[blindlaw] comments needed regarding policyforaudiblepedestriansignals

[ckrugman at sbcglobal.net]

When I read this this was one of my concerns as well. Most of our medians 
here are raised and in some cases they are wide enough to have a bit of 
landscaping on them.
Chuck
----- Original Message ----- 
From: "McCarthy, Jim" <JMcCarthy at nfb.org>
To: "NFBnet Blind Law Mailing List" <blindlaw at nfbnet.org>
Sent: Sunday, March 15, 2009 8:59 AM
Subject: Re: [blindlaw] comments needed regarding 
policyforaudiblepedestriansignals


> Chuck,
> You bring up streets with medians, which reminds me of a point in the 
> document that I might question.  The document says that it is better for 
> blind people to complete the entire crossing rather than to wait in a 
> median, doing the crossing in multiple parts, usually two.  I think that 
> when the person realizes that there is a median, he or she is more 
> comfortable waiting there.  What sometimes happens though is that the 
> median is not clearly indicated so a blind person is not sure where in the 
> street area would be safe to wait.  I know that when I had a dog, he would 
> go toward the place with the least obstructions so it was hard to realize 
> that there might be a median.  Medians that are not raised or otherwise 
> distinguishable to a blind person are highly appropriate places for 
> detectible warnings and in my experience, probably the most appropriate 
> places for them.  That, of course, is another topic.
> Jim McCarthy
>
> -----Original Message-----
> From: blindlaw-bounces at nfbnet.org [mailto:blindlaw-bounces at nfbnet.org] On 
> Behalf Of ckrugman at sbcglobal.net
> Sent: Saturday, March 14, 2009 1:17 AM
> To: NFBnet Blind Law Mailing List
> Subject: Re: [blindlaw] comments needed regarding policy 
> foraudiblepedestriansignals
>
> thanks. Some of the audible signals that have been installed thus far 
> installed at appropriate intersections. Others have been installed ast 
> places where there is a low volume of traffic and where there is a low 
> demand. Apparently they are wanting to have a more a systematic approach 
> in place to determine where signals will be installed in the future. We 
> have many intersections where there are medians crossing several wide 
> streets where they have not been installed. On these I personally prefer 
> to at times to divide the crossing in to two sections to pay more 
> attention to traffic flow. There is another location where they should 
> probably build a pedestrian crossing either above or below ground. There 
> is a precedent for a couple of below ground crossings one in downtown 
> Fresno that was built in the 60's and one that was just opened a couple of 
> years ago to go under railroad tracks that cut through the campus of the 
> local community college.
> There have been some above ground pedestrian crossings of major roads and 
> freeways to benefit children going to school. As a long-time cane user 
> trained long before audible signals were fashionable or feasible I still 
> believe that traffic flow is the best audible signal.
> Chuck
> ----- Original Message -----
> From: "McCarthy, Jim" <JMcCarthy at nfb.org>
> To: "NFBnet Blind Law Mailing List" <blindlaw at nfbnet.org>
> Sent: Friday, March 13, 2009 6:58 AM
> Subject: Re: [blindlaw] comments needed regarding policy for 
> audiblepedestriansignals
>
>
>> Chuck,
>> I am happy to talk through this with you off line if you would prefer.
>> Nevertheless, I will offer my immediate thoughts after reading.  It is
>> a little unclear what the goal is.  This process is to prioritize
>> intersections giving those most in need APS first.  I am convinced
>> that there are several signalized (light controlled) intersections
>> that do not need these devices.  However, this might be a way to
>> provide APS at all signalized intersections in time and that may be
>> what the Access-Board will come to require.
>>
>> I think it is good to have as a part of the evaluation team a blind
>> person and a deaf blind person when the requester is deaf blind or
>> serves that community.  I have always found it problematic though when
>> cities say that the centers blind people use should have some super
>> priority.  I lived in Portland Oregon and the west part of the city
>> was hilly with curvy streets.  Many were not straight and some had high 
>> speed traffic.
>> However, the audible traffic signals were almost never in those
>> neighborhoods (the better ones I might add) because it was assumed
>> that blind people did not frequent them.  To me that is a ghettoizing
>> assumption that results from this process.  I do think that public
>> transit centers and such places should have greater attention paid
>> though and this document would do that.
>>
>> Finally, in the main, I think that the traffic and street
>> configuration factors are as they should be.  I think that the
>> locations with the greatest need based on these factors should be the
>> first to receive signals.  The Fresno process is similar to others I
>> have seen, though I would prefer that the evaluation group use the 
>> factors and evaluate all
>> signalized     intersections using the factors more than whether and how
>> many requests were made.
