Accessible Pedestrian Signals: A Guide to Best Practices (Workshop Edition 2010) (2011)

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Accessible Pedestrian Signals: A Guide to Best Practice 167 Chapter 9: U.S. Case Studies CHAPTER SUMMARY Th e information in this chapter is based on data obtained in 2003 and 2005 through site visits or communication with each agency featured. It should be understood that this chapter refl ects the situations in each of these locations in the year indicated, even though many agencies have continued to expand their number of APS installations and have increased their experience with installation practices. CHAPTER CONTENTS Montgomery County, Maryland 168 Portland, Oregon 171 Newton, Massachusetts 175 New Jersey DOT — Washington, New Jersey 178 West Virginia Division of Highways — Morgantown, West Virginia 181 Dunedin, Florida 184 Maryland DOT 187 Charlotte, North Carolina 191 Atlanta, Georgia 194 Halifax, Nova Scotia 196 Waukesha, Wisconsin 199 Ann Arbor, Michigan 201

168 Chapter 9: U.S. Case Studies Case Study: Montgomery County, Maryland DATE: MAY 2003 HISTORY AND BACKGROUND Th e intersection of Fenton Street and Wayne Avenue is the fi rst of eleven locations in the Silver Spring Central Business District (CBD) to be equipped with APS under a pilot program initiated by the County Executive. PROCESS AND PROCEDURE Th ere is no formal procedure to request APS. A committee was formed, in coordination with the Montgomery County Commission on Persons with Disabilities, to make decisions about type and features of APS to be installed. Most signalized intersections in the county are on state roads, so fi nal decisions of the State Highway Administration on APS policy will aff ect installation at those locations. FUNDING Costs for the pilot project are absorbed as part of the traffi c engineering department budget. An additional line item for APS installation was requested in budget but was not funded. DESCRIPTION OF INTERSECTION Th ese traffi c signals are being rebuilt as part of the redevelopment of the CBD. Fenton Street and Wayne Avenue was the fi rst one to be rebuilt, and hence the fi rst to receive APS. All intersection legs are 4 lanes wide. Fenton Street runs approximately north/south and Wayne Avenue runs east/west. Th ere is a leading left turn phase from westbound Wayne to Southbound Fenton. DATE INSTALLED September 2001

Accessible Pedestrian Signals: A Guide to Best Practice 169 APS TYPE AND FEATURES Pushbutton-integrated devices from Polara Engineering. Intersection is pre-timed, with WALK intervals associated with each crossing being provided each cycle, but the APS are actuated (audible and vibrotactile WALK indications are not provided unless the pushbutton is pushed). APS features: • Speech WALK message • Vibrotactile WALK indication • Pushbutton locator tone • Tactile arrow • Pushbutton information message called by extended button press. • Automatic volume adjustment in response to ambient sound • Speech WALK message: ‘WALK sign is on to cross Fenton Street’ (or Wayne Avenue) • Pushbutton information message, provided after an extended button press (three second depression of pushbutton): o Includes both street names o Clarifi es to which crossing the button applies o Example: “Crossing Wayne Ave at Fenton St” APS INSTALLATION Devices are installed on all four corners, using stub poles for all in order to place the pushbuttons and APS at the top of the ramp for each direction, separated by at least 10 feet. Each pole is approximately fi ve feet tall with a substantial base; locations vary somewhat but are generally: • Within 5 feet of the crosswalk lines extended • 6-10 feet from the curb, (except on NW corner where further construction is planned and those poles were located farther from the curb) Th e Polara control unit and the microphone, which monitors sound for the automatic volume adjustment, are typically installed inside 18-inch pedestrian traffi c signal heads. At this location with 12-inch pedestrian signal heads, the control units were Figure 9-1. Pushbutton- integrated APS located on a stub pole beside the level landing of the curb ramp

170 Chapter 9: U.S. Case Studies installed in an exterior box attached to the top of the pedestrian traffi c signal heads. Th e microphone was attached to the box, which located it much higher than usual; however, that placement seems acceptable. INSTALLATION ISSUES Th ere were no real problems with the installation. However, locating the poles and APS properly in relation to the curb ramp and as recommended in the MUTCD is diffi cult. While it may be less of a problem in new construction, it requires thought and planning, as well as extra poles, conduit, wiring and construction in retrofi t situations. MAINTENANCE Except for some minor adjustments after installation, there have been no maintenance issues or failures. EVALUATION No formal evaluation has been conducted. Committee members visited the installation and were generally pleased with the functioning. CONTACT Bruce Mangum, Senior Engineer Transportation Systems Management Section Division of Public Works and Transportation Montgomery County Maryland 101 Monroe Street, 11th Floor Rockville, MD 20850 Phone; 240-777-8778 Fax: 240-777-8750 E-mail: bruce.mangum@montgomerycountymd.gov Figure 9-2. Pedestrian with dog guide at an APS located in line with crosswalk.

Accessible Pedestrian Signals: A Guide to Best Practice 171 Case study: Portland, Oregon DATE: JULY 2003 HISTORY AND BACKGROUND Th e City of Portland has had some form of audible pedestrian signal for over 20 years. In installing these devices, staff worked closely with the requester to identify specifi c needs. • In the late 1970’s, city staff installed buzzer-like devices at three intersections on request basis. Th ese buzzers were inexpensive devices purchased from a local electronics store. Th e buzzer was only activated with a normal pedestrian push button call. • During the late 1980’s the City began using an inexpensive Mallory chime as an audible device. It was installed in some fi xed timed intersections as well as actuated intersections. • By 1995 the City had ten signalized intersections with audible devices. • In 1996 the City decided that a more formal policy was necessary and a process was implemented, which was revised in 1999 by a Citizens Advisory Committee. During the past fi ve years the City has greatly expanded its program. By mid-2003, the City had 53 signalized intersections with some form of audible signal. Th e City of Portland was awarded a Pedestrian Project Award for 2003 from ITE and the Partnership for a Walkable America. Th e award was for the Elderly and Mobility category for Portland’s project to retrofi t existing signals with APS. PROCESS AND PROCEDURE A formal policy was established in 1996. • City staff assembled a stakeholders group, which included representation from the Oregon Council of the Blind, the National Federation of the Blind, the Oregon Commission for the Blind, Independent Living Resources, and other groups representing both the visually impaired community and mobility instructors. • Th e policy was developed over a series of three meetings. Figure 9-3. APS mounted over 12 feet high on the pole broadcast speech messages at this location in Portland. City engineers expressed concerns about intelligibility of the message.

