Bill Cowern
|
October 28, 2002 |
2. Safety - It is important that the
sidewalk and ramp surfaces be relatively smooth to avoid trip hazards and to
allow easy removal of snow, ice and other dangerous substances. Detectable
warning devices will work counter to keeping the access ramp clear. It is easy
to envision snow and ice building up around detectable warning surfaces and
acting as a slip hazard in communities with inclement weather.
While working with our visually impaired community, we have determined that
concrete scoring provides viable tactile identification.
Alternate Circulation Path
The "location" requirements are the major concern. It is often infeasible to
close a sidewalk and then provide an "alternate circulation path" on the same
side of the street. This issue is adequately covered in the Manual on Uniform
Traffic Control Devices (MUTCD). In Part 6 (Temporary Traffic Control), there is
discussion about the need for encouraging pedestrians to cross to the other side
of the street for safety reasons. It will be confusing if this clear guidance
from the Federal Highway Administration (FHWA) and the U.S. Department of
Transportation (USDOT) is countered by requirements from another federal agency.
Curb Ramps
The primary concerns are cost and feasibility for access ramp construction:
1. Standards should be reasonable for constructing access ramps in constrained urban conditions. It is especially important to be able to retrofit access ramps into these areas. It must remain feasible to build an access ramp within an existing four-foot wide sidewalk, without using an excessive amount of the sidewalk itself (1:48 side slope is excessive). Also, it seems excessive to have to build a retaining wall to construct the proposed access ramp (as per the diagram for Parallel Curb Ramps 1104.2.2). A side slope of 1:12 seems reasonable and has been implemented in numerous locations throughout or city. A requirement of 1:48 is excessive.
2. It should remain a reasonable course of action to construct one access
ramp at an intersection corner instead of two access ramps, when existing
conditions (such as drainage facilities or other existing streetscape features)
would make it infeasible to provide two ramps.
Pedestrian Crossings
In general, we would support wider crosswalks; however, it seems appropriate for
the width of a crosswalk to be addressed by the FHWA and the USDOT in the MUTCD.
It is illogical for two federal agencies to have two different standards in two
different sets of requirements. We ask that the federal agencies involved in
these overlapping decision-making processes coordinate to avoid this confusing
situation.
Pedestrian Signal Phasing Timing
The requirement to use either 3.5 or 3.0 feet per second to time pedestrian walk
phasing is excessive. There will be numerous situations where this will result
in more lost time at congested intersections which would result in more
congestion and more congestion-related impacts (such as traffic accidents and
unsafe driving behavior). The requirement to include the access ramp in the
crossing distance calculation is inappropriate because of the increased lost
time and infrequent benefit.
Accessible Pedestrian Signal Systems
It is not a reasonable or prudent requirement to require that all traffic
signals with pedestrian phasing be equipped with audible and vibrating
confirmation features. This requirement increases the cost for providing
pedestrian phasing and will discourage administrators from providing pedestrian
phasing at new or reconstructed traffic signal locations. Local jurisdiction
traffic engineers can determine whether such features are needed at individual
traffic signals, based on all the user groups at the intersection.
On-Street Parking
As worded in the proposal, every block would be required to have handicap
parking. The majority of the blocks in the city of Boulder (a town of 100, 000)
do not have a need for handicap parking especially in residential areas. The
city of Boulder currently responds to requests for handicap parking as they come
in from the community and from the local disability task force established to
handle such concerns. Handicap parking areas have been placed in business and
residential areas as the need has arisen. This method allows us to put the
handicap parking in the locations where it will do the most good, instead of
arbitrarily choosing locations we think may be useful.
Costs associated with adding handicap parking to every block would have a huge
budgetary impact on the city of Boulder, in a large part due to the new
requirements of curb access.
In residential areas the cost would be driven even higher. In many older areas
of town, the city has a large right-of-way area, the area between the curb and
the sidewalk. Many of these areas range from 15 - 20 feet in width. These
proposed changes would require a wide access area that would extend from the
curb to the sidewalk. This would mean removing any landscape currently in place
(i.e. sprinklers, rock, retaining walls, flower beds, etc.) and replacing these
areas with concrete from the curb to the sidewalk.
Streets that are on a hill or steep slope would present other challenges. For
example, handicap spaces would be required on streets that would not be
conducive to handicap parking. Steep slopes are not navigable for someone in a
wheelchair or walking with the aid of a walker.
Business districts have similar problems. Some blocks have parking at the curb
which is a foot or two lower than the sidewalk. In these areas, handicap parking
is usually accommodated around the corner in a better-equipped location. The
proposed changes would require a spot on a block, which could result in an
access area that had a grade steep enough to render it useless. Also, no mention
is made as to how far back from the curb the area would have to be clear.
Depending on the depth of the "clear area" it could cause problems locating
handicap parking in areas that are heavily crowded with trees, street signs and
sidewalk eating areas for restaurants.
Lost revenue is another factor associated with these changes. While the city of
Boulder installs parking meters at handicap parking spaces, in business
districts, the revenue from these meters are significantly lower than other
meters. Utilization reports indicate the average parking meter is used 75
percent of the time and generates $1,120 a year. The average handicap parking
meter is used 26 percent of the time and generates $373 a year. The city would
have to replace 107 regular parking meters (77 spaces plus 33 additional
diagonal spaces for diagonal requirements) with 77 handicap parking meters. This
would result in a loss of $91,119 per year.
The city of Boulder currently has 2 percent handicap parking in the downtown
meter district. In addition, when businesses, citizens or the Disability Task
Force comes forward with additional handicap parking requests the city has
responded and worked with those individuals or groups to determine where the
best location would be for the additional space.
Passenger Loading Zones
The new proposed changes would require access ramps to all passenger-loading
zones. The city of Boulder has installed many passenger-loading zones near
daycare centers, schools and churches, as requested. These have been in addition
to any handicap spaces that already existed. The proposed change would require
bringing already existing handicap spaces into the new ADA standards and could
result in the removal of some passenger loading zones where handicap parking
already exists. If these requirements make it more costly to provide
passenger-loading zones, then fewer passenger-loading zones will likely be
constructed. The result -- less availability to daycare centers and schools.
Summary of Comments
In summary:
1. Much of what is being required in the proposed guidelines will have
significant financial impacts and constitute an unfunded mandate that is unfair
to local jurisdictions.
2. Several areas address issues already included in the MUTCD. We believe it is
inappropriate to endorse conflicting policy, when a viable and preferable
alternative is to change existing policy.
3. There are several areas being addressed that should be left to the discretion
and professional judgement of local transportation administrators, rather than
requiring mandates which will result in significant costs and impacts, while
having questionable benefit to the communities we serve.
The city of Boulder hopes that these comments are useful in determining the next
course of action and that serious consideration is given to the concerns
identified. For clarification on any of these comments, please contact Bill
Cowern at [ ... ].
Sincerely,
Bill Cowern
Transportation Operations Engineer
City of Boulder