Michael Hingson

October 28, 2002

To Whom It May Concern,

My name is Michael Hingson. My address is [ .... ].

I am emailing this to you to provide my comments on your proposed policies concerning audible traffic signals. Should you require additional information from me please feel free to contact me.

AUDIBLE TRAFFIC SIGNALS AND DETECTABLE WARNINGS

I am submitting these comments with regards to the issues being considered by the United States Architectural and Transportation Barriers Compliance Board [Access Board] regarding audible traffic signals and detectable warnings.

I am a guide dog user and have been so for 38 years. I also use a long cane. I use both with equal skill. In my professional career I travel a considerable amount. My travels require me to go to both small and large metropolitan environments. Because I choose to use a guide dog most of the time I will submit my remarks based on being a guide dog user. However, my opinion is the same when I happen to be using a cane.

I am opposed to the installation of audible traffic signals at all intersections. Blind persons who have received orientation and mobility training and/or training in the use of a guide dog are able to negotiate street crossings using auditory clues. The audible signal does not indicate that it is clear to cross the street only that the light sequence has changed. In most cases the audible signal is not used as a landmark for navigation.

I am concerned that if audible pedestrian signals are installed at all intersections, and these signals include a locator tone, this could be cause for audible confusion due to the numerous tones at each intersection.

Audible traffic signals can be of benefit when factors in the environment impede the ability of a blind or visually impaired person to audibly detect the correct time to cross. I therefore submit that audible pedestrian signals be installed on an as-needed basis to allow blind and visually impaired travelers to accurately determine traffic patterns. Input from local blind organizations and the local blind population would be the best resource for determining where audible pedestrian signals would be most useful.

Regarding the installation of detectable warnings. Those blind persons who are independent travelers have received training in detecting cues regarding the transition from sidewalk to street. Therefore the need for detectable warnings at the end of every sidewalk is not necessary. Where the slope between sidewalk and street is 1:15 or flatter, a detectable warning may well be of assistance to blind travelers.
A detectable warning at every intersection will also cause a considerable expense to be incurred which will cause many communities to balk at providing funding where real accessible issues may occur.

Again, if I may provide additional information please contact me.

Michael Hingson