172 Chapter 9: U.S. Case Studies Key points of that policy: • Audible signals are installed only on a request basis. • Th e intersection has to have some unique or unusual characteristics that warrant the addition of an audible signal. • Referral to a mobility specialist is required; this service is provided through an agreement with Oregon Commission for the Blind. In some instances the crossing problems may be related to a lack of user skills that might be better addressed by further training. In mid-1999 the requests for audible signals outstripped City resources for the program. A citizens advisory committee (CAC) was activated to review and rank the requests. • Th e CAC and City staff started with a ranking process similar to that used in the City of Los Angeles. • Staff applied the criteria to ten intersections on the request list. CAC made some revisions to the scoring criteria (See Appendix D). • Scoring materials were developed. Th e electrician responsible for the installations and a mobility instructor from the Oregon Commission for the Blind meet the requester at the candidate intersection to better understand the user’s needs and concerns. After agreeing that some sort of audible signal is a viable solution, the City staff person and mobility instructor complete fi eld aspects of the scoring form. Information such as volumes and accidents is gathered by offi ce staff from existing City records and added to the scoring form. • CAC meets semi-annually to rank the requests. FUNDING From 1996 through 2000, the City used approximately $150,000 in general transportation funds to install APS. Th at funding source for APS has been lost. To continue with new installations, the City received over $200,000 in transit mobility funds from the local transit agency. However, that grant expires in July 2004 and no replacement funding source has been identifi ed yet. APS TYPES AND FEATURES Pedhead-mounted at numerous intersections. Pushbutton-integrated at two intersections. Pedhead-mounted devices manufactured by Novax and Mallory Pedhead-mounted APS features • WALK indication — cuckoo/chirp, beep, or chime • Extended button press to call accessible features on some devices (no locator tone is used.)

Accessible Pedestrian Signals: A Guide to Best Practice 173 Pushbutton-integrated devices, manufactured by Polara Engineering and Campbell Company, have been installed recently with locator tones and additional features. Th e City of Portland has also evaluated the Vibrawalk pushbutton manufactured by Novax Industries. SPECIAL FEATURES Portland staff has worked with manufacturers on developing features: • After 1996, in deference to requests of members of the National Federation of the Blind, a technology was used that requires the user to hold the button for at least one second to place a call for an audible signal to make the technology ‘refuseable’. Button Activated Timer (BAT), from Novax Industries of British Columbia, requires that the button be depressed for at least one second to call the audible indication. • Staff worked with Novax and McCain to take the speaker and electronics out of the exterior Novax housing and mount them directly in the pedhead to aff ord more protection from vandalism and place the speaker closer to the users’ ears. In 1999, the CAC and City staff expressed a desire to fi nd lower cost options so that more intersections could be treated. City staff received approval from the CAC to install lower cost Mallory devices. Since the Mallory device has neither automatic volume adjustment nor Button Activated Timer, city staff is careful to use the device only in locations that are that are not close to residences. DATE INSTALLED Between 1970’s and present INSTALLATION Installation varies greatly from intersection to intersection. Portland transportation engineering staff reports that the largest problem faced is with existing infrastructure. Th e aging transportation system makes installing new wires in old, undersized conduits a challenge. Location of existing poles also poses a problem. As intersections evolve throughout their life span, poles for pushbutton locations are often located in areas that are less than desirable for accessible pedestrian installations. Obstructions, such as utility and sign poles, also are a signifi cant challenge. Th ese obstacles often make placement of pushbutton locations diffi cult, translating into higher installation costs. Proximity of poles, in relation to one another, also has to be taken to account. Volume level of the “WALK” cue and locator tone must be loud enough to tell Figure 9-4. Vibrawalk pushbutton installed in Portland includes a locator tone. The arrow vibrates during the WALK interval and WALK indication is provided from pushbutton or speaker mounted on the pedhead.

174 Chapter 9: U.S. Case Studies pedestrians to go, but quiet enough to not give a false “WALK” cue to someone at a confl icting ped lane. Th is can be diffi cult at intersections with odd confi gurations, such as islands with separately actuated ped lanes. MAINTENANCE Maintenance of equipment has been almost a non-issue. Th ere have been few maintenance problems although it should be noted that most of the equipment with electronics mounted in the pedhead or pushbutton is relatively new. Th ese installations are only one to six years old so there is not a long maintenance history on those devices. EVALUATION Portland tested a variety of WALK indications • Earliest sounds for the WALK were a buzzer and Mallory chime. • A trial installation used voice messages. Th e voice message typically said “Th e WALK light is now on to cross 41st Street”. Although equipped with ambient sound adjustment to increase the output as background noise increased, the voice message was often diffi cult to hear. • Tones seem to be better for cutting through background noise in an urban street environment. After the initial test with voice and tones, the City decided to use the cuckoo and chirp sounds. Community Response/reactions: • Buzzer — Staff received some calls regarding the annoying sound and usually responded by placing some sort of baffl ing material around the buzzer. • Mallory chime — Th e chime was a more pleasing sound and the City seldom received any noise complaints, even though the chime was installed in some fi xed time intersections CONTACTS Bill Kloos, Signal and Street Lighting Manager Portland Department of Transportation 1120 SW 5th Avenue / Suite 800 Portland, OR 97204-1971 Phone: 503-823-5382 E-mail: Bill.Kloos@pdxtrans.org Jason McRobbie, District Electrician Portland Department of Transportation 1120 SW 5th Avenue / Suite 800 Portland, OR 97204-1971 Phone: 503-823-1773 E-mail: Jason.McRobbie@pdxtrans.org