>> Jim McCarthy
>> -----Original Message-----
>> From: blindlaw-bounces at nfbnet.org [mailto:blindlaw-bounces at nfbnet.org]
>> On Behalf Of ckrugman at sbcglobal.net
>> Sent: Wednesday, March 11, 2009 8:21 AM
>> To: NFBnet Blind Law Mailing List
>> Subject: [blindlaw] comments needed regarding policy for audible
>> pedestriansignals
>>
>> The City of Fresno is proposing the policy shown below to evaluate the
>> installation of audible traffic signals. As this is outside my
>> expertise I would appreciate any comments regarding this document.
>> Please feel free to contact me off list if needed.
>> Chuck Krugman, M.S.W., Paralegal
>> 1237 P Street
>> Fresno ca 93721
>> 559-266-9237
>>
>>
>> APS Policy-03-09-LP .pdf
>> DRAFT ACCESSIBLE PEDESTRIAN SIGNALS (APS) INTERSECTION EVALUATION
>> PROCEDURE BACKGROUND Accessible Pedestrian Signals (APS), also known
>> as audible pedestrian signals, are devices that communicate
>> information about pedestrian timing in nonvisual format such as
>> audible tones, verbal messages, and/or vibrating surfaces. APS are
>> used in conjunction with standard pedestrian activated traffic signals
>> to provide the following information to pedestrians:
>> list of 4 items
>> ·
>> Existence of and location of the pedestrian pushbutton · Beginning of
>> the pedestrian WALK interval · Direction of the crosswalk and location
>> of the destination curb · Clearance signal interval list end They are
>> used to assist blind and visually impaired persons and other persons
>> with disabilities of all ages to cross at designated streets and 
>> intersections.
>> PURPOSE
>> The purpose of this evaluation policy is to set forth factors to be
>> used by the City of Fresno's Public Works Department, in cooperation
>> with the City of Fresno's Disability Advisory Commission, in
>> developing a priority listing of signalized intersection candidates to
>> be retrofitted with audible devices that will provide guidance for the
>> blind community and visually impaired persons and other persons with
>> disabilities of all ages to cross certain streets.
>> POLICY
>> It is the policy of the City Council that the retrofitting of existing
>> traffic signals with APS shall be based on factors established herein
>> and that such measurements and computations as may be required in
>> determining priority rating of candidate locations shall be the
>> responsibility of the Public Works Department.
>> It should be noted that in special situations, an APS should not be
>> installed because of the adverse affect it could have on pedestrian
>> safety as a result of the overall traffic circulation pattern of an
>> area, or unusual geometric conditions where an APS would not provide
>> the safety benefits necessary for the blind or visually impaired
>> individuals to cross a street. It should also be noted that some
>> traffic signals cannot be retrofitted with APS without major costly
>> modifications. Retrofitting of traffic signals with APS shall be
>> subject to approval by the City Engineer.
>> Important: APS are utilized to help blind and visually impaired
>> travelers recognize when a WALK signal is operating in a given
>> direction. An APS may enhance the safety of blind travelers in two ways:
>> list of 1 items
>> 1.
>> Lessens the chance of a blind or visually impaired pedestrian
>> misjudging when the walk phase is operating, thereby lessening the
>> chance of accidentally crossing against a signal.
>> list end
>> list of 1 items
>> 2.
>> Helps blind and visually impaired pedestrians recognize immediately
>> when the walk phase begins, permitting them to cross the street in a
>> timely fashion, thereby lessening the chance of being in the
>> intersection when the signal changes.
>> list end
>> However, it is important to recognize that the APS does not and cannot
>> assure the blind and visually impaired pedestrians that there will be
>> no potential traffic conflicts while crossing when the APS is
>> operating. In particular, the blind and visually impaired pedestrians
>> should be aware of at least four possible conflicts.
>> list of 4 items
>> 1.
>> Vehicles may be still clearing the intersection when the APS comes on.
>> 2.
>> Vehicles may fail to stop for the red light. This is particularly
>> common for motorists attempting to enter on a yellow light.
>> 3.
>> Motorists may stop and make a right turn on red while watching traffic
>> on their left but may fail to notice pedestrians on their right.
>> 4.
>> Vehicles may have right and left turns on the same phase as the
>> pedestrian.
