For your reference, this has been logged as case #181028-000174. You will be notified with updates via SeeClickFix.

Thank you for submitting this request, it has been resolved. Notes:
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There is not dedicated bike detection at this location.
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Scot instead of Scott here (apologies for confusion) but "dedicated bike detection" is a simple matter of elevating the sensitivity sufficiently for any loop sensor. There exists no special "bike detection" loop sensor. As Central/New York not only are bike facilities, but features passage across where the bike lanes end eastbound on Central, making this intersection bike-friendly is even more important. Please adjust the sensor accordingly.

This request has been received, and a case reference # will be posted shortly.

For your reference, this has been logged as case #181031-000697. You will be notified with updates via SeeClickFix.

In addition to the technical issues One-T Scot notes, the Bikeways and Complete Streets ordinances both call for bicycle detection at intersections such as this.

Thank you for submitting this request, it has been resolved. Notes:
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Sensitivity increased slightly to help detect bicycles.
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And now the bad news. Tried the straight/right and left-turn sensor here many times last night. My steel (most conducive to detection) bike and I could not trigger the light. Again, tried multiple times. Nothing. As added bonus, had fairly close call with right-turning vehicle off of Central as I went to east side beg button. Also, beg button on west side of intersection did nothing after multiple tries. The whole intersection needs a complete review of all non-motorized infrastructure.

This request has been received, and a case reference # will be posted shortly.

For your reference, this has been logged as case #181102-000580. You will be notified with updates via SeeClickFix.

Thank you for submitting this request, it has been resolved. Notes:
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"The city's historically installed detection equipment is rarely sensitive enough to sense non metallic bicycles. As new city intersections are constructed, bike specific detection can be installed but its not a common maintenance procedure."
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Noting "non-metallic bicycle" limitation, my experiment (failed) with a very, very steel bicycle did not include this limitation. As for "not a common maintenance procedure," Bikeways Plan guidance and Complete Streets legislation dictate that such "procedures" be in place on designated bicycle facilities. All designated bicycle facilities. Hence, if it ain't "common" now, that's a problem that needs to be fixed.

This request has been received, and a case reference # will be posted shortly.

For your reference, this has been logged as case #181113-002361. You will be notified with updates via SeeClickFix.

Seems like there is a lot of questionable information/decisions being made with no reference back to years of input provided by bike community, Bicycle Advisory Committee, (including DMD tour of proposed routing with Melissa Lozoya/Mahn Tran) , recreational trails committee and numerous public meetings (years and years of "meetings") regarding Central/Lomas and proposed realignments at Alahambra, Rio Grande, New York, etc.). Then there's ART, granted limited public information/involvement but clear commitments by Council and Transit that bike and pedestrian safety and travel convenience would be "priority" across entire ART corridor. Obviously, that commitment was not transmitted to designers who have clearly let the community down by prioritizing MV throughput/level of service over user safety and not really even understanding the beneficial impact bike/Ped/transit on "people" throughput. At New York traveling both North and South is problematic for both bicycles and pedestrians. Southbound the signals are NOT bike functional and Northbound from El Vado is confusing to the point of something akin to both political and professional neglect (groupthink?). Though I only navigate this intersection a few time a day, I have observed numerous conflicts between cyclists and pedestrian vying for space since El Vado opened as customers, adjacent residents and commuters navigate extremely deficient sidewalk/bikeped facilities on South side of Central adjacent to the high speed and unpredictable roadway. (Important to stress that this intersection/streetscape is often full of distracted/hurried/confused MV traffic and distracted/hurried/confused bike/ped touristy type visitors). Southbound bicycle/pedestrian travel and safety would be significantly enhanced by installing bicycle sensors rather than trying adjust non bicycle compliant MV sensors (most cities adopted this cheaper, smarter, strategy more than a decade ago) . Also, with Montoya intersection being so close to the Central/New York intersection, a bike box, pedestrian bulb out to decrease right turn radius onto New York off Central and advance stop lines are basic implementations that would increase vulnerable user safety an order of magnitude. Northbound Access across central frustratingly problematic especially after construction. The whole area needs a bike/ped safety audit as the success of El Vado has some unintended human consequences that the politicians, engineers and planners did not anticipate or allow for.

Per the design documents for the A.R.T. project (see attached screenshot), this was supposed to be a brand new loop detector. Is it not?

Thank you for submitting this request, it has been resolved. Notes:
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"The city's historically installed detection equipment is rarely sensitive enough to sense nonmetallic bicycles. As new city intersections are constructed, bike specific detection can be installed but it’s not a common maintenance procedure."
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For the benefit of those who have been following this thread, I'm trying a SeeClickFix experiment. See here: https://seeclickfix.com/issues/5251544