Accessible Pedestrian Signals: A Guide to Best Practice 175 Case study: Newton, Massachusetts DATE: JULY 2003 HISTORY AND BACKGROUND APS were installed at the major intersection in Newton, Massachusetts in 2001, as part of a major signalization upgrade project, and at the recommendation of the Mayor’s Committee for People with Disabilities (Mayor’s Committee). Th is is Newton’s fi rst experience with this signal type. PROCESS AND PROCEDURE New construction and signal up-grades When new signals are installed in Newton, the Mayor’s Committee considers whether they should have accessible pedestrian signals. Th eir recommendation is then referred to the departments of Public Works and Planning. For example, when signalization at an intersection is being upgraded from a fl ashing beacon to full signalization, input is obtained from the Mayor’s Committee. Handling individual requests Individual requests are referred simultaneously to the Mayor’s Committee and to the Traffi c Council. Th e Traffi c Council is required to respond to requests by making a decision within 12 weeks. Consultation with local agency for the blind Th e City Traffi c Engineer also consults with an orientation and mobility specialist at the Carroll Center for the Blind regarding the need for APS and for suggestions regarding the most appropriate type of APS for a particular intersection. FUNDING APS in Newton were funded jointly by Public Works and Planning, with a portion of the cost being covered through the Community Development Block Grant program. Th e City of Newton currently has $10,000/yr earmarked for APS.

176 Chapter 9: U.S. Case Studies DESCRIPTION OF INTERSECTION Th e APS were installed at a complex intersection with high pedestrian and vehicular traffi c counts. At this intersection, three crosswalks share the same exclusive pedestrian phase timing: • One is a mid-block arterial crossing; • One is a minor street intersecting the arterial in a “T”, near the mid-block crossing; • Th e other is across a third street that enters the arterial diagonally, close to the “T” intersection of the minor street. Because of abundant turning traffi c during all vehicular phases, there is no safe crossing time for pedestrians, except during the exclusive pedestrian phase. APS TYPE AND FEATURES Pushbutton-integrated APS manufactured by Bob Panich Consultancy. APS Features: • WALK indication – audible rapidly repeating tones • Vibrotactile WALK indication • Pushbutton locator tone • Alert tone • Tactile arrow • Automatic volume adjustment in response to ambient sound. APS INSTALLATION At another intersection at which APS were installed, a stub pole was installed in order to locate the pushbutton properly for one crosswalk. INSTALLATION ISSUES Installation presented no technical diffi culties. Initially the APS volume was set so loud at one location that the WALK signal was audible from a nearby intersection, possibly leading pedestrians at that intersection to believe they had the WALK interval when they did not. Th e volume was turned down several months after the APS were installed. Figure 9-5. Panich APS at mid-block crossing, Newton, Mass. APS should have been mounted on side of pole closest to crosswalk, with arrow parallel to crosswalk rather than pointing up.

Accessible Pedestrian Signals: A Guide to Best Practice 177 Although the basic requirement in Newton for conduit in public rights-of- way is a 36” trench, actual construction may be less than 36” depending on site conditions. It is important that such an installation be based on direct fi eld knowledge, rather than be designed in the shop. MAINTENANCE No maintenance, except for volume adjustment, has been necessary since the audio-tactile pushbuttons were installed. Weather does not seem to aff ect their performance, and there has been no vandalism. EVALUATION Th e APS have been well-received by blind users, and there have been no objections from neighbors. Th e APS are in a small business area, not close to any residences. CONTACT Roy Lamotte City Traffi c Engineer City of Newton, MA Phone; 617-796-1020 E-mail: rlamotte@ci.newton.ma.us Figure 9-6. Panich APS for crossing the stem of a “T” intersection. Figure 9-7. Panich APS on stub pole in Newton, Mass. Arrow oriented parallel to crosswalk.

178 Chapter 9: U.S. Case Studies Case study: New Jersey DOT — Washington, New Jersey DATE: JULY 2003 HISTORY AND BACKGROUND Th e New Jersey Department of Transportation has been sensitive to the needs of the visually impaired. Th e fi rst vibratory (with raised directional arrow) pushbuttons in New Jersey were installed in 1992 at the Rowan College signalized pedestrian crossing across Route 322. As of August 2000, NJDOT had installed APS devices at four intersections. Th e devices at the location described and pictured here, Route 31 and Route 57, were installed in the fall of 2000. NJDOT has recently installed APS devices at other intersections and expects to install more devices. STUDY BY NJ DOT A project for the installation and evaluation of four types of APS devices at intersections in Morristown, NJ was funded by NJ Highway Traffi c Safety and was conducted by Edwards and Kelcey in cooperation with Th e Seeing Eye. More information is provided in the Appendix on Research. PROCESS AND PROCEDURE Th ere is no formal process for deciding to install an APS. Th ese APS devices were installed at the request of a blind person in conjunction with reconstruction of the intersection. An orientation and mobility specialist provided information used in making a decision about type of APS selected. FUNDING Th e APS signals are funded under the general state fund with no special funding sources. Th e cost of the devices was $400.00 per device to NJDOT, plus installation by NJDOT forces. NJDOT went out to bid for the devices. DATE INSTALLED Fall 2000

Accessible Pedestrian Signals: A Guide to Best Practice 179 DESCRIPTION OF INTERSECTION Route 31 and Route 57, major intersection of four-lane undivided road and two and three lane road with parking lane at the edge of small downtown CBD. Th ere are four traffi c islands with signalized crossings to the islands. Pushbuttons were installed at all crossings for a total of twelve devices at the intersection. APS TYPE AND FEATURES Pushbutton-integrated APS manufactured by Polara Engineering APS features: • Vibrotactile WALK indication • Pushbutton locator tone • Tactile arrow • Braille street name • Actuation indicator — tone APS INSTALLATION APS were installed at all crosswalks to provide the signal information at all possible crossings used by the blind person. It is a state standard to put two push buttons on the same pole, with no stand-alone pole for the APS. Th is meant that some devices were located a distance from the beginning of the crosswalk. Because the only WALK indication was vibrotactile, the WALK interval was lengthened to provide time for a pedestrian who is visually impaired to reach the departure curb after the WALK began. Th ese devices were installed as a retrofi t before various recommendations and guidelines were issued. Currently, recommendations of the Public Rights-of-Way Access Advisory Committee (PROWAAC) and Draft Public Rights-of-Way Accessibility Guidelines (Draft PROWAG) state that devices should provide audible and vibrotactile information about the WALK interval. Th ese APS are vibrotactile only, so do not conform to these recommendations. MUTCD and Draft PROWAG recommendations also encourage installation of devices on two poles separated by at least 3 meters. If separation is not possible, Draft PROWAG recommends speech messages for the WALK interval; vibrotactile indication was used here. Figure 9-8. Installation of two pushbuttons on a single pole (only a single push-button is visible in the photo). While the push- button is in line with the crosswalk, the pedestrian must travel over 10 feet before reaching the street and the beginning of the crosswalk.