>> list end
>> Because of these potential conflicts, it is important that the blind
>> or visually impaired traveler exercise due caution for his or her
>> well-being when crossing a street, whether or not it is equipped with
>> APS. It is especially important that blind and visually impaired
>> travelers be properly trained by certified orientation and mobility
>> specialists in safe travel techniques on the public right-of-way.
>> EVALUATION PROCEDURE (See attached "Evaluation Form.") The following
>> basic considerations and evaluation factors shall be utilized to
>> determine whether a location is eligible to be a candidate for APS and
>> to determine its relative position on the priority list. Evaluation
>> and scoring of factors will be conducted by an evaluation team
>> consisting of a certified orientation-mobility specialist, a visually
>> impaired/blind traveler and a traffic engineer. Candidate locations
>> shall be requested by the City of Fresno Disability Advisory
>> Commission, its working groups, and constituent requests to the ADA 
>> Coordinator's office.
>> Candidate locations will be evaluated by means of the sample
>> evaluation sheet attached.
>> I. BASIC CONSIDERATIONS:
>> APS normally will be considered for installation only if the following
>> conditions are met:
>> list of 5 items
>> A.
>> Intersections must be signalized.
>> B.
>> Signals must be susceptible to retrofitting.
>> C.
>> Signals should be equipped with pedestrian signal actuations. (See
>> also section on "Signals without Pedestrian Actuations.") D.
>> Location must be suitable to installation of audible signals, in terms
>> of surrounding land use, noise level and neighborhood acceptance.
>> E.
>> There must be a demonstrated need for the audible signals in the form
>> of a request from an individual or group that would use the audible 
>> signal.
>> list end
>> II EVALUATION FACTORS
>> The following factors shall be used to establish a priority listing
>> for potential audible traffic signal candidates. Candidates will be
>> arranged in priority order of those with the highest total points (100
>> points
>> maximum) on top and then in descending order. The scoring of factors
>> will be conducted by an evaluation team consistent of a mobility
>> specialist, a visually impaired/blind traveler and a traffic engineer.
>> If the request for an APS was made by a deaf blind individual, or by
>> representative of an organization serving deaf blind pedestrians in
>> order to improve access in their geographic area, the evaluation team
>> may also include a deaf blind rater. The decision whether to include a
>> deaf blind rater will be made by the City Engineer.
>> A) Intersection Safety
>> 1. Accident Records: Past pedestrian accident experience at the
>> intersection will be used as an indication of potential safety
>> performance. Points will be based on pedestrian accidents reported by
>> the City of Fresno's Police Department.
>>
>> table with 3 columns and 6 rows
>> Pedestrian Accidents
>> Period
>> Points
>> 1
>> 4 years
>> 1
>> 2
>> 4 years
>> 2
>> 3
>> 4 years
>> 3
>> 4
>> 4 years
>> 4
>> 5 or more
>> 4 years
>> 5
>> table end
>>
>> 2. Intersection Configuration: The number of approaches to an
>> intersection and their geometric configuration (offset, skewed, etc.)
>> affect the ability of the blind and visually impaired persons crossing 
>> the roadway.
>> In particular, traffic at 3-leg intersections tends not to provide
>> adequate audible clues for the blind to permit them to effectively
>> judge the signal phase.
>>
>> table with 2 columns and 6 rows
>> Configuration
>> Points
>> 4-leg right angle intersection
>> 1
>> 3-leg T-intersection
>> 2
>> 3 or 4-leg skewed intersection
>> 3
>> 4-leg offset intersection
>> 4
>> Other complex or multiple leg intersections
>> 5
>> table end
>>
>> Note: Intersections with 5 or more legs will require special design.
>> 3. Intersection Signalization: Pre-timed intersections are the easiest
>> for blind pedestrian because the phase interval is constant and can be
>> observed over time. Vehicle actuated intersections are more difficult,
>> because the pedestrian interval may be of different lengths or skipped
>> all together. Split-phasing can provide confusing auditory
>> information, as a traveler may interpret left-turning vehicles as a 
>> parallel traffic surge.
>>
>> table with 2 columns and 5 rows
>> Signalization
>> Points
>> Pre-timed
>> 0
>> Vehicle Actuated
>> 2
>> Split Phasing
>> 4
>> Exclusive Ped Phase (for future reference)
>> 5
>> table end
>>
>> 4.
>> Width of Crossing:
>> Wider streets are more difficult for blind travelers to cross. If each
>> leg of the intersection has a different width, points will be assigned
>> on the basis of the widest street on which pedestrians are permitted
>> to cross.
