental device. At the time, United States transportation agencies that wanted to use the HAWK signal were required to obtain interim approval from the Federal Highway Administration (FHWA). The interim approval also required the agencies to collect and submit data on the effectiveness of the device. The device was fully implemented when it was included in the 2009 edition of the Manual on Uniform Traffic Control Devices (MUTCD) as a pedestrian hybrid beacon.[1]
The vehicular signal head has three sections, consisting of two horizontally arranged circular red sections over a single circular yellow section that is centered between the red lights. The MUTCD requires at least two HAWK signal faces facing each vehicular approach to the crossing. Normal pedestrian signal heads control pedestrian traffic.
The MUTCD has guidelines that should be met before a HAWK beacon is installed. The guidelines consider pedestrian and vehicle traffic volumes, vehicle speeds, and roadway width.
Unlike ordinary traffic signals, the vehicular signal heads of a HAWK beacon are unlit until activated by a pedestrian who wishes to cross the roadway. The pedestrian signal heads operate normally, displaying an upraised hand (don't walk) aspect during the time that vehicles have the right of way.[4] When a pedestrian activates the beacon by pushing the pedestrian call button, the HAWK beacon sequence is started. First with flashing yellow, then steady yellow, and finally steady red over a period of several seconds. Pedestrian signal heads at either end of the crosswalk display the upraised hand (don't walk) signal until the HAWK beacon displays the steady red signal, at which time, the pedestrian heads change to the walking-person (walk) aspect.
As the pedestrian phase starts to end, the walking-person (walk) aspect changes to a flashing upraised hand (don't walk) with a countdown indicator. Pedestrians in the roadway should finish crossing the roadway, and anyone who wishes to cross but has not entered the roadway should reactivate the signal and wait. At this point, the vehicular signal heads change to display an alternating flashing red aspect. Vehicles must yield to any pedestrians still in the crosswalk. If the crosswalk is clear they may proceed after coming to a full stop.
Once the pedestrian crossing phase comes to an end, the countdown indicator reaches "0", and the pedestrian signal changes back to the non-flashing upraised hand (don't walk). Then the vehicle signal head returns to the dark state, and vehicle traffic has the right of way, until the signal is reactivated.
One study released by the Federal Highway Administration observed after a week of installing a HAWK beacon at an intersection: there was a 29 percent reduction in total crashes, a 15 percent reduction in severecrashes, and a 69 percent reduction in pedestrian crashes. The percentages are compared with an unsignalized intersection (no treatment to the intersection).[7] Another report observed 97% motorists complied with the HAWK beacon. This is higher than crossings with flashing yellow beacons but not for signalized intersections.[8]
Some motorist confusion has been reported at newly installed HAWK beacons. When first introduced to an area, enforcement and public education are needed until users understand how the beacon works. When the beacon has not been activated, some drivers have acted as if the signal is dark due to a power outage, but that has not been experienced by all jurisdictions with HAWKs in operation. The flashing red phase is sometimes misunderstood by drivers farther back in the queue, and they follow the lead driver through the crosswalk instead of stopping at the stop line as required.[7] Additionally, motorists sometimes remain stopped during the flashing red phase when the crosswalk is clear due to the similarity to a railroad crossing signal.[9] In 2016, to help address this issue, the Federal Highway Administration authorized use of a new traffic sign, 'R10-23a', as an alternative sign to use at HAWK beacons. The alternative signage describes the steady red and flashing red aspects more clearly to drivers.[10]
HAWK signals were widely adopted in Phoenix, Arizona starting in 2018, resulting in significantly fewer crashes and fatalities citywide.[11]
The design and operation of the HAWK beacon/crossing differs materially from the meanings and operation of the same signal aspects when used in other contexts, and thus may be unintuitive to drivers unfamiliar with them:
The alternating flashing red aspect used with the HAWK beacon has a different meaning than that of other traffic control devices.
The MUTCD states if two horizontally aligned red signal indications are used on an approach for an intersection control beacon, they shall be flashed simultaneously to avoid being confused with grade crossing flashing-light signals (e.g. railroad crossings).[1] However, at a HAWK beacon, an alternating flashing red aspect instructs drivers to stop and proceed when clear, and is not supposed to be treated as stop and stay by drivers.