180 Chapter 9: U.S. Case Studies INSTALLATION ISSUES No major installation issues MAINTENANCE Th ere have been no reported maintenance problems except the vibrating arrows on a couple of devices have gotten stuck and stopped vibrating. Th ere has been no vandalism. EVALUATION Th ere are no reports of complaints or comments received from the general public or individuals in the community. In some other installations, there have been complaints due to the locator tone increasing due to the traffi c noise and bothering the people that live close to the intersection. Th ere were complaints at fi rst from the blind woman using the device regarding placement of the devices and ability to line up and cross while keeping her hand on the vibrating arrow. She was trained to use the APS by an orientation and mobility specialist and was able to use them adequately. Placement is problematic for a device that is vibrotactile only. In order to keep her hand on the device, the user must stand back from the crosswalk, and turn toward it after the WALK indication begins. Th ere has been no research or evaluation regarding the APS either before or after the installations. CONTACTS Tim Szwedo Traffi c Safety and Engineering NJ Dept. of Transportation P.O. Box 613 Trenton, NJ 08625 Phone: (609) 530-2601 E-mail: Timothy.Szwedo@ dot.state.nj.us Paul Vetter Director, Traffi c Engineering Edwards and Kelcey E-mail: pvetter@ekmail.com Figure 9-9. APS mounted on signal pole for crossing signalized right turn lane. Pedestrian who is blind is waiting with her hand on the pushbutton for the vibrotactile WALK indication. After the WALK indication begins, she must turn, and cross the sidewalk before beginning to cross the street.

Accessible Pedestrian Signals: A Guide to Best Practice 181 Case study: West Virginia Division of Highways — Morgantown, West Virginia DATE: JULY 2003 HISTORY AND BACKGROUND APS were installed in 2002, at the request of blind citizens. Th ese are the fi rst APS that have been installed in the state. PROCESS AND PROCEDURE Morgantown does not have a process or procedure for determining which intersections will be equipped with APS. Typically, all traffi c signal installations in West Virginia are installed by contract under the purview of the West Virginia Division of Highways. FUNDING Th is demonstration project was fully funded by the West Virginia Division of Highways. DESCRIPTION OF INTERSECTIONS APS were installed at two intersections in the downtown area of Morgantown that have pedestrian actuation, and exclusive pedestrian phasing with right turns on red permitted. APS TYPE AND FEATURES Pushbutton-integrated APS manufactured by Prisma Teknik (model TS-903). APS FEATURES: • Tone WALK indication - fast tick, a rapid repetition of the pushbutton locator tone for crossing in both directions • Pushbutton locator tone • Tactile arrow • Actuation indicator • Tactile map of crossing • Automatic volume adjustment in response to ambient sound

182 Chapter 9: U.S. Case Studies Signals are being modifi ed to include pushbutton information messages modeled after “Wait to cross Willey St. at High St. Wait for red light for all vehicles. Right turn on red permitted.” APS INSTALLATION Two pushbuttons have been mounted on some corners so the standard single arrow can be correctly oriented in the same direction as each crosswalk. Th is was necessary where the two crosswalks at a corner were not at right angles to each other. Since these locations used exclusive pedestrian phases, a right-angle, double ended arrow was installed so that a single pushbutton could be located on one corner or quadrant, controlling the WALK signal for two crossing directions. Th e right angle arrow will be installed where both crossings are 90 degrees from a particular quadrant. INSTALLATION ISSUES Wiring of the APS was little diff erent than typical (non-APS) pushbuttons. APS are mounted to signal uprights using two quarter-inch stainless steel screws. In the future, stainless steel bands may be placed at the top and bottom sections of APS in high-vandalism areas. Diligence is needed in the initial design of a complete intersection, so as to correctly locate APS according to the MUTCD. MAINTENANCE No weather-related maintenance issues have been reported. Cabinets and signals are well guarded against transient voltage surges, including high-speed surges that are accompanied by lighting. Figure 9-10. Mounting of two Prisma pushbutton units on a single pole. See arrows on insert detail for the orientation of the tactile arrow on the top of each unit. Both devices make the same sound during the WALK indication, which is acceptable in this installation since there is exclusive pedestrian phasing.

Accessible Pedestrian Signals: A Guide to Best Practice 183 To date, APS have been installed at six intersections in West Virginia. At one intersection in downtown Charleston, in a high vandalism area, three APS have been knocked off the signal upright. EVALUATION APS have performed as expected according to manufacturer’s literature. Negative comments have been received from nearby businesses about the noise level of the locator tone. Th e entrance to one business is less than 10 feet from the pole on which two APS are mounted. Blind users have objected to the location of some APS units (in some cases at a distance of about 20 feet from the crosswalk). Positive comments have been received about proactive installation of APS. CONTACTS Barry Warhoftig Traffi c Engineering Division West Virginia Div. of Highways Building 5, Room 550 1900 Kanawha Blvd, E. Charleston, WV 25305 Phone: 304 558-3722 E-mail: BWarhoftig@ dot.state.wv.us Bruce Kenney Traffi c Engineering Division West Virginia Div. of Highways Building 5, Room 550 1900 Kanawha Blvd, E. Charleston, WV 25305 Phone: 304 558-3063 E-mail: Bkenney@dot.state.wv.us