>> Crossing
>> width will be measured at the point pedestrians normally cross the 
>> street.
>> Islands
>> and medians will be included in the total crossing distance even if
>> they are equipped with separate pedestrian signal actuators. These
>> points will be apportioned based upon the greatest width of the
>> crossing at the subject intersection.
>>
>> table with 2 columns and 7 rows
>> Width of Crossing
>> Points
>> 40 feet or less
>> 0
>> 40 to 59 feet
>> 1
>> 60 to 79 feet
>> 2
>> 80 to 99 feet
>> 3
>> 100 -119
>> 4
>> 120 feet or more
>> 5
>> table end
>>
>> 5. Vehicle Speed: The speed of approaching traffic reflects the
>> ability of approaching traffic to stop for a pedestrian clearing the
>> intersection as the lights change. Audible signals help blind
>> pedestrians get a timely start at the beginning of the walk phase,
>> thereby permitting clearing the intersection in a timely manner.
>> Points are assigned on the basis of the 85 percentile speed on the
>> fastest approach leg. More points are assigned on the basis of higher 
>> speeds.
>>
>> table with 2 columns and 6 rows
>> Speed Range
>> Points
>> 0 - 25 mph
>> 1
>> 26 - 30 mph
>> 2
>> 31 - 35 mph
>> 3
>> 36 - 40 mph
>> 4
>> 41 mph or over
>> 5
>> table end
>>
>> B. Crosswalk Characteristics
>> These points will be apportioned based upon the highest-scoring
>> characteristics of any of the crosswalks at the intersection. For
>> example, if any of the crosswalks at an intersection have a median
>> island protruding into an intersection, then the intersection will
>> receive the two points allotted for that characteristic.
>> list of 1 items
>> (a)
>> Location of Pedestrian Push Button. Pedestrian push buttons that are
>> too far from the intersection can present difficulties for blind
>> pedestrians. They may make it harder for an individual to use the
>> button as a cue for alignment and/or to push the button and cross in
>> the same cycle.
>> list end
>>
>> table with 2 columns and 4 rows
>> Location of Pedestrian Actuations
>> Points
>> One or more ped pushbuttons located > 10 ft from curb
>> 1
>> One or more ped pushbuttons located > 5 ft from crosswalk extended
>> 2
>> One or more ped pushbuttons out of alignment with direction of travel
>> 2
>> table end
>>
>> list of 1 items
>> (b)
>> Median Islands Blind pedestrians have difficulties interpreting
>> traffic clues at medians and islands. Efforts should be made to permit
>> the blind to cross in one continuous movement. In such cases, signal
>> timing should be extended to accommodate the full crossing. Divided
>> streets with or without a pedestrian signal actuator in the median
>> will be handled as a single crossing, with the width measured across
>> the entire street.
>> list end
>>
>> table with 2 columns and 2 rows
>> Median Island
>> Points
>> Protruding into crosswalk, or cut through.
>> 2
>> table end
>>
>> list of 1 items
>> (c)
>> Alignment of Crosswalk. A skewed crosswalk is one in which the
>> direction of travel on the crosswalk differs from that on the
>> approaching sidewalk. In this context, skew is not defined as the
>> angle at which streets intersect. If a blind pedestrian walking a
>> straight line from the approaching sidewalk is headed toward parallel
>> traffic lanes, the crosswalk is skewed. If the pedestrian would end up
>> deviating from the crosswalk, but would still arrive at the opposite
>> corner, the crosswalk is not defined as skewed for this purpose.
>> list end
>> Skewed Crosswalk
>> 4
>> (d) Distance to Alternative APS
>>
>> table with 2 columns and 6 rows
>> Distance to Alternative APS Crosswalk
>> Points
>> 1 block
>> 0
>> 2 blocks
>> 0
>> 3 blocks
>> 2
>> 4 blocks
>> 2
>> 5 or more blocks
>> 3
>> table end
>>
>> (e) Requests for APS
>> New requests for APS will be recorded by the ADA Coordinator.
>> Requestors will be asked to specify the reason for the request (e.g.
>> proximity on a route to school or work), the difficulty they encounter
>> at the intersection, and the time of day that presents the greatest
>> difficulty. This information may be used by the Orientation and
>> Mobility Evaluation team in assessing the intersection.