184 Chapter 9: U.S. Case Studies Case study: Dunedin, Florida DATE: JULY 2003 HISTORY AND BACKGROUND Th ere are two intersections in downtown and one at Patricia Avenue and Beltrees in Dunedin where APS have been installed at the request of citizens who are blind. Th e City of Dunedin was awarded the Inspired Leadership Award for 2003 from the Florida Alliance for Assistive Services and Technology (FAAST) for the APS installations. PROCESS AND PROCEDURE Requests for APS are received by the City of Dunedin ADA Coordinator and reviewed and recommended by the City Manager appointed ADA Committee. APS were requested by one person who is blind and who has limited hearing in one ear as well. She consulted with an orientation and mobility specialist and requested pushbutton-integrated devices and worked with the engineer on installation details. FUNDING Th e intersection modifi cations were part of a redevelopment project. DESCRIPTION OF INTERSECTIONS One of the intersections downtown, Douglas & Main is a fairly small square intersection of two-lane streets with a pushbutton actuated exclusive pedestrian phase. Th e other intersection downtown at Broadway & Main is a more complex intersection where a very busy state road intersects with the city’s Main Street. Th e third intersection, at Patricia and Beltrees, is a T intersection of a minor street with very busy street with a right turn lane. APS TYPE AND FEATURES Pushbutton-integrated devices from Polara Engineering APS features

Accessible Pedestrian Signals: A Guide to Best Practice 185 • Speech WALK message: o At Douglas and Main (with exclusive pedestrian phasing): “WALK sign is on” o At Broadway & Main: “WALK sign is on to cross Main” or “WALK sign is on to cross Broadway” • Vibrotactile WALK indication • Pushbutton locator tone • Actuation indicator – tone • Tactile arrow • Automatic Volume Adjustment in response to ambient sound • Extended button press – increased the volume of the WALK indication and locator tone APS INSTALLATION Two APS were mounted on each pole. At one crossing APS were about 15 feet back from the crosswalk location, and approximately 5 feet toward the intersection from the extension of the crosswalk lines. Volume of locator tone and WALK message was quite loud At the Patricia and Beltrees location, APS were installed on only one crosswalk, to cross the through street, as needed and requested by the person who lived near the intersection. INSTALLATION ISSUES Installers stated that they had diffi culties with fi guring out the new devices but seemed to work fi ne after they fi gured them out. Fluted poles were used in the redesign which made it diffi cult to align the tactile arrow. MAINTENANCE No maintenance issues have been reported except for need to adjust volume levels. EVALUATION Installation caused complaints from patrons of a restaurant/bar on one corner with outdoor seating. Locator tone was loud enough to hear from over 30 feet away. Figure 9-11. Two pushbuttons are located on fl uted pole at this location with exclusive pedestrian phasing. Tactile arrow of each device points in the direction of travel on the crosswalk.

186 Chapter 9: U.S. Case Studies Th e woman who requested the installation was initially unhappy with some parts of the installation. Original plans included a stub pole close to the crosswalk but that was not installed at fi rst. Even with the signal adjusted to the maximum volume, she was unable to hear the WALK indication when she was standing at the crosswalk location. A stub pole was later installed which allows a reduction in volume of the device and diminishes problems for neighbors as well. CONTACTS Barbara Fidler, ADA Coordinator City of Dunedin 542 Main Street Dunedin, FL 34698 Phone: 727-298-3010 v/tdd Fax: 727-298-3012 E-mail: bfi dler@dunedinfl .net Michael Gust, P.E. Division Dir. of Traffi c Control City of Dunedin, Traffi c Division 822 Lake Haven Road Dunedin, FL 34698 Phone: 727-298-3224 Fax: 727-298-3219 E-mail: mgust@dunedinfl .net

Accessible Pedestrian Signals: A Guide to Best Practice 187 Case study: Maryland DOT DATE: JULY 2003 HISTORY AND BACKGROUND During the 1980’s and 90’s, Maryland installed some APS of the cuckoo/chirp type at locations throughout the state, including Montgomery County, Frostburg, Lutherville, and Towson. Maryland DOT, in response to concerns about mobility for persons who are visually impaired through unique intersections, such as roundabouts, and the addition of the APS section to the MUTCD, convened a committee in November 2000 to develop criteria for installation and prioritization plans for installation of APS. Th e committee consisted of representatives of the visually impaired community, traffi c engineers, orientation and mobility specialists, local ADA coordinators and DOT staff Th e goals of the committee included: • Identify factors aff ecting mobility of the visually impaired through intersections • Identify and reconcile diff erences of approach to mobility issues within the visually impaired community • Develop a rating and prioritizing process for APS PROCESS AND PROCEDURE Th e committee developed a prioritization checklist. Th is checklist has been used on approximately 40 intersections to date, with scores ranging from 14 to 46 out of a possible total of 60. While each crossing receives a rating, the highest rating for any crossing is used for the intersection. At this time, Maryland is considering any intersection with a rating greater than 36 to be a high priority. Eleven intersections are rated at this level and have either had APS installed or are under design for installation. FUNDING Maryland considers an APS to be a traffi c control device and as such funding is from traffi c control, highway construction and Federal funds.

188 Chapter 9: U.S. Case Studies TYPE OF APS USED Pushbutton-integrated APS manufactured by Polara Engineering APS features: • Speech WALK message, with option of cuckoo/chirp if desired for specifi c location • Vibrotactile WALK indication • Pushbutton locator tone • Tactile arrow • Actuation indicator • Pushbutton information message in response to extended button press • Automatic volume adjustment in response to ambient noise levels Maryland is also testing and evaluating equipment from other manufacturers. DESCRIPTION OF INTERSECTION Installation Example 1, Loch Raven and Taylor, is a large intersection with right turn islands, heavy traffi c volumes and left turn lanes on all approaches. APS INSTALLATION Existing poles were used at this location with channelizing islands and uncontrolled right turn lanes in three of the four quadrants. EXAMPLE 1 — LOCH RAVEN & TAYLOR WALK indication is a speech message. Th e volume levels of the APS were carefully adjusted to prevent the WALK indication from being audible to pedestrians before they crossed the right turn lane. Th e speaker is blocked on the side away from the intersection. However, wind, humidity and large trucks can aff ect the sound levels and the signals may be audible from the sidewalk under certain conditions. In this case, the person who requested the signals is familiar with the geometry. Figure 9-12. Two APS are mounted on the existing pole on this island. Figure 9-13. APS as seen from right-turn lane crossing.