>>
>> table with 2 columns and 4 rows
>> APS Requests
>> Points
>> 1 request
>> 1
>> 2 recent documented requests
>> 2
>> 3 or more recent, documented requests
>> 3-4
>> table end
>>
>> B) Pedestrian Usage
>> Blind pedestrians share many characteristics with the sighted
>> population in that they go to public places, business, social,
>> educational and medical facilities. At the same time they have special
>> needs. For example, they may have a greater reliance on public
>> transportation than sighted persons. Audible signals should be placed
>> with the view of improving mobility of blind persons and making more
>> facilities accessible to them. Proximity of signals to these
>> facilities may assure a greater degree of utilization.
>> list of 1 items
>> 1.
>> Proximity to facilities for people who are blind or visually impaired:
>> This includes the
>> Department of Rehabilitation, Social Security offices, Valley Center
>> for the Blind and other similar facilities. Special consideration may
>> be given to senior citizens complexes or public housing facilities
>> that have one or more blind or visually impaired persons in residence.
>> Points are assigned on the basis of blocks or distance (1 block equals
>> 400
>> feet) from proposed APS site to subject facility. The closer the two
>> are, the more points are assigned.
>> list end
>>
>> table with 2 columns and 6 rows
>> Proximity
>> Points
>> 4 to 6 blocks
>> 2
>> 3 blocks
>> 4
>> 2 blocks
>> 6
>> 1 block
>> 8
>> At subject facility
>> 10
>> table end
>>
>> 2. Proximity to key facilities utilized by all pedestrians (blind and
>> sighted.): This includes
>> medical, educational, social, recreational, shopping, commercial,
>> business, public and governmental facilities. Points are assigned on
>> the basis of blocks or distance (1 block equals 400 feet) from
>> proposed APS site to subject facility. In case of multiple facilities,
>> points will be assigned on the basis of the closest facility.
>>
>> table with 2 columns and 6 rows
>> Proximity
>> Points
>> 4 to 6 blocks
>> 1
>> 3 blocks
>> 2
>> 2 blocks
>> 3
>> 1 block
>> 4
>> At subject facility
>> 5
>> table end
>>
>> 3. Access to public transit: Because blind and visually impaired
>> persons rely heavily upon public transportation (bus or trolley),
>> special consideration will be given to those proposed APS sites that
>> have heavy general use, serves any of the facilities indicated above
>> (Ref. B-1 and B-2), or serves as a transfer point and serves 2 or more
>> transit routes within a one-block walking distance.
>> list of 1 items
>> a)
>> Number of transit stops and/or transit routes within one block of
>> proposed audible signal site.
>> list end
>>
>> table with 2 columns and 6 rows
>> Number of Routes and Stops
>> Points
>> 1 - 2 routes and 1 stop
>> 1
>> 3 or more routes and 1 stop
>> 2
>> 1 - 2 routes and 2 stops
>> 3
>> 3 or more routes and 2 stops
>> 4
>> 2 or more routes and more than 2 stops
>> 5
>> table end
>>
>> b) Passenger usage is based upon the total passengers boarding and
>> debarking each day at a transit stop or transfer point within a
>> one-block walking distance.
>>
>> table with 2 columns and 7 rows
>> Passengers Boarding and Debarking Each Day Points 0 - 49 0
>> 50-149
>> 1
>> 150-249
>> 2
>> 250-499
>> 3
>> 500-999
>> 4
>> 1,000 and over
>> 5
>> table end
>>
>> C) Traffic Conditions
>> Vehicle volumes, traffic distribution, traffic congestion and flow
>> characteristics may assist or impede the blind traveler in crossing an
>> intersection. Blind pedestrians can function best when crossing
>> signalized intersections that are at right angles with a moderate but
>> steady flow of traffic through the intersection on each leg and with a
>> minimum of turning movements (right or left turns). Traffic that stops
>> on each leg during each signal cycle is particularly helpful. Traffic
>> that is either light, or very heavy, or erratic in its flow makes it
>> difficult for the blind traveler to pick up audible clues as to
>> whether the light is red or green. In such cases, audible signals will
>> assist in determining when it is possible to cross the street. Points
>> may be assigned by the evaluation team based upon their perception of
>> the relative importance of each of these factors (which are not
>> necessarily dependent upon the total average daily traffic). Candidate
>> locations may score up to a maximum of 5 points for each of the
>> following factors depending upon overall traffic distribution.
>>
>> table with 3 columns and 6 rows
>> Heavy Traffic Flow
>> Vehicles per hour
>> Points
>> Approach traffic on all legs is in excess of 2,000 vehicles per hour
>> during any peak hour.
>> 2,000 - 2,999
>> 1
>> Approach traffic on all legs is in excess of 2,000 vehicles per hour
>> during any peak hour.
>> 3,000 - 3,999
>> 2
>> Approach traffic on all legs is in excess of 2,000 vehicles per hour
>> during any peak hour.
>> 4,000 - 4,999
>> 3
>> Approach traffic on all legs is in excess of 2,000 vehicles per hour
>> during any peak hour.
>> 5,000 - 5,999
>> 4
>> Approach traffic on all legs is in excess of 2,000 vehicles per hour
>> during any peak hour.
>> 6,000 and over
>> 5
>> table end
>>
>> table with 3 columns and 7 rows
>> Off Peak Traffic Presence Direction 1
>> Points
>> At least two vehicles present on both directions on parallel street,
>> expressed as a percentage of ten cycles.
>> Constant (≥ 90%)
>> 0
>> At least two vehicles present on both directions on parallel street,
>> expressed as a percentage of ten cycles.
>> Heavy (70-80%)
>> 1
>> At least two vehicles present on both directions on parallel street,
>> expressed as a percentage of ten cycles.
>> Moderate (50-60%)
>> 2
>> At least two vehicles present on both directions on parallel street,
>> expressed as a percentage of ten cycles.
>> Light (30-40%)
>> 3
>> At least two vehicles present on both directions on parallel street,
>> expressed as a percentage of ten cycles.
>> Occasional (<30%)
>> 4
>> At least two vehicles present on both directions on parallel street,
>> expressed as a percentage of ten cycles.
>> None (no through lanes to create surge noise.
>> 5
>> table end
>>
>> table with 3 columns and 7 rows
>> Off Peak Traffic Presence
>> Direction 2
>> Points
>> At least two vehicles present on both directions on parallel street,
>> expressed as a percentage of ten cycles.
>> Constant (≥ 90%)
>> 0
>> At least two vehicles present on both directions on parallel street,
>> expressed as a percentage of ten cycles.
>> Heavy (70-80%)
>> 1
>> At least two vehicles present on both directions on parallel street,
>> expressed as a percentage of ten cycles.
>> Moderate (50-60%)
>> 2
>> At least two vehicles present on both directions on parallel street,
>> expressed as a percentage of ten cycles.
>> Light (30-40%)
>> 3
>> At least two vehicles present on both directions on parallel street,
>> expressed as a percentage of ten cycles.
>> Occasional (<30%)
>> 4
>> At least two vehicles present on both directions on parallel street,
>> expressed as a percentage of ten cycles.
>> None (no through lanes to create surge noise.
>> 5
>> table end
>>
>> E.) Mobility Evaluation
>> Each intersection being considered for audible signals should be
>> evaluated by a certified orientation and mobility specialist. Based on
>> the judgment of the O-M specialist and the evaluation team, additional
>> points may be assigned based on observed or special conditions not
>> adequately covered by any of the previous factors. This may include a
>> heavy right-turn volume, right-turn island, right-turn signals,
>> limited cone of "visibility", etc.
>> Points
>> Mobility and miscellaneous factors
>> 0-15
>> Signals without Pedestrian Actuations
>> Signalized intersections without pedestrian actuations may be
>> considered for evaluation under this priority system, provided the
>> following conditions are met:
>> list of 3 items
>> 1.
>> There must be a demonstrated problem or need that can be alleviated by
>> the installation of an audible signal in the form of a request from an
>> individual or group that would use the audible signal.
>> 2.
>> The evaluation team must unanimously concur with the need.
>> 3.
>> Appropriate pedestrian actuation buttons and circuits must be provided
>> as part of the APS installation.
>> list end
>> Accessible Signals at New Signal Installations Accessible signals will
>> be considered for new signal installation if it is determined that
>> installation is warranted by the criteria established above.
>> Public Notice of Installation of Accessible Signals The City
>> recognizes that the installation of an APS may be of interest to the
>> community, especially residents in the immediate vicinity of the
>> candidate intersection. In addition, research has indicated that APS
>> are more effectively used by blind and visually impaired pedestrians
>> if they have notice of its location and a basic understanding of the
>> type of signal installed.
>> Accordingly, the Director of Public Works will provide a notice to
>> neighbors in a 350 feet radius from the intersection of the proposed
>> installation of an APS at that site, and invite concerned citizens to
>> contact him in writing. In addition, the Department of Public Works
>> will issue press releases and informing the public and organizations
>> serving people with disabilities, especially visual impairments, of
>> type and location of proposed and installed APS.
>> _______________________________________________
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