Accessible Pedestrian Signals: A Guide to Best Practice 189 DESCRIPTION OF INTERSECTION Installation Example 2, Loch Raven and Glen Keith, is an intersection with low side street volumes. Th e APS is to cross the major street (Loch Raven) only. Th ere are no pedestrian indications to cross the minor (Glen Keith) so APS were not installed for those crossings. Th e major street is quite wide, with a median island and a stop sign controlled service road along the west side of Loch Raven. Again, the volumes needed to be carefully adjusted. Vehicular signal pole was used for one APS but others were located close to the crosswalk on pedestrian signal poles. EXAMPLE 2 — LOCH RAVEN & TAYLOR INSTALLATION ISSUES Mr. Paulis of the Offi ce of Traffi c and Safety states that the location of pushbuttons and other APS equipment is of high importance in providing a properly operating system for pedestrians who are visually impaired. In many cases, it is not desirable to only use existing poles for the installation of APS. Th e installation of additional pedestal poles is often necessary to insure the proper location of APS relative to crosswalks and curb cuts. Adjustment of initial volume levels for use has been an issue. Obtaining the proper balance between the needs of the persons who are visually impaired and surrounding development while not presenting misleading information to pedestrians has proved to be diffi cult. Complicating the process are uncontrollable factors, that is, traffi c noise and weather conditions such as wind and rain. Figure 9-14 APS installed on pedestrian signal pole Figure 9-15. View across Loch Raven toward two median islands and stop sign controlled service road. Figure 9-16. APS installed on signal pole beside crosswalk waiting location.

190 Chapter 9: U.S. Case Studies MAINTENANCE Th ere have been some failures of the control boards, but these may not be excessive when considering that the equipment is a new and relatively recent design and the growing pains associated with new technology. EVALUATION No formal evaluation has been conducted of installations. Most individuals who have requested the installations seem to be pleased. CONTACTS Edward T. Paulis, Jr., Offi ce of Traffi c and Safety Maryland State Highway Administration 7491 Connelley Drive Hanover, MD 21076 Phone: 410-787-4092 E-mail: epaulis@sha.state.md.us

Accessible Pedestrian Signals: A Guide to Best Practice 191 Case Study: Charlotte, North Carolina DATE: JULY 2003 HISTORY AND BACKGROUND Charlotte began installing pushbutton-integrated APS in 1999 after discussion with the Charlotte/ Mecklenburg Advocacy Council of People with Disabilities Committee. Approximately twelve intersections with forty-two pushbutton-integrated APS devices are now installed. Before that, pedhead-mounted APS had been installed upon request; current staff are not sure when those devices were installed or how the decision was made to install them. Th ey state that they are replacing current “chirpers” with pushbutton-integrated devices. Orientation and Mobility specialists helped evaluate APS products in advance and made recommendations to engineers. PROCESS AND PROCEDURE APS are requested by citizens and installed after review by staff of Metrolina Association for the Blind. In general, devices are installed in the order of request, depending on how much construction is involved. Th e Charlotte/Mecklenburg Advocacy Council for People with Disabilities Committee and the Metrolina Association for the Blind serve as liaisons between the person who is visually impaired and the city. FUNDING City council approved $95,000 in a restricted fund that is carried over year to year for purchase of equipment. Th e installation cost is covered in the normal budget. Th e public and individuals who are blind were involved in making the request for funding and getting it approved. APS TYPE AND FEATURES Pedhead-mounted devices before 1999 Pushbutton-integrated devices from Polara Engineering since July 1999 Figure 9-17. An early Polara installation in Charlotte

192 Chapter 9: U.S. Case Studies APS features (pushbutton-integrated device installations): • Speech WALK indication • Vibrotactile WALK indication • Pushbutton locator tone • Tactile arrow • Actuation indicator • Pushbutton information message in response to an extended button press • Automatic volume adjustment in response to ambient sound INSTALLATION ISSUES Th e fi rst generation Polara device did not accommodate pre-timed or “ped recall” locations. It was designed to look for a logic common signal from the controller. Using instructions provided by Polara, city technicians in the signal shop modifi ed the printed circuit board, including adding a resistor and two jumpers. Th is being done, the devices were usable in these situations. A simple jumper setting has addressed this problem with the newer Polara product. Th e fi rst generation Polara (installed at four locations) was also more labor intensive to install. Installers drilled holes in the top of the device to accept conduit on wood pole locations. Th e newer version Polara Navigator has addressed all installation concerns. When it is necessary to install new poles to locate the device more appropriately, it takes longer and more funds, because traffi c engineering has to coordinate with various departments to fi x curb ramps and work around other utilities. Installation can be time-consuming when a new pole is needed. MAINTENANCE No problems reported In early installation where two devices were on the same metal pole, it was possible to feel the vibration during WALK on both devices at the same time (separate WALK phases). Th is was solved by insulating between the device and pole. A speaker problem was resolved by improving the installation method through eff orts between the City Electronics Tech and the manufacturer. Figure 9-18. Recent Polara Navigator installation.

Accessible Pedestrian Signals: A Guide to Best Practice 193 EVALUATION Th e Public Service Department has no complaints regarding the devices. However, staff of Metrolina Association for the Blind received some complaints about the noise level of the locator tones, especially in residential areas. Th e volume can easily be adjusted. Th e City of Charlotte placed in the top ten U.S. cities in the Accessible America contest a year ago and in the top seven this past year. Metrolina Association for the Blind has provided very favorable input and review of this project. Communication between all agencies involved has made this project a success. CONTACTS Tamara (Tammy) Drozd, Signal System Specialist City of Charlotte NC 600 East Fourth Street, Charlotte, NC, 28202-2858 Phone: 704-336-4385 Fax: 704-336-4400 E-mail: tdrozd@ci.charlotte.nc.us

194 Chapter 9: U.S. Case Studies Case Study: Atlanta, Georgia DATE: MAY 2003 HISTORY AND BACKGROUND Atlanta has installed APS upon specifi c request since 1992. Until April 2003, all devices installed had been pedhead-mounted devices. Th e city is evaluating pushbutton-integrated devices as part of a research project. Th ere have been requests by citizens who are blind for devices with pushbutton locator tones at pushbutton actuated locations, however the city has not installed them generally to date. PROCESS AND PROCEDURE Individuals who are blind or visually impaired make a request to the traffi c engineering department. Th e engineer evaluates the intersection and current timing and signalization. He may meet the blind person and an orientation and mobility specialist (usually from the Center for the Visually Impaired) at the intersection to discuss the problems. Requests are prioritized by date of request and volume of traffi c. If the request is for an APS at a signalized intersection and devices are in stock, they can usually be installed in less than a month. FUNDING City traffi c engineering funds, however, some private developers have paid for street improvements as part of a development project. APS TYPE AND FEATURES Pedhead-mounted devices from IDC/US Traffi c are installed at approximately 15 intersections. APS features: • WALK indication — Cuckoo/chirp • No pushbutton locator tone • No automatic volume adjustment Atlanta has recently installed pushbutton-integrated APS from Polara Engineering and a receiver-based system from Relume as part of a research project. Figure 9-19. Pedhead- mounted speaker mounted on the pole as typically installed in Atlanta.

Accessible Pedestrian Signals: A Guide to Best Practice 195 DATE INSTALLED 1992 to present INSTALLATION ISSUES Pedhead-mounted devices are simple to wire and install on the pole or on the pedhead. Signal shop found the pushbutton-integrated device to be very diffi cult to install, requiring additional wiring and careful adjustment. After installation, the control unit of one APS was malfunctioning and the device was not sounding; manufacturer replaced the unit. MAINTENANCE Many pedhead-mounted units have been installed for fi ve to ten years or more without problems. Recently, two units failed two consecutive times until engineers found that water was getting into the devices, probably through the speaker holes. Th ey recommend double checking the seals and mounting the speakers under the pedheads to protect them from the impact of heavy rain. In general, Atlanta’s department considers pedhead-mounted devices very reliable and serviceable. Vandalism has not been a problem. EVALUATION Th e traffi c engineering department has received some complaints about noise levels of pedhead-mounted speakers (ones currently installed do not have automatic volume adjustment), but complaints have usually stopped a couple weeks after installation. At times, they have adjusted the volume after installation. Th e city looked at pushbutton-integrated devices with locator tones to address concerns of persons who are blind about fi nding the pushbuttons. However, the signal maintenance department prefers to install the pedhead-mounted devices, as long as there are no complaints. CONTACTS Santana Herrera, Traffi c Systems Engineer City of Atlanta Traffi c and Transportation 68 Mitchell Street, SW 4900 City Hall South, Atlanta, GA 30303 Phone: 404-330-6501 E-mail: sherrera@ci.atlanta.ga.us

196 Chapter 9: U.S. Case Studies Case Study: Halifax, Nova Scotia DATE: APRIL 2005 HISTORY AND BACKGROUND Halifax has been using pedhead-mounted APS since 1998. Pushbutton-integrated units were introduced in 2003 and are now in operation at fi ve intersections. Th e APS units were installed in response to requests from the Canadian National Institute for the Blind (CNIB). All installations were retrofi ts to existing signals and were performed by a contractor. PROCESS AND PROCEDURE Requests for APS installations come from the CNIB which typically provides the city with a list of intersections where they would like APS installed. Th e city reviews the list and selects intersections for APS installations based on design of the intersection and available funding. If the intersection is suitable for pushbutton- integrated units, they install Novax Vibrawalks in addition to the overhead speaker. Factors that aff ect the decision about pushbuttons include suitability of pole location and availability of wiring. FUNDING APS in Halifax were funded by the capital budget in a specifi ed fund for pedestrian safety issues. Th ere was also a federal 50-50 funding match in 2004 for APS installations. APS TYPE AND FEATURES Pedhead-mounted and pushbutton-integrated devices from Novax Industries (DS2000 for overhead speaker units and Novax Vibrawalk for pushbutton) APS features (at installations where pushbutton-integrated devices are installed): • Vibrotactile WALK indication • Audible WALK indication, only in response to an extended button press • Pushbutton locator tone • Tactile arrow • Actuation indicator • Automatic volume adjustment, in response to ambient sound

Accessible Pedestrian Signals: A Guide to Best Practice 197 INSTALLATION ISSUES Th e APS speaker is mounted on top of the pedestrian head and faces across the street. A typical confi guration for a crossing in Halifax involves two APS speakers, one at each end of the crossing. Th e volume is adjusted so the sound only reaches ¾ the way across the street, intended to enable the user to detect the second APS when part way across the street to guide them in the proper direction. Setups with only one APS per crossing generated numerous noise complaints as the volume has to be higher to be heard across the street. Most APS are installed on aluminum poles but some locations have wooden poles, as shown in Figure 9-20. Th e overhead APS on wooden poles are clamped to the signal arm or pedestrian head. Novax pushbuttons typically are wired through the back of the device. To wire the pushbuttons, ½-inch PVC conduit is strapped to the wooden pole and an LB or liquid tight fl ex pipe runs a hole drilled into the bottom of the pushbutton. Th e overhead speakers are typically mounted to the pedestrian signal head. When the APS speakers were mounted into plastic (polycarbonate) signal heads, strong winds would push on the speaker and crack off the thin plastic of the signal head into which the speaker was mounted. Where there were plastic pedestrian signal heads, the speaker was mounted on the pole or some other metal or wood surface, as shown in Figure 9-21. Pedestrian signal heads made of aluminum did not have this issue. In areas with less of a problem with strong winds, this may not be a concern. Availability of wiring at the pole is an important issue. If suffi cient wiring is installed with the signal, installing an APS later is much easier. Pulling wire later can become prohibitively expensive. MAINTENANCE Th e city handles the maintenance of the devices. Being near the ocean, moisture and salt in the air is a problem, as is salt on the roads for de-icing. Th e overhead speakers generally start having problems at the 5-year mark, due to the salt and moisture. Figure 9-20. APS pushbutton mounted on wooden pole, showing conduit installed into the bottom of the pushbutton device Figure 9-21. APS speaker mounted on signal head support arm.

198 Chapter 9: U.S. Case Studies Th ey usually last from 5 to 10 years. . Th e Vibrawalk pushbutton devices have not shown any problems during the two years they have been in service. COLD WEATHER ISSUES Snow is a constant problem in the Halifax climate. Snow banks can prevent access to the pushbuttons when not cleared properly. For intersections where pushbuttons are used, pole placement becomes an important issue so all pedestrians can reach the pushbutton. If pushbuttons are located to the immediate left or right of the crosswalk, there’s a better chance of them being reached by pedestrians and having the snow cleared properly. Halifax uses mini-plows for clearing sidewalks. Th ey anticipate that this could be a problem with stub poles (i.e., knocking them over), so the use of stub poles is generally avoided. Other problems are caused by freezing temperatures. Pulling additional wire for a retrofi t installation cannot be done in the winter due to ice in the wire conduits. Extreme cold can cause some signals cabinets to fail and thus the APS to fail. EVALUATION Th e initial installations of pedhead-mounted APS installations were confi gured to give the audible WALK tone at every cycle. Th e city received complaints about noise, especially in the summer months when people had their windows open. Due to concerns about noise, these units were set to be off (give no audible indication) from 11:00 pm to 6:00 am. Th e pushbutton-integrated installations, as installed in Halifax, can be accessed 24 hours per day, providing the WALK indication only when the button is held for three seconds or more. No feedback was reported on the pushbutton-integrated devices. CONTACT Michael Filippone Traffi c Signal Supervisor City of Halifax, Nova Scotia Phone: 902-490-4971 Email: fi lippm@halifax.ca

Accessible Pedestrian Signals: A Guide to Best Practice 199 Case Study: Waukesha, Wisconsin DATE: APRIL 2005 HISTORY AND BACKGROUND Waukesha has been using pushbutton-integrated APS with speech messages since 2002. Prior to that, they used overhead speaker units which provided a cuckoo or chirp, but were not activated by pushbutton. Th ere are approximately 84 pushbutton- integrated APS in service in Waukesha, most of which were installed during summer 2004. Th e move to pushbutton-integrated devices was motivated by requests from the local blind community, the Sight Loss Network Support Group, who introduced the city to the speech message capability of new types of APS. PROCESS AND PROCEDURE Th e initial APS installations were performed in one large campaign in the summer of 2004. Th ese installations were scattered about town, but mainly focused on center city intersections. Another installation campaign is planned, of approximately 100 units, that will focus on installing devices at the rest of the center city intersections, and moving outwards from there. It is also current Waukesha policy that any new signal installation will include APS. FUNDING APS in Waukesha are currently fully funded by Waukesha County Community Development Block Grant Program up to a specifi ed amount per year. Th is funding includes time and materials. APS TYPE AND FEATURES Pushbutton-integrated devices from Polara Engineering (Navigator four wire devices with remote confi guration capability) APS features: • Speech WALK indication • Vibrotactile WALK indication • Pushbutton locator tone • Tactile arrow • Actuation indicator – click and light • Pushbutton information message, called by extended button press • Automatic volume adjustment in response to ambient sound

200 Chapter 9: U.S. Case Studies INSTALLATION ISSUES Installation of the devices is done by city staff . If a signal to be retrofi tted already has pushbuttons, this greatly facilitates APS installation. However, the four-wire models still necessitate pulling extra wire. Most of the signal poles are steel and accommodate the APS devices fairly easily. Th ey try to have two poles per corner for every intersection. Sometimes stub poles are necessary, if the signal poles are not close enough to the crosswalk. In one case, a lamp post was used successfully as a mount for an APS unit (see Figure 9-22), since aesthetics of the area placed restrictions on installing additional poles. All but one of the existing APS installations were retrofi ts. However, all new signals will include APS. MAINTENANCE Th ere have been no maintenance issues for the APS units in their one year of service. COLD WEATHER ISSUES Th ere have been no signifi cant issues related cold weather. Waukesha uses mini- plows for removing snow from sidewalks and the manager of city snow plowing has expressed concern that stub poles may be damaged by these plows. EVALUATION Devices in residential areas initially drew noise complaints. Th e city had been leaving the sound settings at the factory default. Once the volume was reduced, there were no complaints. CONTACT Cheri Shook City of Waukesha, Wisconsin Phone: 262-524-3590 Email: cshook@ci.waukesha.wi.us Figure 9-22. APS mounted on lamp post.

Accessible Pedestrian Signals: A Guide to Best Practice 201 Case Study: Ann Arbor, Michigan DATE: APRIL 2005 HISTORY AND BACKGROUND Ann Arbor has been using pushbutton-integrated APS since 2001. Five were installed that year and none have been added since. PROCESS AND PROCEDURE APS are installed on the basis of recommendations from the Ann Arbor Commission on Disability Issues. FUNDING Approval for APS funding comes through the City Council. Th e money is budgeted from the Major Street Fund, which is a transportation fund. Currently, $50,000 is designated for the purchase, installation and maintenance of fi ve APS. APS TYPE AND FEATURES Pushbutton-integrated devices (Navigator) from Polara Engineering APS features: • WALK indication — speech message • Vibrotactile WALK indication • Pushbutton locator tone • Tactile arrow • Actuation indicator — tone and light • Pushbutton information message called by extended button press • Automatic volume adjustment in response to ambient sound levels INSTALLATION ISSUES All APS installations were retrofi ts to existing signals on steel poles, and existing wiring was suffi cient to accommodate APS installation. Some units are installed on pedestrian signal poles and some are mounted on the vertical pole of a signal mast arm.

202 Chapter 9: U.S. Case Studies MAINTENANCE Many of the APS units began to malfunction in 2004 and the city sent them back to the manufacturer for repair/replacement. Th e problem was observed to be rusting of the devices. Vandalism was an issue. Th ere were several instances where the unit was knocked off the pole. Th e attachment bolts were replaced with bigger diameter bolts. COLD WEATHER ISSUES Little direct eff ect was seen from cold weather conditions. However, the use of salt may have contributed to rust that was experienced. Th e city engineers do not believe that the winter conditions contributed much to the problems. EVALUATION Th ere were several complaints about the noise of the locator tones, especially in the summer when people keep windows open. Th e locator tone volume was lowered in response and where there were two APS units on a single pole, one of the the locator tones was switched off to control noise. To explain how the APS devices work, the city publicized the devices through a newspaper article and local cable broadcast. CONTACT Les Sipowski Senior Project Manager, City of Ann Arbor Public Services Department Ann Arbor, Michigan Phone: (734) 996-3286 Email: LSipowski@ci.ann-arbor.mi.us